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Westerbeke Diesel 12d Two Technical Manual


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      NAVSEA 0941·Lp·014·8010 WITH CHANGE #3,
      NAVSEA 0941·014·8013

                              WESTERBEKE DIESEL
                                                      MODEL 14088

                                      ENGINE SERVICE MANUAL

                                              DEPARTMENT OF THE NAVY
                                          NAVAL SEA SYSTEMS COMMAND

  ·   MYLES STANDISH INDUSTRIAL PARK                            23 FEBRUARY 1967
      150 JOHN HANCOCK ROAD, TAUNTON, MA 02780-7319
                                                                CHANGE 3, 1 JUNE 1980
                                                                NAVSEA 0941-LP-014-8013
      NAVSEA 0941·Lp·014·8010 WITH CHANGE #3,
      NAVSEA 0941·014·8013

                              WESTERBEKE DIESEL
                                                      MODEL 14088

                                      ENGINE SERVICE MANUAL

                                              DEPARTMENT OF THE NAVY
                                          NAVAL SEA SYSTEMS COMMAND

  ·   MYLES STANDISH INDUSTRIAL PARK                            23 FEBRUARY 1967
      150 JOHN HANCOCK ROAD, TAUNTON, MA 02780-7319
                                                                CHANGE 3, 1 JUNE 1980
                                                                NAVSEA 0941-LP-014-8013
                                   APPROVAL AND PROCUREMENT RECORD
APPROVAL AUTHORITY:   Letter,     23 February 1967, BuShips NObs-4989, Sere 6146-157
                      Letter,     1 May 1967, SPCC Contract N104-18261A
                      Letter,     18 July 1967, SuShips Jacksonville, Sere 240-1383
                      Letter,     18 April 1969, SuShips Seattle, Sere 623/536-1942
                      Letter,     19 January 1970, SPCC Contract N00104-70-C-1647
                      Letter,     7 October 1970, SuShips Seattle, Sere 536-4696
                      Letter,     6 April 1971, SPCC Mechanicsburg, 8413/CC/ZU893
                      Letter,     20 February 1974, SPCC Mechanicsburg, N00104-73-C-0830
                      Letter,     22 November 1976, SPCC Mechanicsburg N00104-76-C-2732
                      Letter,     10 October 1979, SPCC Mechanicsburg N00104-79-C-2732

  CONTRACT                VESSELS                   QUANTITY         BUILDING
  OR ORDER              APPLICABLE                 OF MANUALS          YARD
NObs-4989               26 1 M.W.B.                     188          Miami Beach Yacht Corp.
Order No. 2190N                                                      Miami Beach, Florida
N104-18261A             26 1 M.W.B.                     134          SPCC - Mechanicsburg
NOO024-C-0361           26 1 M.W.B.                     218          Aero-Mar Plastics Div.
                                                                     Miami Beach Yacht Corp.
N00104-68-C-1025        26 1 M.W.B.                      52          SPCC - Mechanicsburg
NOO024-68-C-0339        26 1 M.W.B.                     230          Uniflite, Inc.
                                                                     Bellingham, Washington
N00104-70-C-1647        26 1   M.W.B.                   140          SPCC - Mechanicsburg
N00104-70-C-3525        26 1   M.W.B.                     6          SPCC - Mechanicsburg
N00104-70-C-3542        26 1   M.W.B.                    30          SPCC - Mechanicsburg
NOO024-70-C-0306        26 1   ~1. W. B.                112          Unif1ite Inc.
DSA 700-71 C-8251       26 1   M.W.B.                    58          DSA, Columbus, Ohio
DSA 700-71 C-9054       26 1   M.W.B.                   138          DSA, Columbus, Ohio
NOO024-73-C-0270        26 1   M.W.B.                    80          Unif1ite, Inc.
N00104-73-C-0830        26 1   M.W.B.                    50          SPCC - Mechanicsburg
N00104-74-C-0825        26 1   M.W.B.                    50          SPCC - Mechanicsburg
NOO024-75-C-2041        26 1   M.W.B.                    80          Uni f1 ite, Inc.
N00104-76-C-2732        26 1   M.W.B.                    40          SPCC - Mechanicsburg
NOO024-77-C-2029        26 1   M.W.B.                    46          Unif1 ite, Inc.
NOO024-78C-2355         26 1   M.W.B.                    26          Unif1ite, Inc.
N00104-79-C-2732        26 1   M.W.B.                    86          SPCC - Mechanicsburg
NOO024-80-C-2060        26 1   M.W.B.                   104          Mason Boats Ltd.
NOOI04-81-C-2076        26 1   M.W.B.                   102          SPCC - Mechanicsburg

CERTIFICATION                                           DATE         1 JUNE 1980

It is hereby certified that NAVSEA 0941-014-8010 to be provided under the above
contracts has been approved by the approval data shown above .

                                                         . H. WESTERBEKE CORPORATIO
                                                        Avon, Massachusetts    02322
                LIST OF EFFECTIVE PAGES
   1            Change   3                New Text
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                        Titl e Page
                        Approval and Procurement Record
                        List of Effective Pages
                  1     Index
Tab               3     Sectional Index-General Section
                  4     Software Notice
                  5     Introduction
                  6     Photographs
                  13    Installation Drawing
                  15    Installation of Engine
                  22    Starting Engine the First Time
                  24    Operating Engine
                  25    Precautions
                  26    Fault Diagnosis
                  28    Do and Do Not's
                  29    Periodical Attention
                  32    Maintenance
Tab                     ENGINE OVERHAUL
          A             Engine Description
          B             Technical Data - Specifications - Torque
          C             Approved Engine Service Tools
          o             Fault Diagnosis
         E              Cyl i nder Head
         F              Pistons and Connecting Rods
         G              Cylinder Block and Liners
         H              Crankshaft and Main Bearings
         J              Flywheel and Housing
          K             Timing Case and Drive
         L              Timing
         M              Lubrication
         N              Internal Cooling System
         P              Fuel System
Tab                     OTHER OVERHAUL
          Q             Electrical System
                Q.1     Delco Remy Generator and Regulator
                Q.13    Motorola Alternator and Regulator
                Q.17    Delco Remy Starter Motor
          R             Cooling System - External
          S             Transmission - Paragon P220
Tab       V             SERVICE BULLETINS
Tab       X             PARTS LIST

  Introduction   Operation
  Installation   Maintenance


  Marine Engine Electrical System
  Cooling System (External)


                               PRODUCT SOFTWARE NOTICE

Product software of all kinds, such as      product software. Such software may be
brochures, drawings, technical data,        outdated and no longer accurate. Routine
operator's and workshop manuals, parts      changes made by Westerbeke's suppliers,
lists and parts price lists, and other      of which Westerbeke rarely has notice
information, instructions and specifi-      in advance, are frequently not reflected
cations provided from sources other         in the supplier's software until after
than Westerbeke, is not within Wester-      such changes take place.
beke's control and, accordingly, is
provided to Westerbeke customers only       Westerbeke customers should also keep in
as a courtesy and service. WESTERBEKE       mind the time span between printings of
CANNOT BE RESPONSIBLE FOR THE CONTENT       Westerbeke product software, and the
OF SUCH SOFTHARE, MAKES NO WARRANTIES       unavoidable existence of earlier, non-
OR REPRESENTATIONS WITH RESPECT THERETO,    current Westerbeke software editions in
INCLUDING THE ACCURACY, TIMELINESS OR       the field. Additionally, most Wester-
COMPLETENESS THEREOF, AND WILL IN NO        beke products include customer-requested
EVENT BE LIABLE FOR ANY TYPE OF DAMAGES     special features that frequently do not
OR INJURY INCURRED IN CONNECTION WITH,      include complete documentation.
USE OF SUCH SOFTWARE.                       In sum, product software provided with
                                            Westerbeke products, whether from Wester-
For example, components and sub-assemb-     beke or other suppliers, must not and
lies incorporated in Westerbeke's           cannot be relied upon exclusively as the
products and supplied by others (such       definitive authority on the respective
as engine blocks, fuel systems and com-     product. It not only makes good sense,
ponents, transmissions, electrical com-     but is imperative that appropriate
ponents, pumps, and other products)         representatives of Westerbeke or the
are generally supported by their manu-      supplier in question be consulted to
facturers with their own software, and      determine the accuracy and currency of
Westerbeke must depend on such software     the product software being consulted
for the design of Westerbeke's own          by the customer.

This manual describes the operation, adjustment and maintenance of the
Westerbeke Whaleboat Marine Diesel Engine and is designed to be a guide for
those concerned with the operation and maintenance of these diesels. This
engine incorporates a basic engine model known variously as 4-99, 4-107 and
4-108. You will notice continual references to these three model numbers
throughout the workshop portion of this manual. They are used to distinguish
among the three major engineering changes already made to the engine.
The diesel engine closely resembles the gasoline engine inasmuch as the mech-
anism is essentially the same. Its cylinders are arranged above its closed
crankcase, its crankshaft is one of the same general type as that of a gasoline
engine; it has the same sort of valves, camshaft, pistons, connecting rods and
lubricating system and reverse and reduction gear.
There it follows to a great extent, that it requires the same treatment as that
which any intelligent and careful operator would give to a gasoline engine and
that gross negligence such as running the engine short of oil, with sludged oil,
dirty filters, or with water boiling will have the same expensive consequences.
The diesel engine does differ from the gasoline engine however, in the method
of handling and firing its fuel. Carburetor and ignition system are done away
with and in its place is a single component - the Fuel Injection Pump - which
performs the functions of both.
Unremitting care and attention at the factory have resulted in an engine cap-
able of many hundreds of hours of service. What the manufacturer cannot
control however, is the treatment the product will receive in service. This
part rests with you.
Whenever service parts are ordered, always give complete description and part
numbers with engine model and serial number; as an example:
       'Please supply:
            For Whaleboat Marine Engine No. ED7153480
            10 of 15559 Oil Filter Cartridge'
The engine number is stamped on the starboard side of the engine on the forward
end of the Camshaft Chamber and on the port side of the engine near the fuel

                                                                 FUEL OIL LIFT PUMP


                                                                                            CONNECTION FOR
CYLINDER BLOCK WATER DRAIN                                                                     GENERATOR
                                                                                            SHIELDED CONDUIT

                                                                                            TACHOMEHR DRIVE

                                                                                             LUBE OIL DIPSTICK

                                                    ' - - - OIL COOLER
                   LUBE OIL LINES TO                                              IPI: FOR SUMP PUMP HOSE
                   AND FROM TRANSMISSION

                                 Fig. l-Starboard Side of Model Four-l07
                                                        ..--cAnAu"T MANIFOLD

                                                                                EXHAUST ELBOW



                                                                                    _ - REVERSE GEAR
FUEL INJECTION PUMP                                                                    SHIFTING LEVER

                                                                                       REVERSE GEAR DIPSTICK

                                                                                           STARTING MOTOR


                      LUBE OIL IN-OUT FITTING                      STARTING MOTOR


                                    Fig. 2-Port View of Engine

                           HEAT EXCHANGER

                            ' - - - - HYDRAULIC REVERSE GEAR

                       REDUCTION GEAR

    Fig. 3-Rear Starboard View Looking at Transmission

                                         _---INJECTION NOZZLES

                                                                REAR LIFTING RING

                                                                               FUEL PIPES-
                                                                             FILTER TO PUM


                        Fig. 4-Rear Port View Looking at Transmission

                                                        FRESH WATER FILLER CAP

                                                                BILGE PUMP - - -

                        Fig- 5-Front Starboard View of Engine

                                r------ FRESH            WATER PUMP

                                                      FRESH WATER LINE


                                                                         SEA WATER LINE
               BilGE PUMP

                            Fig. 6-Front Port View of Engine


                                                     to the rings and the engine lifted by means
Since the boats in which these engines are used
                                                     of a tackle attached to this short sling. The lifting
have been designed by engineers of the U.S.
                                                     rings have been designed to carry the fullweight
Navy, every detail of the engine installation is
                                                     of the engine, therefore auxiliary slings are not
provided for in the plans, and checked by U.S.
                                                     required or desired.
Naval Inspectors.
                                                     The general rule in moving engines is to see that
The following outline of general procedure is
                                                     all equipment used is amply strong and firmly
included because it is valuable in explaining the
                                                     fixed in place. Move the engine a little at a
functions of each component, the reasons why,
                                                     time and see that it is firmly supported. Elim-
the precautions to be watched, and the rela-
                                                     inate possibility of accidents by avoiding haste.
tionship of the installation to the operation of
                                                     Do not lift from the propeller coupling, or pry
the engine.
                                                     against this with crowbar, as you may distort
There are details of the installation which should   the coupling.
be checked periodically, and regarding which         In some cases it may be necessary to lift the
the operator should have a thorough under-           engine in other than the regular horizontal posi-
standing to insure good operating conditions for     tion. -It may be that the engine must be lowered
the engine, and to insure correct procedure in       endwise through a small hatchway which cannot
servicing the engine.                                be made larger. If the opening is extremely
                                                     restricted it is possible to reduce to some extent
          INSPECTION OF SHIPMENT                     the outside clearances such as generator, cool-
The engine is shipped from the factory mounted       ing piping, water tank, filters, mounting lugs,
upon heavy skids and properly crated. Acces-         etc.    This accessory equipment should be re-
sory equipment is shipped in a separate small        moved by a competent mechanic and special
box, usually packed with the engine crate. Im-       care should be taken to avoid damage to any
mediately upon arrival, the shipment should be       exposed parts or the entrance of dirt where
                                                     openings have been made. The parts wh ich
inspected for possible accidental damage in tran-
                                                     have been removed should be returned to posi-
sit and for any possible shortage in parts and
                                                     tion as soon as the restricted opening has been
equipment. Before accepting any shipment from
the transportation company, check with the pack-
ing list and if any shortage or damage is noted,     In case it is necessary to hoist the engine either
file claim with the agent before accepting ship-     front end upwards or reverse gear end up-
ment, reporting same to the shipper.                 wards the attachment of slings must be done
                                                     very carefully to avoid the possibility of damage
Inspect the engine for loose nuts or screws.         to the parts on which the weight may come. It
Transportation frequently loosens th ings on a       is best if special rigging work be done by some-
new engine, on account of gasket shrinkage.          one experienced and competent in the handling
Tighten down cylinder head. This should be           of heavy machinery.
done before starting the engine, and again while
it is hot after running for a few hours. Start at                     ENGINE BOLTS
center of head, then work out toward sides and       It is recommended that 1/2" lag bolts, preferably
ends, taking one-half turn on each nut. Repeat       of bronze, be used through the engine supporting
the process in the same order until all nuts are     brackets.    Bolt holes are drilled 9/16". Lag
tight. Refer to page E. 9.                           screws are less preferred because their hold on
                                                     the wood is weakened every time they are
            RIGGING AND LlFnNG                       moved whereas the lag bolt stays in position
                                                     and the nut on top is used to tighten the engine
The engine is fitted with two lifting rings, de-     down or is removed to permit the engine to be
signed so that the engine may be lifted without      lifted.   The bolt itself stays in position at all
damage. Location of these is shown in Fig. 4         times, as a stud, and the bond between the bolt
and 6. Rope or chain slings should be attached       and the wood is not weakened by its removal.

                                                     ated in the water. It is therefore very important
                                                     to check the engine alignment at frequent inter-
Each Westerbeke Diesel engine is regularly fitted    vals and to correct any errors when they may
with a suitable coupling for connecting the prop-    appear.
eller shaft to the engine.
                                                     Misalignment between the engine and the pro-
The coupling must not only transmit the power        peller shaft is the cause of troubles which are
of the engine to turn the shaft, but must also       blamed often on other causes. It will create
transmit the thrust either ahead or astern from      excessive vibration, loss of power and speed,
the shaft to the thrust bearing which is built       excessive bearing wear, rapid shaft wear and
into the reduction gear housing of the engine.       will, in many cases, reduce the life of the hull
This coupling is very carefully machined for         by loosening the hull fastenings. A bent pro-
accurate fit.                                        peller shaft will have exactly the same effect
                                                     and it is therefore necessary to be very careful
For this engine model, with 2.16: 1 drive ratio,
                                                     that the propeller shaft itself be perfectly straight.
the propeller half coupling is bored for 1-3/8"
shaft. The coupling has keyway with set screw,       It is recommended that approximately 1/2" be
and a square key is supplied with loose equip-       allowed for the use of shims between the engine
ment shipped for the engine.                         mounting feet and the engine bed. It is also
                                                     recommended that the top of the engine bed be
The forward end of the propeller shaft has a long
                                                     fitted with a steel plate or angle iron to prevent
straight keyway. Any burrs should be removed
                                                     the shims from sinking into the wood under pres-
from the shaft end. The coupling should be a
                                                     sure. A perfect alignment is no!" easy to achieve.
light drive fit on the shaft and the shaft should
                                                     It is the result of careful. painstaking effort and
not have to be scraped down or filed in order
                                                     the reward in the way of a smooth running in-
to .get a fit.    It is important that the key be
                                                     stallation is well worth the effort. Before starting
properly fitted both to the shaft and the coup-
                                                     the work of alignment a number of shims should
ling. The key should fit the side of the keyway
                                                     be cut, these shims should be in various thick-
very closely, but should not touch the top of the
                                                     nesses so that the motor can finally be set at
keyway in the hub of the coupling.
                                                     exactly the right elevation. Temporary shims
If it seems difficult to drive the coupling over     may be cut from hard wood and used to obtain
the shaft, the coupling can be expanded by           the preliminary alignment. These temporary
heating in a pail of boiling water. The face         shims can then be replaced by permanent cat
of the propeller coupling must be exactly per-       iron or sheet metal shims which will exactly fit
pendicular to the centerline or axis of the pro-     the space between the underside of the mount-
peller shaft.                                        ing lugs and the top part of the engine bed.
                                                     The engine should be moved around on the bed
                                                     and supported on the screwjacks or shims until
The type and size of propeller is indicated in       the two halves of the couplings can be brought
Navy Specifications, selected to fit the applica-    together without using force and so that the
tion, and based upon boat tests. To utilize the      flanges meet evenly all around. It is best not
full power of the engine, and to achieve ideal       to drill the foundation for the foundation bolts
loading conditions, it is desirable to use a pro-    until the approximate alignment has been ac-
peller which will permit the engine to reach its     curately determined. One-half inch diameter
full rated speed of 2400 rpm on full throttle.       lag bolts should be used for the hold-down bolts.
This can be determined only by actual trials of
                                                     Never attempt a final alignment with the boat
the pilot model.
                                                     on land. The boat should be in the water and
                                                     have had an opportunity to soak up somewhat
                                                     so that it is as near as possible to its final water
The engine must be properly and exactly aligned      form. It is best to do the alignment with the fuel
with the propeller shaft. No matter what ma-         and water tank about half full and all the usual
terial is used to build a boat it will be found to   equipment on board. Take plenty of time in
be flexible to some extent and the boat hull will    making this alignment and do not be satisfied
change its shape to a greater extent than is         with anything less than perfect results. The
usually realized when it is launched and oper-       alignment is correct when the shaft can be

slipped backwards and forward into the counter-
bore very easily and when a feeler gauge in-
dicates that the flanges come exactly together
at all points. The two halves of the propeller
coupling must be parallel within .002 inch. If
an .003" feeler gauge can be inserted, align-
ment is unsatisfactory.
Another way to check the flange alignment is
to use slips of paper for indicating shims. Align-
ment is satisfactory when the same pull is re-
quired to remove all pieces of paper when the
coupling flanges are brought together.
In making the final check for alignment the en-
gine half coupling should be held in one posi-
tion and the alignment with the propeller coup-
ling tested with the propeller coupling in each
of four positions, rotated 90 degrees between                      Fig. 8-Exhaust Manifold and Elbow
each pos ition. Th is last test wi II a Iso ch eck whe-
ther the propeller half coupling is in exact align-       The exhaust goose neck is attached to the aft
ment on its shaft. Then, keeping the propeller            end of the exhaust manifold, with an exhaust
coupling in one position the alignment should be          flange gasket between the end of the manifold
checked rotating the engine half coupling to full         and the flange of the goose neck. The rear end
position each 90 degrees from the next one.               of the exhaust goose neck has a cast round sur-
                                                          face over which an exhaust hose is connected
The engine alignment should be rechecked after            and clamped, and the exhaust hose continues
the boat has been in service for one to th ree            bock to connect with tubing which carries ex-
weeks and if necessary the alignment remade.              haust line gases and exhaust line cooling water
It will usually be found that the engine is no
longer in alignment. This is not because the
work was improperly done at first, but because            The Exhaust Goose Neck is internally water
the boot has taken some time to take its final            jacketed for cooling, and the water for cooling
shope and the engine bed and engine stringers             is supplied by the sea water pump through the
have probably absorbed some moisture.        It           heat exchanger. The cooling water enters into
may even be necessary to re-align at a further            the exhaust goose neck at a 3/4" pipe thread
period.                                                   hole in the center section, and fills the internal
                                                          cavities and is allowed to flow out of internal
The coupling should always be opened up and               openings in the aft end of the goose neck and
the bolts removed whenever the boat is hauled             the cooling water and exhaust gases are carried
out or moved from the land to the water. The              out overboard. There is an internal dam or
flexibility of the boat often puts a very severe          wall that prevents water from flowing back into
strain on the shaft or the coupling or both when          the exhaust manifold that could cause internal
it is being moved. In some cases the shaft has            damage to the engine. There is an 1/8" pipe
actually been bent by these strains. This does            thread drain hole on the bottom of the casting.
not apply to small boats that are hauled out of
the water when not in use, unless they are dry            The exhaust pipe must be of sufficient size to
for a considerable time.                                  handle the exhaust gases from the engine prop-
                                                          erly. The size of the pipe should never be made
                                                          smaller than the opening on the exhaust elbow.
                 EXHAUST SYSTEM
The exhaust manifold is a one-piece costing,                       INTAKE SCOOP AND PIPING
water cooled to which is attached at the after            Intake scoop and piping for the sea water pump
end an exhaust Goose Neck elbow. This elbow                must be provided. Use 1" scoop and 1" piping
has a connection to take the cooling sea water            from scoop to pump, reducing to 3/4" at pump
after it passes through the heat exchanger and            inlet.  Hose is not satisfactory for this intake
then it is directed for cooling the exhaust pipe.         line, unless it is non-collapsible reinforced hose.

                            FUEL                             ...
                                                              ....                                 ...
                            nt.rEe.                                                                                     PUMP

                                          ...                                 ...
                                                                              .                             .
                                   .4~             ~~                ~~             ~~                                        .4~

                                          r--             r--               .--            r--
               .4~    V
                                          ~               ~                  ~              ~
                                          ~         ~
                                                          ~           ~

                                          ~               ~
                                                          ~           r--
                                                                             ~       - :t
                                          ~               .3..              ..:s.          ..::i                         !liTa

                                   ~~                                .4~            ;I~                                       .4~


            Fl/£L ~MP                                                                                            FueL   77lA/J::..

                                                Fig. 9-Fuel System Diagram

           COOLING WATER PIPING                                             A fuel filter is mounted on the engine
The Westerbeke Four-107 Diese I is fresh water
                                                                           between the fuel lift pump and the in-
cooled, utilizing what is known as a "closed sys-                          jection pump. It contains a replaceable
tem" wherein the fresh water is circulated by a                            cartridge (see Maintenance Schedule).
centrifugal pump through a circuit consisting of
                                                                           An optional primary fuel filter/water
engine cylinder block, exhaust manifold, oil cool-                         separator may be installed between the
er and heat exchanger. The heat exchanger is in
                                                                           fuel tank and the fuel lift pump. Con-
turn cooled by the sea water pump.       .                                 nection for the fuel supply line is on
                                                                           the fuel lift pump which has a hand
                     FUEL SUPPLY                                           primer required for filling the fuel
                                                                           supply lines and the filters, and for
To insure satisfactory operation, a Diesel engine                          purging the system of air when the
must have a dependable supply of clean fuel oil.                           engine is started for the first time,
For this reason, cleanliness and care are es-                              or whenever the system has been opened
pecially important at the time when the fuel                               for any reason.
tank is installed, because dirt left anywhere in
the fuel lines or tank will certainly cause fouling                                                             FUEL PIPING
of injector nozzles when the engine is started
                                                                           The use of extra large copper tubing is desirable.
for the first time.
                                                                           We recommend 3/8" 0.0. brass annealed cop-
In the Westerbeke Diesel fuel system, an excess                            per tubing together with flared tube fittings,
of fuel oil is supplied to the injection pump by                           both for the supply line and the return line.
a fuel lift pump and the oversupply which is not                           Run the tubing in the longest pieces obtainable
required for injection to the engine is returned                           to avoid the use of unnecessary fittings and
to the fuel tank.                                                          connectors. The shut off valve in the line be-
 tween the fuel tank and engine should be of the
 fuel oil type, and it is important that all joints
 be free of pressure leaks.
 K~ep fuel lines as far as possible from exhaust
 pipe for minimum temperature, to eliminate
 "vaDor lock".
   It is possible to use standard brass pipe and
  fittings; however, when standard straight pipe
  with threaded connections on .standard fittings
  are used, there is always the complication of
  difficulties due to the number of joints which
  must be kept tight in service and which may be
  loosened by vibration. Do not use copper or
. brass pipe with the soldered type of fittings on
  a fuel line installation. Tubing with flared fittings
  is best.
 The fuel piping leading from the tank to the
 ~ngine compartment should always be securely
 anchored, to prevent chafing. Usuallythecopper                     Fig. lO-Spray Starting System
 tubing is secured by means of copper straps.
 The final length next to the engine should have
 a loop in the tubing to prevent the possibility          5 .. Tubing: Cut black tubing with sharp knife
 of a break caused by metal fatigue from normal                or shears, not diagonal cutters, as this may
 engine movement.                                              close the hole. Joints are made by pushing
                                                               clear plastic tube over end of black tube
            COLD STARTING EQUIPMENT                            about 3/4", that has been previously wiped
 For cold weather operation, a "Spray" Priming                 clean with laquer thinner. lacquer thinner
 System cold starting aid is supplied. This is                 also aids as lubricant for inserting black
 recommended for use at temperatures below                     tubing. Hold clear tube protruding from
t40 0 F., as it provides quick starting and thus               bottom of main unit firmly in one hand.
 saves the battery.                                            The slide brass sleeve to center of joint.
                                                              This sleeve must not be pulled over joint
 Mounting screws and 10 feet of nylon tubing                  without holding clear tube or unit will be
 are packaged with loose shipping equipment.                  damaged. All tubing should be properly
   1.   Nozzle: The nozzle should be installed in             supported to avoid excess vibration and
        the intake manifold in the hole provided.             contact with the exhaust system.
        Installation of nozzle in such position to dis-   STARTING FLUID: The spray priming system
        charge into a single cylinder should be           is designed to function with Spray Starting Fluid
        avoided.                                          made by Spray Products Corp. and is available
                                                          under Federal Stock Number 6850-823-7861.
  2. Main Unit: Select mounting location where
     temperature does not exceed 190 0 F. and
                                                                        ELECTRICAL SYSTEM
     as close to nozzle as possible, as greater
     efficiency is achieved by keeping fluid line         All electrical accessories on the
     short. The main unit should be installed on          engine operate on an ungrounded 24 yo~
     the bulkhead rather than directly on engine.         system. Engines were originally
  3.    Actuator:   Select suitable location on or        equipped with a Delco-Remy generator
        near instrument panel. Drill center hole          rated at 500 watts (24 Yolt, 18 amperes)
        13/16" diameter andscrewholes3/16" dia-           which is no longer in production.
        meter. Attach with '16 round head screws          Since 1976 this has been replaced with
        included.   Apply decal below bottom on           a Motorola alternator. The connections
        clean surface.                                    with the Delco generator should be
  4.    Connections: A tube is run from the actua-
                                                          completed as indicated on the wiring
        tor to tube protruding from top of main
                                                          diagram on the next page. The connec-
        unit. The starting tube goes between dis-
                                                          tions with the Motorola alternator
                                                          should be as indicated on the wiring
        charge nozzle and clear tube protruding
        from bottom of main unit.
                                                          diagram on page Q.16.

                                                          .24- V ACe.




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                                                                                           l).         ,
                                Sl                                                         \ ,7
                       :I-1 "
                       J                     j___
                                                ' 1 _.....,           (    '\
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        + 12 V.    -
                           + 12 V        -
         8ATT£R'I          i MTT££Y

                                             Fig. ll-Wiring Diagram
                                     (Delco-Remy Generator)

Solenoid relay starting switch is mounted on                  The current and voltage regulator (supplied with
cranking motor. One cable from the battery                    loose equipment) is to be mounted off the en-
should be connected to one terminal of the                    gine, in a vertical position, terminals down,
solenoid switch and the other battery cable                   connected as shown in the wiring diagram, to
should be grounded to the cranking motor as                   the ammeter and the battery. leads are also
indicated. Plan the installation so as to locate              indicated from the regulator to the generator,
the battery as close as possible to the cranking              and these wires should be enclosed in metal
motor, to keep the battery cables short so that               conduit. Coupling for this conduit is supplied
the heavy current will not have to pass through               on the generator as shown in Fig. 1.
an unnecessary long length of cable, with cor-
responding current loss.
                                                    The water temperature gauge, is connected by
                                                    capillary tubing with its recording element in-
                                                    serted in 1/2" I.P.S. tapped hole in front of
                                                    cylinder head.
                                                    The oil pressure gauge should be connected to
                                                    the take-off fitting on the side of the block. Use
                                                     1/4" tubing, anchored with tape to prevent chaf-
                                                    ing, and with either a loop in the tubing at the
                                                    engine end, or a short section of flexible hose
                                                    tube, to prevent possibility of breakage due to
                                                    metal fatigue from normal engine movement.
                                                    The ammeter shows the rate of charge or dis-
                                                    charge from the battery. Connect it as shown
                                                    in wiring diagram on previous page.

                                                    The hydraulic gear oil pressure should be con-
                                                    nected at the 1/4" IPS tapping on left side of
                                                    reverse gear as shown in detail "C" on instal-
                                                    lati0r drqwing.

                                                    All parts of the control mechanism should be
                                                    strong and sturdy and a short as possible. Allow
                                                    plenty of travel on all levers for full operation
                                                    without lost motion.
              Fig. 12-lnstrument Panel
                                                    Hydraulic Control Lever: On the hydraulictrans-
             INSTRUMENT PANEL                       mission a small lever operates the selector valve,
                                                    located on top of the transmission housing. In
The instrument panel, shown in Fig. 12 has
                                                    the installation this is connected for remote con-
instruments mounted in a panel plate, which is
                                                    trol by a flexible sheather cable leading to con-
mounted on the bulkhead. The following in-
                                                    trol quadrant at pilot station.
struments are included:
The tachometer is the largest instrument. This      The control lever on transmission has three stop
indicates a continuous reading in crankshaft re-    positions with detents corresponding to Forward,
volutions per minute, and is driven from the        Neutral and Reverse. Control cable should not
camshaft at 1/2 crankshaft speed. The take-off      be led through any sharp bends, and the sec-
shown in Fig. 2 is located under generator,         tion at engine end should be securely supported
connected with the tachometer head by a lengt~      on the engine, rather than off the engine. After
of sheathed cable.                                  linkage is completed, check the installation for
The oil temperature gauge, is connected by cap-     full travel, making sure that when the control
illary tubing with its recording element inserted   quadrant is in forward position the control lever
in 1/2" I.P.$. tapped hole at the bottom of the     on transmission is on the forward detent, or
oil pan.                                            against the stop pad on cover plate.

      PART NAME               MANUFACTURER                      MFRS. PART I                RANGE
Tachometer                     Stewart Warner                    531-R                    0-2500 RPM
EnQine Oil Pressure            Stewart Warner                    360-AD                   0-80 Lbs.
Gear Oil Pressure              Stewart Warner                    360-BX                   0-300 Lbs.
Fresh Water Temperature        Stewart Warner                    361-L - 72"              60-240 °
Ammeter                        Stewart Warner                    359-L                    30-0-30°
Engine Oil Temperature
From Cooler                    Stewart Warner                     361-A - 72"             100-270°

                      STARTING ENGINE THE FIRST TIME

                                                            The engine is shipped "dry", that is with lubrica-
     CRANKCASE OIL FILLER                                   ting oil drained from crankcase and transmis-
                                                            sion. The following items should be checked
                                                            methodically before starting engine the firsttime.
                                                            Check Lubricating Oil in Engine: Fill crankcase
                                                            with Diesel lubricating oil, S.A.E. 30, to the high
                                                            level mark on depth stick. Use Specification
                                                            Mll-l-90008, symbol 9250.
                                                            Check Lubricating Oil in Transmission: The clutch
                                                            and reverse gear assembly is a separate unit
                                                            and carries its own lubrication. Fill housing
                                                            through filler tube to high level mark on depth
       Fig. 13-Location of Crankcase Oil Filler             gauge with oil of S.A.E. No. 30 viscosity. {Navy
                                                            symbol same as for crankcase oil}.
                                                            Check Fuel Supply: Fill the fuel tanks with clean
                                                            Diesel fuel oil - open valves in fuel lines. Use
                                                            Navy Spec. Mll-F-16884 Fuel Oil.
                                                            Check Fresh Water Supply: Fill fresh water
                                                            expansion tank with clean water or anti-freeze
                                                            solution up to about one inch from top of tank.
                                                            Check Storage Batteries: Make sure that storage
                                                            batteries are filled with water level at least
                                                            3/8" above the plates, and fully charged, to be
                                                            capable of the extra effort that may be required
                                                            on first start. Proper specific gravity is 1.220 -
                                                            1.280. Make sure that cable connections are
                                                            clean and tight.
                                                            Priming the Fuel System: In the case of a new
                                                            engine or an engine that has been standing idle
        Fig. 14-Location of Oil Depth Gauge                 for any length of time, it is important that the
                                                            fuel system be "bled". A typical fuel system is
                                                            shown in Fig. 17.
                                                            To bleed the system, proceed as follows: loosen
                                         TRANSMISSION OIL
                                           DEPTH GAUGE      the air vent screw {A} on the top of the control
                                            -OIL FILLER     gear housing.

Fig. 15-Location of Transmission Oil Filler and Breather
                                                                      Fig. 16 - Fill Fresh Water Tank

                                                                              1.   Fuel Tank
                                                                              2.   Primary Fuel Filte..
                                                                              3.   Fuel Lift Pump
                                                                              4.   Secondary Fuel Filter
                                                                              S.   Fuel Injedion Pump
                                                                              6.   Injection Nozzles

                                         Fig. 17-- Fuel System

Loosen one of the two hydraulic head locking            Final Check-Over: Make a careful overall in-
screws (8) on the side of the pump body.                spection. See that no loose tools or parts are
                                                        left lying on or near the engine.
Unscrew by two or three turns, the vent plug
on top of the secondary fuel filter (C).                Starting The Engine: If the engine is warm and
                                                        has only been stopped for a little while, with the
Operate the priming lever of the fuel lift feed         reverse gear lever in neutral, place the throttle
pump and when fuel, free from air bubbles, is-          in the fully open position and engage the starting
sues from each venting point, tighten the screws        motor with the starter switch.
in the following order:
                                                                       COLD STARTING AID
 I.   Filter cover vent screw (C).
 2.   Head Locking Screw (8).                          Operating Instrudions:
 3.   Governor vent screw (A).                           I.   Remove cap and button from can of Spray
                                                              Starting Fluid.  lift handle of main unit.
Loosen the pipe union nut (0) at the pump inlet,              Hold can in vertical position and insert
operate the priming devise and retighten when                 with lifting and twisting motion to insert
oil, free from air bubbles, issues from around                spout of can into fluid tight "0" ring seal.
the threads.                                                  Do Not Forcel Push handle down into
Loosen the unions at the nozzle ends of two of                position and the Spray Priming System is
the high pressure pipes.                                      ready for use.
                                                         2.   When ready to start, push actuator button
Set the throttle at fully open position and make              a full stroke while counting to five (this is
sure that the "stop" control is in the "run"                  equivalent to five seconds), and release.
position.                                                     Now continue starting procedure in usual
                                                              manner.     If engine falters after starting,
Turn the engine until fuel oil, free from air
                                                              actuator button can be pushed again a
bubbles, issues from both fuel pipes.
                                                              partial stroke to provide injection of a mi-
                                                              nute amount of Spray Starting Fluid to
Tighten the unions on the fuel pipes, and the
                                                              effect smooth operation. Starting procedure
engine is ready for starting.
                                                              may be modified to use longer or shorter
It should be noted that if the cam on the cam-                injection period depending on conditions.
shaft driving the fuel lift pump is on maximum           3.   Spray Starting Fluid may be kept in Spray
lift, then it will not be possible to operate the             Priming System under any circumstances,
hand primer. If such a condition arises, then the             and a can, even if empty, should always be
engine should be turned until the hand primer                 in the Spray Priming System to prevent
can be operated.                                              drawing dirt into the spray nozzle.


  1.    Check Fuel Supply. Best time to fill fuel
        tank is at end of day's operation, to prevent
        condensation from forming in the tank.
 2.     Check Water Level in fresh water tank.
        Note: An air space of about 2 inches below
        top of tank is normal.
                                                                     Normal                             Idling
 3.     Check Lubricating Oil Levels in engine and
        transmission. Do not overfill. The crank-
                                                                        Fig. 19-0il Pressure Readings
        case oil level can be checked with the en-
        gine either idling or stopped. Transmission
        oil level can be checked only with engine          4.   Recheck Transmission Oil Level. (Th is ap-
        stopped.                                                plies only subsequent to an oil change or
                                                                a new installation). In such case, stop the
 4.     Make visual inspection for loose connec-                engine after running for a couple of minutes
        tions, loose nuts, leaks, etc. Wipe off any             at 1000 rpm with one shift into forward
        oil or dirt.                                            and one into reverse, then add 0 i I as
                                                           5.   Warm-up Instrudions: As soon as possible
                                                                engage the forward clutch and run the en-
                                                                gine at 800-900 rpm until the fresh water
            HOW TO START THE ENGINE                             temperature gauge registers 130-150 0 F.
                                                                Best procedure is to warm up the engine
 1.    Put Clutch in Neutral; move fuel stop to
                                                                with the boat securely moored, and pro-
       wide open position; and open throttle about
                                                                peller turning under power. Otherwise,
                                                                get the boat under way, but at reduced
 2.    Press starter button. Never operate the                  speed un til temperature and pressure
       cranking motor continuously for more than                gauges show proper readings.
       15 seconds; then allow a two minute cooling
       period.                                             6.   Prolonged Idling: When required to run
                                                                engine below 800 rpm for a prolonged time,
The engine should start with a few revolutions of               increase speed to 1200 rpm for at least
the crankshaft if it has good compression and if                three minutes every half hour to accelerate
it is getting fuel. If it does not start, check for             oil circulation, and thus to eliminate con-
leaks in the fuel lines or at filter gaskets, and               ditions favorable to sludge and carbon
make sure the filters are full of fuel.                         formation.
                                                           7.   Revene Operation: Always reduce speed
               WHEN ENGINE STARTS                               when shifting gears. However, when the
                                                                reverse gear is engaged, it will carry full
  1.    Check Oil Pressure Immediately. Normal
                                                                engine load.
        oil pressure is 40-45 Ibs. at operating
        speeds; 10-20 pounds when idling.
                                                                       HOW TO STOP ENGINE
 2.     Check Sea Water Flow. Look for water at
                                                           1. Move throttle lever to idle position.
        exhaust outlet. Do this without delay.
                                                           2.   Pull shut-off knob.
 3.     Recheck Crankcase Oil Level. After the
        engine has run for 3 or 4 minutes, sub-           Note: Whenever convenient, it is desirable to
        sequent to an oil change or new installa-         run the engine at idle speed for a few minutes
        tion, stop the engine and check the crank-        before shutting it off. This permits the water
        case oil level. This is important to make         circulation to dissipate excess heat from the metal
        sure that the oil required to fill the engine's   masses gradually. This is also a good time to
        internal oil passages and oil filter is com-      check oil level and to refill fuel tank, at end of
        pensated for.                                     day's run.


Certain maintenance operations must be checked      the fuel, otherwise this may freeze and stop the
more carefully in cold weather. For instance,       fuel flow.
the thermostats and water temperature control       Lubricating oil must be watched more carefully
must be maintained so that the engine iswarmed      during cold weather to be sure that dilution is
up as qUickly as possible and remains at normal     not buildin~ up in the crankcase, since despite
temperature during operation.                       all precautions there may be occasions when
Absence of air in fuel lines is especially impor-   small amounts of raw fuel will condense and
tant in cold weather starting. Bleed the system     wash down the cylinder walls.         This is most
if required.                                        likely to occur in engines that do not operate for
                                                    extended periods at comparatively high speed,
Fuel filters must be checked more often, par-       and temperatures in t~e crankcase do not reach
ticularly the primary stage filter, to remove all   a point where these heavy ends oHuel and other
the moisture and condensation separated from        contaminants are disposed of.

                            OPERATING PRECAUTIONS

1.   Never run engine with water or anti-freeze      8.   Do not allow fuel to run low, because fuel
     solution boiling.                                    intake may be uncovered long enough to
2.   Do not put cold water in an overheated               allow air to enter the system, resulting in
     engine. It may crackcyl inder head, block            lost time required for priming.
     or manifold.
3.   Keep intake silencer free from lint or oil.
                                                    9.    Do not be alarmed if temperature gauges
4. Do not run engine at high speed without                show a high reading following a sudden
     load.                                                stop after engine has been operating at full
                                                          load.    This is caused by the release of
5. Never race a cold engine.                              residual heat from the heavy metal masses
6. Keep the engine and its accessories clean.             near the combustion chamber. Prevention
     Look for loose connections and loose bolts           for this is to run engine at idle for a short
     as you clean.                                        period before stopping it. High tempera-
                                                          ture reading after a stop does not neces-
7.   Keep the fuel clean. Handle it with extreme
                                                          sarily signal alarm against restarting. If
     care, because water and dirt in fuel cause
                                                          there is nofunctional difficulty, temperatures
     more trouble and service interruptions than
                                                          will quickly return to normal when engine
     any other factor. Use clean containers in
                                                          is operating.
     transferring it. Use of a funnel with 200
     mesh wire screen is recommended.
                                                                                                       FAULT DIAGNOSIS                                                                                                                              N
                                                                                                                           I                                                                                                                        0'1
                                                            WILL NOT RUN                                                                                                        OTHER FAULTS

                               __--~I----_                                                                                                                                                  I
                          WIll NOI SIART
                                                        SIOPPID IN US!

                                                                                               WIll NOI IURN OVII                       OIL PlmU11
                                                                                                                                         LOW 01 NIL
                                                                                                                                                                                                LOSS Of POWII

                   IIHING        LOW

                                                                                     BRIAKDOWN           L,
                                                                                                       IAHHID                 lURING OR
                                                                                                                            PISION SEIZURI
                                                                                                                              OR f AILURI
                                                                                                                                                     INlEI 01
                                                                                                                                                  IXH. VALVIS

                      ,                         I                         I                        I
 I'''IIY IUN     VALVIS     RINGS SIUCK CYUNDII SHORIAGI             lUll PUMP IIHING  UFT PU"P               VALYt                                 OIL 1110                                     AIR IN
     DOWN        "'110      01 BROliN WORN                             WORN    SUPPID INOPIRATIVI             STUCK                               INADIOUAII                                    SYSTEM

                                               II                 II                   I~I--~I----~
 ~ I~~~~I~: A~:~.G                      LUIRI(4 liON         lAIR Will
                                                              AND IIU
                                                                                             PUNCTURED OR
                                                                                                                                                                                                 TIMING LA II
                                                                                                                                                                                                                 DIRTY AIR
     IOUIPMINI                                                                               VALVE SlICKING

                     OYIRHIAIING           UNSUITABLI
                                                                              DIRIY LUIRICA TlNG OIL                                 OIL SU"L Y WORN HAIN OR
                                                                                                                                       fAILURE   U IIARINGS
                                                                                                                                                                                                 HAIN OR 1/1
                                                                                                                                                                                                                                    PISTOII Him.

                          -1---1                                                                                      ----.--,                          1                                   . - - - - ---1------1
   WAIER SUP'L Y     WAIIR PUMP          WAIIR PUMP                             ILOW OISlRUCIID                         PUMP DRIVE     SHORTAG(        SUCIION         DIITY        REPLACIMENT PISlON                SliCKING      1I0llN VAL'll
    IESlRl(lID        fAILURE           DIIVI IAILURI                             01 RISTRICTED                                                       PIPE LEAK        fUll       FlmD WITH INADIQUAll                 VALVE           SPIING
                                                                                                                                                                                      lOP CUARANCE

       ILOCIID                ILOCIID          DIRT IN          DIRT IN HAIN      WORN HAIN                                                                     WlONGLY        NOULE MEIDL(       MOULE NEIDLE   INIECTING HOlE       SNlN'
         SUHP               fULL fLOW       fIlTEI RIlIEf       RIlIEf VALVE      RllIEf VALVE                                                                     SU           STUCK OPU          STucr SHUT        ILOCICED        lIOIE.
       \lUINEI                 FIllER           VALVE

                                                      The main value of this chart is to help maintenance staff to
                                                    consider any engine fault with which they are confronted, in a
                                                    logical and organised manner. Prevention is better than curt:.
                                                    but if the fault has not been prevented, find it on this chart and
                                                    follow it back to its cause.

                                        FAULT FINDING

Difficult Starting.                                  Sticking Rockers.
No Fuel at Injection Nozzles:                        If the rockers stick, the cause may be: the use of
                                                     unsuitable oil, shortage of oil, or sludging. Use
  (a)   No fuel in tank.
                                                     only oil of an approved type. If there is a
  (b)   Fuel lift pump not working.
                                                     shortage of lubricnnt, the passages and pipes
  (c)   Loose connections in the fuel system.
                                                     to and from the camshaft reducer should be
  (d)   Air in the fuel system (Trace from suction
Go over the whole of the above and make sure
that the injection nozzles are fully primed and
                                                     Fuel Oil.
working correctly.
                                                     It is essential to use clean fuel oil free from
                                                     water, dirt or sand. The recommended specifi-
Engine Not Being Turned Over Fast Enough.
                                                     cation for fuel is given on page B. 11. PrOViding
(Particularly in cold weather).                      clean fuel is used, no trouble should be ex-
                                                     perienced with the fuel system, but dirty oil will
 (a) Lubricating oil too thick.
                                                     lead to trouble due to choked pipes, choked
 (b) Battery not fully charged. Fit fully charged
                                                     filters, damaged fuel pump and injection nozzles.
                                                     If the engine tends to run well for a short period
 (c) Engine"gummy" duetostandingin the cold.
                                                     and then to die away or stop altogether, the fuel
                                                     system should immediately be suspected.
Injection Nozzles Faulty.                            The trouble may be due to the lift pump not
Test nozzle by removing it from the cylinder         working properly, to a loose pipe joint alloWing
head.                                                air to get into the fuel system, to a dirty fuel
                                                     filter, or a choked fuel pipe. The pre-filter should
D~sconnect pipes on other nozzles while making       be cleaned by washing in clean fuel oil, but the
this test.                                           final filter should not need attention more than
                                                     once in 250 hours, when a completely new filter
                                                     element should be fitted. If the conditions lead
Sticking Valves.
                                                     to dust or contamination of the fuel, decrease
Trouble with sticking valves may be due to over-     the maintenance interval.
heating, the result of choked injection nozzles,
or the use of unsuitable lubricating oil.
                                                     Air Cleaner.
Test the injection nozzles as recommended on
page P. 6 and clean them if necessary.               In accordance with periodical attentions, clean
The lubricating oil used should be of an approved    the filtering gauze in kerosene or fuel oil.
type.                                                For maintenance instructions, see "Filters."

                                    DO AND DO NOT

DO KEEP THE ENGINE CLEAN.                         DO make sure that the pressurised filler cap is
                                                     removed when draining the cooling system.
DO keep this book where it is conveniently
   accessible.                                    DO close these drain cocks and refill with water
                                                     before attempting to re-start next morning.
DO pay particular attention to lubrication.
                                                  DO when in doubt, read this Manual.
DO use only approved grades of lubricating
   oil.                                           DO if the engine is to be laid up for a period
                                                     of ~ome months, carry out the procedure
DO keep all bolts and nuts tight.
DO eliminate all air from the fuel system and
   keep all fuel oil unions AIR-TIGHT.
                                                  DO NOT neglect the routine attentions specified
DO examine engine oil level in sump daily
                                                         in this section.
   and replenish if necessary.
                                                  DO NOT race the engine in neutral.
DO completely change oil in accordance with
   periodical attentions.                         DO NOT run the engine un I e s s the gauge
DO renew element in lubricating oil filter in            SHOWS OIL PRESSURE.
   accordance with periodical attentions.         DO NOT unnecessarily interfere with any ad-
DO check oil flow to rocker arms and examine
   the valve springs in accordance with pe-       DO NOT break the fuel pump seals remember
   riodical attentions.                                  if broken your Guarantee may be void.
DO use only filtered fuel oil. Never tip into     DO NOT continue to run the engine if the cool-
   the tank a half-empty barrel of fuel oil,             ing water boils.
   the bung of which may have been out for
                                                  DO NOT forget to keep the belts adjusted.
DO keep a check on the temperature of the         DO NOT continue to run the engine if black
   cooling water. It should not be allowed ta            smoke is coming from the exhaust.
   boil. The normal running temperature is
                                                  DO NOT if tbe engine stops without ap'parent
    170 0 F., but where a pressurised header
                                                         reason, fail to make sure first of all
   tank filler cap is fitted then the coolant
                                                         that fuel is reaching the fuel pump.
   temperature will be slightly higher.
                                                  DO NOT omit to wipe the engine over occasion-
DO attend immediately to fuel and lubricating
                                                         ally with a clean rag.
   oil leaks.
                                                  DO NOT take the fuel pump to pieces.
DO grind in valves when necessary.
                                                  DO NOT use cotton waste or any fluffy cloth
DO check valve clearance from time to time
                                                         when clean ing.
   (.010 in.) with warm engine.
                                                  DO NOT use any but approved brands of lub-
DO tighten cylinder head nuts in correct order
                                                         ricating oil.
   (see page E. 7).
                                                  DO NOT store fuel oil in a galvanisedcontainer.
DO quote engine number when ordering parts.
                                                  DO NOT subject any engine to continuous over-
DO keep essential parts in stock.
DO drain cylinder block if engine is being left
                                                  DO NOT guess. For add itional information con-
   idle in frosty weather (drain tap on side
                                                         tact suppliers of the Marine Craft, or
   of block).

                                PERIODICAL ATTENTION

POST-DELIVERY CHECKOVER.                              It is recommended, therefore, that the following
After a customer has taken delivery of his en-        procedure be adopted and applied immediately
gine, it is advisable, in his own interests, that a   the unit is withdrawn from service.
gp.neral check over of the engine be carried out       1.   Thoroughly clean all external parts of the
after the first 12 hours in service.                        engine.
This check over should comprise the following          2.   Run the engine until well-warmed through.
p()ints:                                                    Stop the engine and drain lubricating oil
 1.   Drain lubricating oil sump and re-fill up to          sump.
      the full mark on the dipstick with clean new     3.   Drain water from cooling system.
      oil (Do not overfill).
                                                       4.   Renew element in full flow lubricating oil
 2.   Check and if necessary adjust slow running            filte r.
                                                      5.    Clean out engine breathing pipe.
 3.   Check external nuts for tightness.
                                                       6.   After renewing filter element, fill sump to
 4.   Check and adjust valve clearances (.010 in.           correct level with clean, new lubricating oil
      hot).                                                 or with a suitable preservative fluid.
 5.   Check fuel pipes from tank to fuel injection     7.   Remove nozzles and spray into cylinder
      Dump for leaks.                                       bores a 1/8 pint of lubricating oil divided
 6.   Check for lubricating oil leaks, and rectify          between the cylinders.
      if necessa ry.                                   8.   Replace nozzles and turn engine slowly
 7.   Check cooling system for leaks and inspect            over compressions.
      water level (closed circuit cooling).            9.   Remove air filter and any intake pipe which
 8.   Check generator belt for tension.                     may be fitted between the air filter and air
                                                            intake.   Carefully seal air intake orifice
 9.   Carry out test to checkgeneral performance            with waterproofed adhesive tape or some
      of engine.                                            other suitable medium.
10.   Check engine mounting bolts for tightness.      10.   Remove exhaust pipe and seal opening in
In addition to the above, it is recommended that            manifold as above.
the cylinder head nuts be checked to ascertain
they are tightened to the correct torque.             11.   0 i s con n e c t battery and store in fully
                                                            charged condition. Before storing, the bat-
                                                            tery terminals should be treated to prevent
Thereafter maintenance periods should be in                 corrosion.
accordance with those given on page 33.
                                                      12.   When rubber impeller type water pump is
It is assumed that electrical equipment will have           fitted, remove water pump end plate and
alreadv been checked for such points as genera-             pack pump with Texaco Regal Starfak No.2
tor rate of charge, effectiveness of connections            Grease.
and ci rcu its, etc.
                                                      The fuel system may either be drained and
                                                      charged with a suitable preservative designed
                                                      for the prevailing climatic conditions or alter-
PRESERVATION OF LAID-UP ENGINE.                       natively, it may be left primed with normal
                                                      fuel oil.
Where a craft is to be laid-up for several months
it is advisable that some measure of protection       Where the latter course is taken, it should be
be afforded the engine to make sure that it           noted that deterioration of the fuel oil may be
suffers no ill effect during the intervening period   occasioned during the months the application
before operations are re-commenced.                   is idle.

If this occurs, the fuel oil may become con-           gUidance of all users of the'above engines, and
taminated with a wax-like substance which will         should be followed when putting the engine
qUickly clog the fuel filtering arrangement once       back into service follOWing the winter lay-up
the engine is returned to service.                     period, or at any time the fresh water cooling
                                                       system has to be refilled. The initial "bleeding"
Therefore, before re-commencing operations in
                                                       of the cooling system will have been attended
respect of a unit primed with normal fuel oil
                                                       to when the engine is first installed by the boat
which has lain idle for several months, it is
                                                       builder but the air venting check is desirable
recommended that the fuel tank be drained
                                                       follOWing complete or partial draining for lay-up,
and the interior of the tank thoroughly cleaned.
                                                       top overhaul or other engine repairs.
The fuel oil drained off should be discarded as
unfit for further use.                                 To ensure that no air is trapped in the cylinder
                                                       block or cylinder head on fresh water cooled
Fuel oil contained in the remainder of the fuel
                                                       engines, th e follOWing procedure should be
system should also be dispelled and the element
                                                       adopted on heat exchanger cooled units.
in the final fuel filter renewed, folloWing which,
the system may then be re-charged with fresh             1.   Remove the square headed plugs in the
clean fuel oil.                                               top faces of the cyl inder head and exhaust
                                                              manifold marked 1, 2 and 3 in Fig. 20 and
Preparations for starting the engine should then
                                                              add water steadily to the cooling system
be in accordance with instructions given on page
                                                              header tank.
                                                         2.   Replace plug 1 at after end of cylinder head
Note:                                                         when water appears at this point.
Where a preservative is used in the lubricating          3.   Start engine and run in neutral at about
oil sump, this should be drained off and replaced             700-800 r.p.m.
by normal lubricant prior to re-starting the en-
                                                         4.   Continue topping up header tank, replacing
gine at the end of the storage period. In the
                                                              plug 2 at forward end of cylinder head, and
case of a preservative being utilised to charge
                                                              later plug 3 at forward end of exhaust mani-
the fuel system this need not necessarily be
                                                              fold as the water appears at these points in
drained off before returning the engine to serv-
                                                              turn. Finally topping the header tank to a
ice. Therefore, when a preservative is used in
                                                              level approximately 1 in. below the pres-
this respect the relevant manufacturers of the
                                                              sure cap sealing flange.
fluid should be contacted, seeking their gUidance
as to whether their product should be drained            5.   Re-check for the presence of air at plugs 2
away prior to re-starting the engine.                         and 3 by gently unscrewing after engine has
                                                              been run at about half throttle for a period
Heat Exchanger Cooled Engines.                                of a few minutes, pr if a tendency to over-
                                                              heat is observed on the first run under
The folloWing instructions are issued for the                 normal load conditions.

                   I          EXHAUST MANIFOLD

           -LD~ ~l~
                   [           VALVE COVER                          1
                   - -_ - - - - - ' 0

                                                                               o        FILLER

                                           Fig. 20-Vent Points

             FROST PRECAUTIONS                       (b) locking of the seal through the freezing of
                                                         globules of moisture between the seal and
Precautions against damage by frost should be
                                                         the gland.
taken if the engine is to be left exposed to in-
clement weather either by adequately draining
the water system or where this is not convenient     Operators are therefore advised to take these
an anti-freeze of reputable make and incorpor-       precautions when operating in temperatures be-
ating a suitable corrosion inhibitor may be used.    low freezing point.

When operating engine at outside temperatures
below 32 of., a suitable anti-freeze solution        I.   Before starting the engine, turn water pump
should be used. As these engines are equipped             by hand; this will indicate if freezing has
with high temperature thermostats, a permanent            taken place. If freezing has taken place,
type anti-freeze such as etheylene glycol should          this should free any ice formation.
be used. Alcohol solutions cannot be used suc-       2.   If it is impossible to turn the pump by
cessfully, as the alcohol will evaporate, creating        hand, the engine should be filled with warm
a fire hazard, and the engine will run hot.               water.
When draining the water circulating system, the      3.   To avoid this trouble it is advisable when
tap on the cylinder block must be opened. This            all water has been drained to run the en-
tap is on the camshaft side of the cylinder block,        gine for a few seconds at idling speed, thus
near the flywheel housing.                                dispersing any moisture remaining in the
Where a pressurised filler cap is fitted, this            pump.
should be removed before draining the cooling
                                                     After an anti-freeze solution has been used, the
When the engine is drained, the fresh water          cooling system should be thoroughly flushed in
pump is also drained but the rotation of the         accordance with the manufacturers instructions
pump may be prevented by:                            before refilling with normal coolant.
 (a) locking of the impeller by ice due to the       If the foregoing action is taken, no harmful ef-
     pump hole being blocked by sediment.            fects should be experienced.

                                                                   GENERATOR HAS TWO GREASE
                                                        . . . - - - CUPS, TURN DOWN ONE TURN
     CHANGE CARTRIDGE IN                                                  EVERY 100 HOURS
          250 HOURS

                                                                             CHANGE CRANKCASE OIL
                                                                                EVERY 100 HOURS

                             Fig. 21-Points of Lubrication, Starboard Side

        USE NAVY SYMBOL 9250, S.A.E, 30

                                                                                 TRANSMISSION OIL
                                                                                   DEPTH GAUGE
                                                                                    -OIL FILLER

                      ,,--_.\oHANGE ELEMENT IN LUBRICATING
                                OIL FILTER EVERY 100 HOURS

                              Fig. 22-Points of Lubrication, Port Side

                              MAINTENANCE SCHEDULE

                      DAILY                                        EVERY 200 HOURS

Check sea water ~train'er, if there is one.           Change oil in transmission.
Check water level in cool ing system.
Check lubricating oil level in crankcase and

                                                                     EVERY 250 HOURS

                                                      Wash element in primary fuel oil strainer.
               EVERY 50 HOURS
                                                      Change element in secondary fuel oil filter.
                                                      (If fuel contains water or is not clean, filters
Check "V" belts.
                                                      need to be serviced oftener).
Check water level in batteries.      Proper liquid
                                                      Inspect breathers for crankcase and transmis-
gravity is 1.210 - 1.220.
                                                      sion: wash if necessary.

              EVERY 100 HOURS
                                                                     EVERY 1000 HOURS
Change oil in crankcase. Use Navy symbol
9250 oil, S.A.E. 30. Oil may be sucked out of         Disassemble and clean oil cooler.
the dipstick tu be by attach i ng a suction hose of
                                                      Check and adjust valves to correct lash.
3/8" over the outside dipstick tube.
                                                      Check injector timing.
Change elements in lubricating on filter.
                                                      Check injector spray tips.
If equipped with Delco generator turn                 Check cylinder walls.
down two grease cups one firm turn.

               EVERY 150 HOURS
                                                                     EVERY 2000 HOURS
Check engine for loose bolts, nuts, etc.
Tighten cylinder head nuts.                           Check bearings.
Clean air intake silencer.                            Install new piston rings.
Check valve clearances and check injector timing.     Careful examination of entire engine.
Check sea water pump for wear, or leaks.              If equipped with Motorola alternator
                                                      check brushes and bearings.

     Fig_ 22A-lnstallation in 26' Motor Whale Boat

                                     FILTER MAINTENANCE

                     AIR FILTER
The time period for cleaning the air filter de-
pends on operating conditions, therefore, under
extremely dirty conditions, the time limits rec-
ommended hereafter for cleaning should be
The correct maintenance of the filter will greatly
assist in reducing bore wear, thereby extending
the life of the engine.
Remove and wash gauze in clean kerosene every
200 hours. An exploded view of the air filter is
shown in Fig. 23.

                  FUEL OIL FILTERS
Fuel oil filters are provided as well as a dirt
trap in the fuel tank.
The first filter is a gauze trap in the filler of the
fuel tank. This must not be removed when fuel
                                                                 Fig. 24-Removing Filter Cover Screw
is being poured into the tank.
It should be taken out every 500 hours, cleaned,
washed in fuel oil and immediately replaced.
                                                        This filter should be cleaned every 250 hours
If there is no filter in the filler, the fuel should    unless the condition of the fuel warrants more
be poured through a fine gauze strainer when            regular attention.
filling the tank.
                                                        After cleaning the bowl ensure that a good
The second filter is the primary fuel filter in-        joint is made between the top of the bowl and
corporated in the pipe between the fuel tank            the filter body, as leakage of air here may cause
and the fuel lift pump.                                 air locks in the fuel system.
                                                        The third and final filter is a paper element
                                                        type filter. It is not possible to clean the paper
                                                        element. It should be renewed every 250 hours.
                                                        To renew the element:
                                                         I.   Unscrew the setscrew in the centre of the
                                                              cover. (See Fig. 24).
                                                         2.   Drop filter bowl clear. (See Fig. 25).
                                                         3.   Remove element and discard.
                                                         4.   Before putting new element in position,
                                                              clean the filter bowl and inspect the relief
                                                         5.   Ensure that the rubber jOjnts are in good
                                                              condition; if not, replace with new joints.
        Fig. 23-Exploded View of Air Filter
                                                        After replacing a filter element, the following
                I. Filter Cover.
                2. Gauze Strainer.                      procedure should. be adopted in order to re-
                3. Filter Securing Clip.                move any air that may be in the fuel system:

                                                                  LUBRICATING OIL FILTERS
                                                      To insure cleanliness of the lubricating oil, filters
                                                      are fitted to the engine. If the periodical atten-
                                                      tions relating to these filters are carried out,
                                                      and the correct grade of clean oil is used, a very
                                                      long life can be obtained from the engine.
                                                      The first filter is in the sump and is also a gauze
                                                      strainer. All the oil must pass through this filter
                                                      before it reaches the oil pump and is delivered
                                                      to the bearings.
                                                      The second filter is mounted on the side of the
                                                      cylinder block. The oil passes through this filter
                                                      after it has left the oil pump and before it
                                                      reaches the bearings. The element should not
                                                      be cleaned but renewed every 100 hours.
                                                      To remove the element:

            Fig. 2S-Dismantling Fuel Filter            1. Unscrew bolt on top of secondary fijter.
                                                       2. lift out element from filter and discard.
                                                       3. Make sure the rubber case gasket is in
 1. Unscrew by two or three turns, the vent
                                                          good condition. If not, replace with new
    plug on the top of the filter cover. Operate
                                                          one when putting in new element.
    the priming lever on the fuel lift pump and
    when fuel, free from air bubbles issues           The cover bolt should be tightened to a torque
    from this venting point, tighten the plug.        of 25-30 pounds-foot.
 2.    loosen the pipe union nut at the fuel pump
       inlet, operate the priming lever and re-
       tighten when fuel, free from air bubbles is-
       sues from around the threads.
The engine is now ready for starting.

                   ENGINE OVERHAUL
             The following sections contain detailed
             information relating to the proper operation
             characteristics of the major components and
             systems in the engine. Included are
             disassembly, rework and reassembly instruc-
             tions for the guidance of suitably equipped
             and staffed marine engine service and
             rebuilding facilities. The necessary
             procedures should be undertaken only by
             such facilities.                ----

             Additional operating characteristics are
             included in the Operation Section of this

             Any replacements should be made only with
             genuine Westerbeke parts.

CONTENTS                                                                                            SECTION

ENGINE DESCRIPTION.................... . · . · . · · · · . . . . ·                                    A
TECHNICAL DATA......................................                                                  B
FAULT DIAGNOS IS. · · · · · · · · · . · · . · · · · · · · . . . · · · . · . · · · · . · .             D
CYLINDER HEAD................. . . . · · · · · · . · · · · · · · . . · . ·                            E
PISTON AND CONNECTING RODS..........................                                                  F
CYLINDER BLOCK LINERS...............................                                                  G
CRANKSHAFT & MAIN BEARINGS............ .··.·..·.····.                                                 H
FLYWHEEL AND HOUSING................................                                                  J
TIMING CASE AND DRIVE...............................                                                  K
TIMING. · · . · . · · . · · · . · . · . · . · · · · · · . · · · · · . · · · · · · · . . · . · · .     L
LUBRICATION SySTEM..................................                                                  M
COOLING SYSTEM (INTERNAL)...........................                                                  N
FUEL SySTEM ··.·······.·.··.·.·····.·.··.··.···· ·····                                                P
                                                                  SECTION A
                                                           Engine Description

The 4.108, 4.107 and 4.99 Series Diesel Engines with        uniform heat distribution. Intimate mixing of the fuel
which this manual is concerned is an indirect injection,    and air over a wide speed range is ensured, ,which in-
four cylinder, four stroke power unit.                      creases the engines performance, efficiency and flexi-
The 4.108 and 4.107 has a bore of 3.125 in (79,4 mm)        bility. The upper part of the combustion chamber is
and a stroke of 3.5 in (88,9 mm), and the 4.99 has a        machined in the cylinder head and is hemispherical in
bore of 3.0 in (76,2 mm) and a stroke of 3.5 in (88,9       shape: the lower part being formed by an insert in the
mm).                                                        form of an accurately machined plug located in the
                                                            cylinder head, this contains the throat connecting
Throughout this manual, whenever the "left" or "right"
                                                            the combustion chamber to the cylinder. Fuel is intro-
hand side of the engine is referred to, it is that side     duced into this chamber by means of pintle type
as viewed from the flywheel end of the engine.
                                                            atomiser nozzles.

Cylinder Block and Crankcase

The cylinder block is of monoblock construction, cast       Valve Mechanism
integrally with the crankcase, it is manufactured from
high duty cast iron alloy.
                                                            The valves are operated by cast iron, mushroom type
The 4.108 engine is fitted with "dry" type, unshouldered    tappets, located in guides machined in the cylinder
lhinwall liners, and the 4.107 and 4.99 engines are         block, through pushrods to forged steel rocker levers
fitted with "wet" liners, flanged at the top and sealed     with lead bronze lined, steel backed wrapped bushes.
at the bottom by two synthetic rubber rings located in      Valve clearances are adjusted by means. of a hardened
the cylinder block.                                         ball ended screw and locknut at the push rod end of
Both liner types are centrifugally cast from high duty      the rocker lever.
alloy iron.

Cylinder Head and Valves
The cylinder head is a specially toughened high duty
allow casting and is secured to the cylinder block by       The crankshaft is forged from chrome-molybdenum
studs and nuts, both are phosphated for increased           steel with four integral balance weights. The 4.108
torque characteristics. The joint between the cylinder      crankshaft is treated by "Tufftride" process. The rear
head and block is made from a black composite               of the crankshaft is machined to accommodate the
material and is known as a 'Klinger' type gasket.           thrust washers which are replaceable, copper lead
                                                            lined, steel backed, which control the crankshaft end
Two overhead valves are fitted to each cylinder, push       float and are positioned either side of the rear main
rod operated via the valve mechanism mounted on the         bearing. An oil thrower anrl flywheel location flange are
head and enclosed by a pressed steel cover. Each inlet      also machined at the rear end, while the front end is
valve has a synthetic rubber oil deflecting seal, both      keyed for a power take off.
inlet and exhaust valves are retained by two springs
located between a hardened steel seat and a hardened
spring cap secured by split conical collets. All valves
operate in unshouldered cast iron guides pressed into
the head.
                                                            Main Bearings

                                                            Three main bearings are provided for the crankshaft
Combustion System                                           and are of the replaceable pre-finished, thin wall,
                                                            steel backed, aluminium tin lined type. The high duty
The 'H' system of combustion is known as the pre-           cast iron bearing caps are dowel located and each is
combustion type, being formed completely in the             secured by two high tensile steel setscrews locked by
cylinder head, thus giving a flat topped piston with        tab washers.

Camshaft                                                        maintains an intermittent feed by drillings in the spigot
                                                                and idler gear [0 lubricate the timing gear arrangement.
The special cast iron alloy camshaft which has chill            and to the centre camshaft bearing where due to
                                                                special machining on the centre camshaft journal an
hardened cams. is mounted in a low position on the
                                                                adequate reduced pressure feed is maintained at the
right hand side of the cylinder block and supported by
                                                                rocker assembly. The oil pump incorporates a pressure
three bearings machined directly into the cylinder
                                                                relief valve which limits the maximum oil pressure.
block. These bearings are pressure lubricated by means
of internal drillings and the cams and tappets are              while the oil filter incorporates a by-pass valve which
splash lubricated.                                              prevents the engine being starved of oil should the
                                                                filter element become blocked.

Connecting Rods and Bearings
                                                                Fuel Injection Equipment
The connecting rods are molybdenum alloy steel
stampings with 'H' section shank. the big end parting           A distributor type fuel injection pump is flange mounted
face is inclined at 45 to the axis of the rod and               on to a drive housing cast on the left hand side of the
serrated for cap location. The caps are each secured            cylinder block. It is mounted horizontally at the front
by two high tensile steel setscrews. The big end bear-          of the engine and gear driven via a splined drive shaft
ing bores are fitted with replaceable pre-finished thin         The majority of pumps incorporate a mechanical gov-
wall. aluminium-tin lined. steel backed bearings. The           ernor and an automatic advance and retard mechanism.
small end bores being fitted with bronze lined steel
backed bushings.

                                                                The fuel lift pump is of the diaphragm type mechanical-
                                                                ly operated by an eccentric on the engine camshaft.
Timing Gear Arrangement                                         via a small push rod. It is located on the tappet in-
                                                                spection cover on the right hand side of the engine and
The camshaft and fuel injection pump are driven by              is equipped for hand priming.
the crankshaft gear via an idler gear. This helical gear
train which makes provision for fuel pump timing                The injectors are located in an accessible position on
adjustments is located on the front face of the cylinder        the left hand side of the cylinder head.
block and enclosed by a pressed steel cover bolted to           The nozzles are of the pintle type.
a steel backplate.                                              Provision is made for mounting a fuel filter on either
The camshaft and fuel injection pump drive gears are            side of the cylinder head. The filter should be of the
manufactured from spheroidal graphite cast iron. the            paper element type and of approved design
crankshaft and idler gears being of steel treated by
the Sulfinuz or Tufftride process.

                                                                Cooling System Fresh Water Circuit
Pistons and Piston Pins
                                                                A centrifugal type circulating water pump is fitted to
The pistons are manufactured from special high silicon
                                                                the front face of the cylinder block. to assist the water
aluminium alloy. fitted with three compression rings
                                                                circulation through the cylinder block and head. The
and one oil control ring above the piston pin and one oil
                                                                water outlet is via a thermostat housing which is cast
control ring below. The upper oil control ring comprises
                                                                integral with the cylinder head. the thermostat restricts
four laminated segments. The piston pins are of the fully
                                                                the flow of water when the engine is cold and brings
floating type. located axially in the piston by circlips. The
                                                                about a faster warm up. When the water temperature
piston has a steel insert rolled into the top groove.
                                                                reaches a pre-determined point the thermostat opens
                                                                and allows normal coolant circulation. The water pump
                                                                is belt driven from [he crankshaft pulley

Lubrication System

The lubrication of the engine is by full pressure feed          Tachometer Drive
from a rotor type oil pump. driven by spiral gears from
the camshaft. An oil strainer is fitted on the end of the
                                                                Provision IS made. on the fight hand Side of the
pump inlet pipe. the pump then delivers the oil via a
                                                                engine, for a drive at half engine speed to be taken from
full flow filter. bolted Oil the fuel pump side of the
                                                                the oil pump spiral gear to a mechanical tachometer.
cylinder block to the main oil gallery. This gallery is
drilled lengthwise through iIi~ crankcase. drillings from
the main oil gallery to the main bearings and drillings
in the main crankshaft journals to the crankpin jour-
nals provide the lubrication for the crankshaft. Oil
feeds are also taken to the idler gear spigot which
                                                                         SECTION B
                                                                      Technical data
Engine Data

Westerbeke                                                     4.108 and 4.107              4.99
Bore (nominal- See Page B.3)                                   3.125 in (79,37 mm)          3.00 in (76,2 mm)
Stroke ...                                                     3.5 in (88,9 mm)             3.5 in (88,9 mm)
No. of Cylinders                                               Four                         Four
Cubic Capacity ...                                             107.4 in" (1,760 litre)      99 in" (1,621 litre)
Compression Ratio                                              22: 1                        20: 1
Firing Order                                                   1, 3, 4, 2.                  1, 3, 4, 2.
Cycle ...                                                      Four-Stroke                  Four-Stroke
Combustion System                                              Indirect Injection           Indirect Injection

Rating Details

                        4.99                                    4.107                         4.108
Maximum Rated Output 34 bhp at 3000 rev/min.                    37 bhp at 3000 rev/min        37 bhp at 3000 rev/min
Maximum Torque Output 73 Ibf ft (10,1 kgf m)                    79 Ibf (10,92 kgf m)          791bf ft (10,92 kgf m)

Recommended Torque Tensions

The following torque figures will apply with the components lightly oiled before assembly:-

                                                               4.107 and 4.99               4.108
Cylinder Head Nuts                                              42 Ibf It ( 5,81   kgf m)    60 Ibf ft   ( 8.3    kgf m)
Connecting Rod Setscrews                                        42 Ibf ft ( 5,81   kgf m)    42 Ibf It   ( 5,81   kgl m)
· Main Bearing Setscrews                                        851bfft (11,5      kgfm)     851bl It    (11.5    kgl m)
Flywheel Setscrews                                              60 Ibf ft ( 8,3    kgf m)    60 Ibf It   ( 8.3    kgl m)
Idler Gear Hub Setscrews                                        36 Ibf ft ( 4,98   kgf m)    321bl It    ( 4,4    kgl m)
Crankshaft Pulley Setscrews                                    150Ibfft(20.5       kgfm)    150 Ibf It   (20.5    kgf m)
Injector Securing Nuts                                          121bfft ( 1,7      kgf m)    121bfft     ( 1,7    kgfm)

'The tab and shim washers may be discarded where used on earlier engines. but the setscrews must be tightened to
the torque loading indicated.

Service Wear Limits

The following "wear limits" indicate the condition when it is recommended that the respective items should be serviced
or replaced.

Cylinder Head Warping                     Longitudinal         0.006 in (0,15 mm)
Cylinder Head Warping                      Transverse          0.003 in (0,08 mm) concave
                                                               0.005 in (0,13 mm) convex
Maximum Bore Wear (when new liners are necessary)              0.006 in (0,15 mm)
Crankshaft Main and Big End Journal          Wear              0.001 in (0.03 mm)
Crankshaft Main and Big End Journal         Ovality            0.0005 in (0,01 mm)
Maximum Crankshaft End Float                                   0.020 in (0.51 mm)
Valve Stem to Guide Clearance                 inlet            0.005 in (0,13 mm)
Valve Stem to Guide Clearance              exhaust             0.006 in (0,15 mm)
Valve Head Thickness at outer edge                             0.025 in (0,64 mm)
Rocker Clearance on Shaft                                      0.005 in (0,13 mm)
Camshaft Journals - Ovality and Wear                           0.002 in (0,05 mm)
Camshaft End Float                                             0.020 in (0,51 mm)
Idler Gear End Float                                           0.010 in (0,25 mm)
Valve Head Depth below Head Face inlet and exhaust             0.048 in (1.220 mm)
                                                                                        TECHNICAL DATA-B.3

 The data regarding clearances and tolerances is given for personnel engaged upon major overhauls.

 Total Height of Cylinder Block
   between Top & Bottom Faces        9.936/9.939 in (252,374/252,451 mm)
 Parent Bore Dia. for Cylinder Liner    4.108                  3.249/3.250 in (82,525/82,550 mm)
 Parent Bore Dia. for Cylinder Liner          4.107. 4.99      Wet Liners
 Main Bearing Parent Bore            2.395012.3955 in (60.833/60,846 mm)
 Camshaft Bore Dia. No. 1               4.108,4.107,4.99       1.794/1.7955 in (45.568/45,606 mm)
 Camshaft Bore Dia. NO.2                4.108,4.107,4.99       1.784/1.787 in (45.314/45,390 mm)
 Camshaft Bore Dia. No.3                4.108,       1.776/1.778 in (45.110/45,161 mm)
 Tappet Bore Dia.                    0.562/0.56325 in (14,275/14,307 mm)
 Fuel Pump Drive Hub Bearing
   Bore Dia.                            4.108. 4.107. 4.99     1.8125/1.8141 in (46,037/46,078 mm)

 Cylinder Liner      4.108                                     Cast Iron
 Type                                                          Dry - Interference Fit
 Interference Fit of Liners                                    0.003/0.005 in (0,076/0,127 mm)
 Inside Dia. of Liner after Finish Boring and Honing           3.125/3.126 in (79,375/79,40 mm)
 Height of Liner in relation to Cylinder Block Top Face        0.02310.027 in (0,584/0,686 mm) above
 Overall Length of Liner                                       6,495/6.505 in (164,973/165,227 mm)

 Cylinder Liner      4.107 and 4.99                            Cast Iron
 Type                                                          Wet - Push Fit
 Inside Dia. of Liner Pre-Finished                  4.99       3.00/3.001 in (76.20176,225 mm)
 Inside Dia. of Liner Pre-Finished                 4.107       3.125/3.126 in (79,374/79,4 mm)
 Thickness of Top Flange ..                         4.99       0.312510.3145 in (7,93717,988 mm)
 Depth of Recess in Block for Liner Flange          4.99       0.3115/0.3135 in (7,91217,963 mm)
 Thickness of Top Flange.                          4.107       0.25010.252 in (6,35/6,4 mm)
 Depth of Recess in Block for Liner Flange         4.107       0.249/0.251 in (6,325/6,375 mm)
 Height of Liner in relation to
   Cylinder Block Top Face                4.107 and 4.99       0.003 in (0,076 mm) Above, 0.001 in (0.025 mm) below
 Liner Flange Outside Dia.                          4.99       3.61813.621 in (91,898/91,973 mm)
 Cylinder Block Top Bore for Liner Flange ..        4.99       3.625/3.627 in (92,075/91,125 mm)
 Clearance Fit of Liner Flange
   to Block Bore                          4.107 and 4.99       0.004/0.009 in (0,102/0,229 mm)

Pistons    4.108
Type                                                          Flat Topped
Overall Height (Skirt to Crown)                               3.14713.150 in (79,934/80,010 mm)
Center Line of Piston Pin to Piston Skirt                     1.157 in (29,388 mm)
Piston Height in relation to Cylinder Block Top Face ...      0.002/0.006 in (0,051/0,152 mm) Above
Bore Dia. for Piston Pin                                      1.06255/1.06275 in (26,989/26,994 mm)
Compression Ring Groove Width-Top                             0.0805/0.0815 in (2,045/2,070 mm)
Compression Ring Groove Width-2nd                             0.0645/0.0655 in (1,638/1,664 mm)
Compression Ring Groove Width-3rd                             0.0645/0.0655 in (1,638/1,664 mm)
Oil Control Ring Groove Width-4th                             0.12610.127 in (3,200/3,225 mm)
Oil Control Ring Groove Width-5th                             0.19010.191 in (4,826/4,851 mm)

 Note: There is a Steel Insert fitted above the Top Groove.

 Pistons     4.107 and 4.99
 Type                                                          Flat Topped
 Overall Height (Skirt to Crown)                               3.146 in (79,91 mm)
 Center Line of Piston Pin to Piston Skirt                     1.344 in (34,14 mm)
 Piston Height in relation to Cylinder Block Top Face          0.0085/0.012 in (0,22/0,30 mm) Above
 Bore Dia. for Piston Pin
    later 4.99 and all 4.107 engines ...                       0.93755/0.93775 in (23,81/23,82 mm)
 Early 4.99 engines                                            0.87505/0.87525 in (22,22/22,23 mm)
 Compression Ring Groove Width-Top                             0.0801/0.0811 in (2,034/2,06 mm)
 Compression Ring Grooves Width 2nd and 3rd                    0.0645/0.0655 in (1,638/1,664 mm)
 Oil Control Ring Grooves Width 4th and 5th                    0.19010.191 in (4,826/4,851 mm)

Piston Rings      4.108
Top-Compression                                                  Parallel Faced
Second and Third Compression                                     Internally Stepped
Fourth-Oil Control                                               Laminated Segment
Fifth-Oil Control                                                Slotted Scraper
Top Compression Ring Width                                       0.0771/0.0781 in (1,958/1,984 mm)
Ring Clearance in Groove                                         0.0024/0.0044 in (0,061/0,112 mm)
Second and Third Compression Ring Width ...                      0.0615/0.0625 in (1,562/1,587 mm)
Ring Clearance in Groove                                         0.00210.004 in (0,051/0,102 mm)
Fifth Scraper Ring Width                                         0.1865/0.1875 in (4,737/4,762 mm)
Ring Clearance in Groove                                         0.0025/0.0045 in (0,063/0,114 mm)
Ring Gap-Top Compression                                         0.009/0.014 in (0,229/0,356 mm)
Ring Gap-Second and Third Compression ...                        0.00910.014 in (0,229/0,356 mm)
Ring Gap-Fifth Scraper                                           0.00910.014 in (0,229/0,356 mm)

Piston Ring Gaps quoted are measured in a ring gauge of 3.125 in (79,38 mm) bore. In practice for every 0.001 in
(0,254 mm) difference in cylinder bore diameter from gauge size, 0.003 in (0,762 mm) should be allowed.

Piston Rings 4.107 and 4.99
Agricultural and Industrial Engines
Top Compression                                                  Parallel Cast Iron
'Second and Third Compression                                    Internally Stepped
Fourth-Oil Control                                               Chrome Plated Spring Loaded Scraper
Fifth-Oil Control                                                Slotted Scraper

· 4.99 Agricultural engines have taper faced cast iron compression rings fitted in the second and third ring grooves.

Top Compression Ring Width                                       0.0771/0.0781    in (1,96/1,984 mm)
Ring Clearance in Groove                                         0.002/0.004 in    (0.051/0.102 mm)
Second and Third Compression Ring Width                          0.0615/0.0625    in (1,562/1,587 mm)
Ring Clearance in Groove                                         0.00210.004 in    (0.051/0,102 mm)
Fourth and Fifth Scraper Ring Width                              0.1865/0.1875    in (4.737/4,762 mm)
Ring Clearance in Groove                                         0.0025/0.0045    in (0,064/0.114 mm)
Ring Gap-Compression Rings Chrome Vehicle                        0.012/0.017 in    (0,3010.43 mm)
Ring Gap-Oil Control Rings Cast Iron Vehicle                     0.009/0.014 in    (0,229/0.356 mm)
Ring Gap-Compression Rings Cast Iron
  Agricultural and Industrial                                    0.009/0.014 in (0,229/0,356 mm)

Piston Ring Gaps quoted are measured in a ring gauge of 3.000 in (76,20 mm) bore for 4.99 engines and 3.125 in
(79,38 mm) bore for 4.107 engines. In practice, for every 0.001 in (0,254 mm) difference in cylinder bore diameter
from gauge size, 0.003 in (0,762 mm) should be allowed.

Piston Pin     4.108
Type                                                             Fully Floating
Outside Dia. of Piston Pin                                       1.0625/1.0627 in (26,987/26.993 mm)
Length of Piston Pin                                             2.673/2.687 in (67,894/68,250 mm)
Fit in Piston Boss                                               Transition

Piston Pin     4.107 and 4.99
Type                                                             Fully Floating
Outside Dia. of Piston Pin                                       0.9375 in/0.9377 in (23,812/23,817 mm)
Earlier Engines                                                  0.875/0.8752 in (22.225/22.23 mm)
Fit in Piston Boss                                               Transition

Small End Bushing         4.108
Type                                                             Steel Backed, Lead Bronze Lined
Length of Small End Bushing                                      0.93510.955 in (23.749/24,257 mm)
Outside Dia. of Small End Bushing ..                             1.221/1.222 in (31,013/31,039 mm)
Inside Dia. before Reaming                                       1.049511.0545 in (26,657/26,784 mm)
Inside Dia. after Reaming                                        1.06315/1.0632 in (27,004/27.005 mm)
Clearance between Small End Bushing and Piston Pin               0.00045/0.0007 in (0,0114/0,0178 mm)
                                                                                                      TECHNICAL DATA-B.S

Small End Bushing         4.107 and 4.99
Type                                                                      Steel Backed, Lead Bronze Lined
Length of Small End Bushing                                               0.865/0.885 in (22,00/22,48 mm)
Outside Dia. of Small End Bushing
  on later 4.99 and all 4.107 engines                                     1.065/1.066 in (27,05/27,08 mm)
Early 4.99 engines                                                        1.0025/1.0035 in (25,46/25,49 mm)
Inside Dia. after Reaming on later
  4.99 and all 4.107 engines                                              0.9382/0.93875 in (23,83/23,84 mm)
Early 4.99 engines                                                        0.8757/0.87625 in (22,24/22,26 mm)
Clearance between Small End Bushing and Piston Pin                        0.0005/0.00125 in (0,01/0,03 mm)

Note. Bushings to be reamed to suit respective Piston Pins, and are provided with a reaming allowance.

Connecting Rod          4.108
Type                                                                  'H' Section
Cap Location to Connecting Rod                                        Serrations, Offset 45° to the Horizontal
Big End Parent Bore Dia.                                              2.14612.1465 in (54,508/54,521 mm)
Small End Parent Bore Dia.                                            1.21875/1.21975 in (30,956/30,981 mm)
Length from Centre Line of Big End
  to Centre Line of Small End                                         6.21716.219 in (157,912/157,963 mm)
Big End Setscrew                                                      0.375 in (i in) U.N.F.
Connecting Rod End Float                                              0.0065/0.0105 in (0,165/0,267 mm)

Connecting Rod          4.107 and 4.99
Type                                                                  'H' Section
Cap Location to Connecting Rod                                        Serrations, Offset 45° to the horizontal
Big End Parent Bore Dia.                                              2.146/1.1465 in (54,508/54,521 mm)
Small End Parent Bore Dia.
  on later 4.99 and all 4.107 engines                                 1.062511.0635 in (26,99/27,01 mm)
Early 4.99 engines                                                    1.0011.001 in (25,4125,43 mm)
Length from Centre Line of Big End to Centre Line of
  Small End                                                           6.405/6.407 in (162,69/162,74 mm)
Big End Setscrew                                                      0.375 in (i in) U.N.F.
Connecting Rod End Float
  on later 4.99 and all 4.107 engines                                 0.0065/0.0105 in (0,16/0,27 mm)
Early 4.99 engines                                                    0.0075/0.0105 in (0,1910,27 mm)

Connecting Rod Alignment 4.108,4.107,4.99
Large and small end bores must be square and parallel with each other within the limits of :::'::0.010 in (0,25 mm) mea-
sured 5 in (127 mm) each side of the axis of the rod on test mandrel as shown in Fig. B.1. With the small end bush
fitted, the limit of :::'::0.010 in (0,025 mm) is reduced to =0.0025 in (0,06 mm) .

                                                         .- fo...
                                               --                 ~                   -
                                    E"                                                     l-
                                                                                             c: EE
                                .=: E                         I                             .-
                   B1           C~

                                       -  Sin .. Sin
                                                     --                                     C~

                                      - 127mm- 127mm
                                              -                                             .... Ln
                                .... Ln
                                                     - '"                                   C?N
                                                                                            C Q
                                +1  +1                                                      +1+-
                                ..J                      ~        ~

                                          ,~                                              ,r


Crankshaft     4.108, 4.107, 4.99
Overall Length                                                  21.125 in (536.575 mm)
Main Journal Dia. Nos. 1 and 2                                  2.248/2.2485 in (57.099/57.112 mm)
Main Journal Dia. No. 3                                         2.2475/2.248 in (57.086/57.099 mm)
Main Journal Length No. 1                                       1.40625 in (35.719 mm)
Main Journal Length No. 2                                       1.496/1.504 in (37.998/38.202 mm)
Main Journal Length NO.3                                        1.499/1.502 in (38.075/38.151 mm)
Main Journal Fillet Radii                                       0.125/0.141 in (3.175/3.581 mm)
Crankpin Dia.                                                   1.9995/2.000 in (50.787/50.800 mm)
Crankpin Length                                                 1.1875/1.1895 in (30.162/30.213 mm)
Crankpin Fillet Radii                                           0.15625/0.17187 in (5/32/11/64 in)
                                                                   (3,969/4,366 mm)
Surface Finish-All Journals                                     8-16 micro-in (0.2·0.4 micron)
Main Journal and Crankpin Regrind Undersizes                    0.010. 0.020, 0.030 in (0.25, 0,51. 0.76 mm)
Oil Seal Helix Dia.                                             2.21075/2.21175 in (56.153/56. 1 78 mm)
Oil Seal Helix Width                                            0.050/0.080 in (1.270/2.032 mm)
Oil Seal Helix Depth                                            0.004/0.008 in (0.102/0,203 mm)
Flange Dia.                                                     3.9985/3.9995 in (101.562/101.587 mm)
Flange Width                                                    0.500 in (12.700 mm)
Spigot Bearing Recess Depth                                     0.875 in (22.225 mm)
Spigot Bearing Recess Bore                                      1.250 in (31.750 mm)
Crankshaft End Float                                            0.002/0.015 in (0.0508/0.381 mm)

Special Note:

The crankshaft fitted to the 4.108 engine is hardened by the "Tufftride" process.
Special precautions are therefore necessary when regrinding. Only very light cuts should be taken. especially in the
region of the fillet radii and adequate cooling should be ensured during grinding operations.

After regrinding the crankshaft it should be crack-detected and de·magnetised. then retreated by the "Tufftride" process
after which the crankshaft should again be crack-detected and de-magnetised. Where facilities are not available to reo
harden the crankshaft by this process. a factory replacement crankshaft should be obtained.

Fillet radii and surface finish must be maintained during all crankshaft regrinding. Length of NO.3 main journal not to
exceed 1.516 in (38.506 mm) after regrinding. Where necessary use oversize thrust washers to bring crankshaft end
float within the correct limits.

Crankshaft Thrust Washers 4.108,4_107,4.99
Type                                                            Steel Backed-Lead Bronze Faced
Position in Engine                                              Rear Main Bearing
Thrust Washer Thickness (STD)                                   0.089/0.091 in (2,261/2.311 mm)
Thrust Washer Thickness (O/S)                                   0.0965/0.1005 in (2.451/2,553 mm)
Thrust Washer Outside Dia.                                      3.245/3.255 in (82.423/82.677 mm)
Thrust Washer Inside Dia.                                       2.590/2.600 in (65.786/66.040 mm)

Main Bearings       4.108,4.107,4.99
Type                                                            Pre-finished. Steel Backed. Aluminium Tin lined
Shell Width                                                     1.245/1.255 in (31,623/31.877 mm)
Outside Dia. of Main Bearing                                    2.3955 in (60.846 mm)
Inside Dia. of Main Bearing                                     2.2505/2.2515 in (57,163/57.188 mm)
Running Clearance-Nos. 1 and 2                                  0.002/0.0035 in (0,051/0,089 mm)
Running Clearance-No. 3                                         0.0025/0.004 in (0,063/0.102 mm)
Steel Thickness                                                 0.060 in (1,524 mm) Max.
Aluminium Thickness                                             0.012/0.01225 in (0.305/0.311 mm)

Connecting Rod Bearings            4_108,4.107,4.99
Type                                                            Pre-finished. Steel Backed. Aluminium Tin lined
Shell Width                                                     0.870/0.880 in (22.098/22.325 mm)
Outside Dia. of Con. Rod Bearing                                2.1465 in (54,521 mm)
Inside Dia. of Con. Rod Bearing                                 2.0015/2.0025 in (50.838/50.863 mm)
Running Clearance                                               0.0015/0.003 in (0,038/0.076 mm)
Steel Thickness .                                               0.060 in (1,524 mm) Max.
Aluminium Thickness                                             0.012/0.01225 in (0.305/0.311 mm)
                                                                                    TECHNICAL DATA-B.7

Camshaft      4.108, 4.107, 4.99
No.   Journal Length                                     1.347/1.351 in (34,214/34,315 mm)
No.   Journal Dia.                                       1.791/1.792 in (45,491/45,517 mm)
No.   Cylinder Block Camshaft Bore Dia                   1.794/1.7955 in (45,568/45,606 mm)
No.   Journal Running Clearance                          0.00210.0045 in (0,051/0,114 mm)
No. 2 Journal Length                                     1.250 in (31,750 mm)
NO.2 Journal Dia.                                        1.781/1.782 in (45,237/45,263 mm)
No.2 Cylinder Block Camshaft Bore Dia.                   1.784/1.787 in (45,314/45,390 mm)
NO.2 Journal Running Clearance                           0.002/0.006 in (0,051/0,152 mm)
NO.3 Journal Length                                      1.000 in (25,400 mm)
NO.3 Journal Dla.                                        1.773/1.774 in (45,034/45,060 mm)
NO.3 Cylinder Block Camshaft Bore Dia                    1.776/1.778 in (45,110/45,161 mm)
NO.3 Journal Running Clearance                           0.002/0.005 in (0,051/0,127 mm)
Cam Lift                                                 0.266 in (6,766 mm)
Oilways for Rocker Shaft Lubrication                     No.2 Journal

Camshaft Thrust Plates         4.108, 4.107, 4.99
Type                                                     180' Oil Impregnated Sintered Iron
Thrust Plate Outside Dia.                                2.555/2.557 in (64,897/64,948 mm)
Cylinder Block Recess Dia. for Thrust Plate              2.5585/2.5685 in (64,986/65,240 mm)
Clearance Fit of Thrust Plate in Recess                  0.0015/0.013 in (0,038/0,330 mm)
Thrust Plate Inside Dia.                                 1.500 in (38,100 mm)
Thrust Plate Thickness                                   0.16010.162 in (4,060/4,115 mm)
Cylinder Block Recess Depth for Thrust Plate             0.158/0.164 in (4,009/4,166 mm)
Thrust Plate Height in relation to Cylinder Block Face   0.004 in (0,102 mm) above or below
Camshaft End Float                                       0.00310.013 in (0,076/0,330 mm)

Valve and Fuel Pump Timing
Refer to later section on timing (page L.1 ).

CYLINDER HEAD            4.108,4.107,4.99
Overall Length of Cylinder Head                          20.000 in (508,000 mm)
Overall Depth of Cylinder Head                           2.61712.633 in (66,472/66,878 mm)
Resurfacing Allowance on Cylinder Head Face              NIL-On no account can the cylinder head face be
Pressure for Water Leakage Test                          20 Ibf/in 2 (1,4 kgf/cm2)
Valve Seat Angle                                         45'
Bore in Cylinder Head for Guide                          0.4995/0.5005 in (12,687/12,713 mm)
Bore in Cylinder Head for Combustion Chamber Inserts     1.250/1.252 in (31,750/31,801 mm)
Depth of Bore in Cylinder Head for
  Combustion Chamber Inserts                             0.373/0.376 in (9,474/9,550 mm)

Combustion Chamber Inserts 4.108,4.107, 4.99
Outside Dia. of Insert                                   1.248/1.249 in (31,699/31,724 mm)
Depth of Insert                                          0.374/0.375 in (9,499/9,525 mm)
Height of Insert in relation to Cylinder Head Face       0.002 in (0,051 mm) above or below
Clearance Fit of Insert in Cylinder Head Bore            0.001/0.004 in (0,025/0,102 mm)
Method of Location in Cylinder Head                      By Cylinder Block Face and Expansion Washer

Valve Guides (Inlet)        4.108,4.107,4.99
Inside Dia.                                              0.3145/0.3155 in    (7,988/8,014 mm)
Outside Dia.                                             0.50125/0.50175    in (12,744/12,757 mm)
Interference fit of Guide in Cylinder Head Bore          0.00075/0.00225    in (0,01910,057 mm)
Overall length of Guide                                  2.130 in (54.102    mm)
Guide Protrusion Above Top
   Face of Cylinder Head                                 0.80010.815 in (20,320/20.701 mm)

Valve Guides (Exhaust)          4.108,4.107,4.99
Inside Dia.                                              0.3145/0.3155 in (7,988/8,014 mm)
Outside Dia.                                             0.50125/0.50175 in (12,744/12,757 mm)
Interference fit of Guide in Cylinder Head Bore          0.00075/0.00225 in (0,019/0,057 mm)
Depth of Counterbore                                     0.380 in (9,650 mm)
Overall Length of Guide                                  2.440 in (61,980 mm)
Guide Protrusion above Top Face of Cylinder Head.        0.80010.815 in (20,320/20,701 mm)

Valves (Inlet)    4.10S, 4.107, 4.99
Valve Stem Dia.                                      0.312/0.313 in (7.92517.950 mm)
Clearance fit of Valve Stem in Guide                 0.0015/0.0035 in (0.038/0.089 mm)
Valve Head Dia.                                      1.410/1.414 in (35.814/35.916 mm)
Valve Face Angle                                     45°
Valve Head Depth Below Cylinder Head Face            0.028 in (0.711 mm)/0.039 in (0.991 mm)
Overall Length of Valve                              4.592/4.608 in (116.637/117.043 mm)
Sealing Arrangement                                  Rubber Oil Seal

Valves (Exhaust)        4.10S, 4.107, 4.99
Valve Stem Dia.                                      0.3115/0.3125 in (7.91217.937 mm)
Clearance Fit of Valve Stem in Guide                 0.00210.004 in (0.051/0.102 mm)
Valve Head Dia.                                      1.19111.195 in (30.251/30.353 mm)
Valve Face Angle                                     45°
Valve Head Depth Below Cylinder Head Face            0.021 in (0.53 mm)/0.032 in (0.813 mm)
Overall Length of Valve                              4.600/4.616 in (116.840/117.246 mm)
Sealing Arrangement                                  No Seal fitted to Exhaust Valve

Inner Valve Springs (where fitted)
Fitted Length                                        1.530 in (38.862 mm)
Load at Fitted Length                                28.6 Ibf ::+. 2 Ibf (13.0 kgf ::+.: 0.91 kg!)
Fitted Position ...                                  Damper Coil to Cylinder Head

Outer Valve Springs       4.10S, 4.107, 4.99
Fitted Length                                        1.780 in (45.212 mm)
Load at Fitted Length                                56.0 Ibf ::. 2.8 Ibf (25.4 kgf ::: 1.27 kgf)
Fitted Position                                      Damper Coil to Cylinder Head

Rocker Levers      4.10S, 4.107. 4.99
Length between Center Line of Adjusting Screw and
  Center line of Rocker Shaft                        1.042/1.058 in (26,467/26.873 mm)
Length between Center Line of Rocker Lever Pad and
   Center Line of Rocker Shaft                       1.567/1.583 in (39.802/40.208 mm)
Inside Dia. of Rocker Lever Bore                     0.71825/0.71950 in (18.243/18.275 mm)
Outside Dia. of Rocker Lever Bushing                 0.720510.7215 in (18.301/18.326 mm)
Interference Fit of Bushing in Rocker Lever          0.001/0.00325 in (0.025/0.082 mm)
Finished Inside Dia. of Rocker Lever Bushing         0.6245/0.62575 in (15.862/15.894 mm)
Clearance of Rocker Lever Bushing on Rocker Shaft    0.00075/0.0035 in (0.019/0.089 mm)

Valve Clearances 4.10S, 4.107, 4.99
Clearance between Valve Stem Tip and Rocker Lever    0.012 in (0.30 mm) Cold

Rocker Shaft 4.10S, 4.107, 4.99
Overall Length of Shaft                              14.5625 in (369.887 mm)
Outside Dia. of Shaft                                0.62225/0.62375 in (15.805/15.843 mm)
Lubrication                                          Oil Feed from Cylinder Head through Central
                                                        Passage to Individual Rocker Levers

Push Rods 4.10S, 4.107, 4.99
Overall Length                                       8.52718.560 in (216.58/217,42 mm)
Outside Dia.                                         0.250 in (6.350 mm)

Tappets 4.10S, 4.107, 4.99
Overall Length ..                                    2.250 in (57.150 mm)
Outside Dia. of Tappet Shank                         0.560/0.561 in (14.224/14.249 mm)
Cylinder Block Tappet Bore Dia.                      0.56210.56325 in (14.275/14.307 mm)
Tappet Running Clearance in Cylinder Block Bore      0.00110.00325 in (0.025/0.082 mm)
Outside Dia. of Tappet Foot                          1.245/1.255 in (31.623/31.877 mm)
                                                                                            TECHNICAL DATA-B.9

TIMING GEARS 4.108,4.107,4.99
Camshaft Gear
Number of Teeth                                              48
Inside Dia. of Gear Boss                                     1.750/1.7514 in (44.450/44.486 mm)
Outside Dia. of Camshaft Hub                                 1.7496/1.7509 in (44.430/44.473 mm)
Transition Fit of Gear and Hub                               0.0009/0.0018 in (0.023/0.046 mm)

Fuel Pump Gear
Number of Teeth                                              48
Inside Dia. of Cylinder Block Bore for Fuel Pump
   Drive Hub Bearing                                         1.8125/1.8141 in (46.037/46,078 mm)
Outside Dia. of Fuel Pump Drive Hub Bearing                  1.8145/1.8152 in (46,088/46,106 mm)
Interference Fit of Drive Hub
   Bearing in Cylinder Block Bore ...                        0.000410.0027   in
                                                                              (0,01010,069 mm)
Inside Dia. of Fuel Pump Drive Hub Bearing                   1.3125/1.3135   in
                                                                              (33,34/33,78 mm)
Outside Dia. of Fuel Pump Gear Drive Hub ...                 1.3105/1.3115   in
                                                                              (33,287/33,312 mm)
Running Clearance of Drive Hub in Bearing.                   0.0031/0.0051   in
                                                                              (0,079/0,129 mm)
Drive Hub End Float                                          0.002l0.Q10 in (0,051/0,254 mm)

Idler Gear and Hub
Number of Teeth                                              57
Inside Dia. of Gear Boss                                     1.7187/1.7197 in (43,655/43,680 mm)
Inside Dia. of Gear Boss with Bushing Fitted                 1.562511.5641 in (39,687/39,728 mm)
Outside Dia. of Gear Hub                                     1.561211.5619 in (39,654/39,668 mm)
Running Clearance of Gear on Hub                             0.000310.0016 in (0,008/0,041 mm)
Idler Gear Width                                             1.3105/1.3135 in (33,287/33,363 mm)
Hub Width                                                    1.316511.3185 in (33.439/33.490 mm)
Idler Gear End Float                                         0.00210.007 in (0,051/0,178 mm)

Crankshaft Gear
Number of Teeth                                              24
Inside Dia. of Gear                                          1.25011.2512 in (31,750/31,780 mm)
Crankshaft Dia. for Gear                                     1.250/1.2506 in (31,750/31,756 mm)
Transition Fit of Gear on Crankshaft                         0.0006/0.0012 in (0,015/0.030 mm)

Timing Gear Backlash
Clearance between    Crankshaft!ldler and Camshaft!
  Idler Gear                                                 0.0015/0.003 in (0.038/0,076 mm)

LUBRICATI"'IG SYSTEM             4.108,4.107,4.99
Lubricating Oil Pressure                                     30/60 p.s.i. (2,1/4,2 kgf/cm2) at maximum engine
                                                                  speed and normal working temperature.

Dipstick Position                                            Camshaft side of engine opposite No.2 cylinder
Strainer Location                                            End of suction pipe to lubricating oil pump.

Typical Sump Capacities
Refill Capacities-Engine Level                               Imp. pt              U.S. pt            Litre
Standard Sump                                                  7.0                  8.4              4.0
Note: The above sump capacities are intended to be used as a guide and actual capacities should be governed by the
level indicated on the dipstick.

Lubricating Oil Pump
Type                                                         Rotor Type
Number of Lobes-Inner Rotor                                  Three or Four
Number of Lobes-Outer Rotor                                  Four or Five
Method of Drive                                              By Spiral Gears from the Camshaft

Pump Clearances
Inner Rotor to Outer Rotor                     00005/0.0025     In (0.013/0.063 mm)
Outer Rotor to Pump Body                       0.011/0.013 in     (0.28/0.33 mm)
Inner Rotor End Clearance                      0.0015/0.0003     in (0.0380.076 mm)
Outer Rotor End Clearance                      0.0005/0.0025     in (0.013/0.063 mm)
Inside Dia. of Bore for Pump Shaft             0.50010.501 in     (12.700/12.725 mm)
Outside Dia. of Pump Shaft                     0.4983/0.4986    in (12.655/12.664 mm)
Running Clearance. Shaft in Bore               0.001410.0027     in (0.036/0.069 mm)

Lubricating Oil Pump Drive Gear
Number of Teeth                                12
Inside Dia. of Gear Bore                       0.4965/0.4970 in (12.611/12.624 mm)
Outside Dia. of Oil Pump Drive Shaft           0.4983/0.4986 in (12.655/12.664 mm)
Interference Fit of Gear on Shaft              0.0013/0.0021 in (0.033/0.053 mm)
Lubricating Oil Pump Drive Gear Backlash       0.0155/0.019 in (0.394/0.483 mm)

Relief Valve
Type                                           Spring Loaded Plunger
Pressure Setting                               50/65 Ibflin' (3.5/4.6 kgf/cm')
Length of Plunger                              0.9375 in (23.813 mm)
Outside Dia. of Plunger                        0.5585/0.5595 in (14.19/14.21 mm)
Inside Dia. of Valve Housing Bore              0.5605/0.5625 in (14.24/14.29 mm)
Clearance of Plunger in Bore                   0.001/0.004 in (0.025/0.102 mm)
Outside Dia. of Spring                         0.368/0.377 in (9.347/9.576 mm)
Spring-Free Length                             1.5 in (38.10 mm)
Spring-Solid Length                            0.754 in (19.15 mm)

Lubricating Oil Filter
Type                                           Full Flow
Element Type                                   Paper
By·Pass Valve Setting                          Opens between 13·17 Ibflin'
                                               (0.91·1.2 kgflcm') pressure differential
Type of Valve                                  Spring Loaded Ball

Make . .                                       Fram
Mode 1. .                                      PH6-PL-MIL
Element, Replaceable                           CHO-6PL-MIL

Lubri ca ti ng Oi 1
Spec ifi ca ti on.                             MIL-L-9000
Grade: for engine
  Norma 1 Use . . .                            Symbol 9250, SAE 30
  Be low 20 0 Temp ..                          Symbol 9110, SAE 10
Service . . . . . .                            Dr, or OS
Approximate Capacity (varies with angle
  Crankcase . . . . .                          7 pints

 COOLING SYSTEM           4.108, 4.107, 4.99
Type                                           Water Cooled
Cylinder Block and Head                        Thermo·Syhpon Impeller Assisted
Engine Water Capacity                          Approx. 10 U.S. quarts

Type                                           Wax Capsule
Opening Temperature                            175·182°F (79.5-83.5 C)
Fully open at                                  200·205 F (93.5·96' C )

Minimum Travel at Fully Open Temp.             0.3125 in (7.94 mm)
                                                                                           TECHNICAL DATA-B.11

 Water Pump
 Type                                                            Centrifugal-Belt driven from Crankshaft
 Outside Oia. of Shaft for Pulley                                0.5905/0.5908 in (14,999/15,006 mm)
 Inside Oia. of Pulley Bore                                      0.58810.589 in (14,935/14,961 mm)
 Interference Fit of Pulley on Shaft                             0.0015/0,0028 in (0,038/0,071 mm)
 Outside Oia. of Shaft for Impeller.                             0.49810.499 in (12,649/12,675 mm)
 Inside Oia. of Impeller Bore                                    0.497/0.4975 in (12,624/12,636 mm
 Interference Fit of Impeller on Shaft                           0.0005/0,002 in (0,013/0,051 ;';)m'
 Outside Oia. of Impeller                                        3.094/3,125 in (78,588179,375 mm)
 Impeller to Body Clearance                                      0.00510.025 in (0,127/0,635 mm)
 Water Pump Seal Type                                            Synthetic Rubber-Carbon Faced
 Inside Oia. of Seal for Impeller Shaft                          0.472 in (11,989 mm)
 Outside Oia. of Seal                                            1.102 in (27,991 mm)
 'Water Pump Insert Type                                         Phosphor Bronze-Surface Finish of Sealing
                                                                    Face to be 12-20 micro-in (0,3-0,5 micron)
 Outside Oia. of Insert                                          1.6241.6245 in (41,250/41,263 mm)
 Inside Oia. of Insert Bore in Water Pump Housing                1.625/1.626 in (41,275/41,300 mm)

 · Later water pumps are fitted with ceramic faced inserts.

 Heat Exchanger (mounted on engine)
 ~1ake                                                           Sendure
 Type                                                            Li qui d to Li qui d
 Part Number.                                                    1269-3-7
 Sea Water Pump
 Type . . . .                                                    Single Rubber Impeller
 Make . . . . .                                                  Sherwood
 Model Number . .                                                F-85
 Inlet and Outlet                                                ~ NPT
 Capacity                                                        5~ GPM
 Drive . . . . . .                                               Gear Driven

 Spec ifi ca ti on.                                              MIL-F-16884
 Fuel Consumption
 Rate at Full Speed (25HP at 2400 rpm) .                         .43 lbs./BHP/Hr
 Fuel Fi 1ter
 Make . . . . . . . . .                                          Fram
 Mode 1. . . . . . . . .                                         FBM-1124APB
 Replaceable Cartridge                                           C-1124APB

4.108 Marine & Industrial
4.107 Marine & Industrial
Make ...                                                        C,A.V.
Holder Type                                                     BKB40SD5224
Nozzle Type                                                     BON12S06236
Code Letter                                                     BG
Min. Working Pressure                                           135 atm (2000 Ibf/in2 or 140 kgflcm2)
Setting Pressure                                                150 atm (2200 Ibflin 2 or 155 kgflcm2)

Note: Earlier atomisers bearing the identification code letter 'J' had a setting pressure of 140 atm. When servicing of
these atomisers is carried out, they should be reset in accordance with the settings quoted above,

Fuel Lift Pump
Type                                                                AC Delco Diaphragm 'YJ' Series
Spring Colour Code                                                  Green
Method of Drive                                                     From Eccentric on Camshaft via Push rod
Total Stroke of Operating Lever                                     0.192 in (4,877 mm)
Static Pressure-No Delivery                                         4-7 Ibflin 2 (0,28-0,49 kgf/cm2)
Pump to Distance Piece Gasket Thickness ...                         0.018/0.022 in (0,457/0,559 mm)
Distance "Piece-Lift Pump to Tappet Inspection Cover                0.256 in (6,502 mm)

Fuel Injection Pump
Make ...                                                            C.A.V.
Type                                                                D.P.A.
Rotation                                                            Clockwise (Viewed from Drive End)
Plunger Dia.                                                        6 mm

Hydraulically Governed                                                      4.108              4.107              4.99
Timing Letter                                                                 A                                     A
No. 1 Cylinder Outlet                                                         W                                    w

Mechanically Governed
Timing Letter                                                                 C                 C                  C
No. 1 Cylinder Outlet                                                         W                 W                  W

Static Timing Position
The static timing position varies according to application, but car, be obtained by referring to the first group of letters
and digits of the fuel pump setting code (stamped on the fuel pump identification plate). i.e ..

 First Group of            Static Timing            Piston Displacement                         Remarks
Fuel Pump Code                B.T.D.C.                    B.T.D.C.
    MH27                         18°                 0.108 in (2,75 mm)
               I                19°
                                                     0.120 in (3,05 mm)
                                                     0.134 in (3,40 mm)
    LH23                        20°                  0.134 in (3,40 mm)        4.107 engines rated up to and including
    LH31       }                22°                  0.160 in (4,06 mm)
                                                                               2,500 rev/min
                                                                               4.107 engines rated above 2,500 rev/min
    DH19       1                 26°                 0.226 in (5,74 mm)
    BH26       J
Note: For 4.107 and 4.99 mechanically governed engines rated        above 3,000 and 2,500 rev/min respectively, the static
timing is altered to 22° B.T.D.C. - piston displacement 0.160 in    (4,06 mm). For 4.108 engines prior to engine numbers
108U15973 and 108UD20214, the static timing was 19° B.T.D.C.         - piston displacement 0.120 in (3,05 mm). When re-
setting these pumps, it is advisable to set at the figures quoted   in above table.

For 4.107 industrial engines having a fuel pump coding of PH30 and an idling speed of 1,000 rev/min, the static timing
is 21° B.T.D.C. and a piston displacement of 0.147 in (3,73 mm).
                                                    TECHNICAL DATA-B.13
Electrical System
Nominal Voltage . .                  24 V.
Type . . . .                         Ungrounded
Battery (not supplied with engine)
Terminal Voltage . .                 Nominal 24 Volts
Recommended Capacity . . .           130 Ampere Hours
A1terna tor
Make . . .                           Motoro 1a
Mode 1. . .                          MA24-900G
Output . .                           35 Amp
Regulator Model.                     TVR24-28G

Generator (no longer available)
Type . . . .                         Shunt-wound, ungrounded
Make . . . . . . . . . . . . .       Delco-Remy
Capacity . . . . . . . . . . .       500 Watts
Part Number . . . . . . . . . .      1117731
Voltage Regulator Part Number.       1118635
Cranking Motor
Make . . . .                         Delco-Remy
Part Number.                         1107579
Type . . . .                         Insulated
Enclosure . .                        Spray Ti ght
Lock Tes t. .                        5.0 volts at 425 amps
No Load Test:
  Maximum Amperes.                   85
  Vo 1ts. . . . . .                  23.5
Minimum Torque . .                   12.5 lb/ft
Direction of Rotation.               Clockwise
Brush Tension . . . . .              24 oz. min.
Solenoid Switch for Cranking Motor
  (Mounted on Cranking Motor)
Make . . . .                         Delco-Remy
Part Number.                         1114301
Reverse Gear Make.                   Paragon
Mode 1. . . . . . .                  P-220L
Type . . . . . . .                   Hyrdaulic
Lubrication . . . . .                Pressure
Operating Oil Pressure               125 1bs .
Oil Specification . . . .            Type A Suffix A Transmission
Reduction Gear Make . .              Paragon
Exact Reduction Ratio.               2.16:1
Propeller Coupling
Bore .                               1-3/8"
Keyway . . . . . .                   3/8" X 3/16"
                                                                                     SECTION C

        Available from V. l. Churchill      & Co. Ltd., Daventry, Northamptonshire, England

PO 1C Valve Guide Remover and Replacer.                 PO 41 B Piston Height Gauge.
With this tool all valve gUides can be removed          Used for checking piston height.
and replaced provided puller bars are available.
                                                        P050-C Cylinder Liner Remover and Replacer.
PO 1C-l Puller Bars.
                                                        The following adaptor set must be ordered to
Two bars are supplied for use with PD 1C to suit
                                                        complete the operation.
nominal 5/16" and 3/8" i/d Bore Guide.

38U.3 Piston Assembly Ring                              PO 50C-2 Cylinder Liner Remover Adaptor.
This is an expandable piston assembly ring for          Completes PD SOC for removing liners.
Std. and oversize pistons on all type engines.

                                                        PO 155A Small Adjustable Puller.
PO 1C-2 Valve Guide Replacing Stop.
                                                        With suitable adaptors can be used to remove
When the      valve guide is replaced using one of      water pump pulley, oil pump drive gears and
the above     end stops it will ensure that the gUide   camshaft gear see adaptor details.
protrudes     the correct amount above the top
face of the   cylinder head.

                                                        PO 155A-I Small Adjustable Puller Adaptors.
PO 37 Flywheel Runout-Gauge.
                                                        Removes water pump pulleys.
With this tool a check can speedily be made on
the alignment of the flywheel, flywheel housing
or back plate.                                          No.3 Tension Wrench.
                                                        1/2" square drive 25-170 Ibs. ft.
PO 38B Crankshaft Gear, Sprocket, Water Pump
and Water Pump Pulley Remover.
Engine Type:     This is controlled by adaptors         316 X Valve Seat Cutter Handle.
available. Details below.                               This tool is required for operation of all cutters
Sprockets or crankshaft gears cannot be removed         and pilots.
with th is tool when the shaft is in situ.

                                                        316-10 Valve Seat Cutter Pilot.
PO 388-2 Crankshaft Gear Remover Adaptor.
                                                        This pilot is suitable for all guides that have a
This Adaptor is used with PD 38B.                       nominal 5/16" i/d.

PO 388-5         Water   Pump Impeller Remover
Adaptor.                                                FC 99000 Atomiser Tester.
The Impeller can be removed with ease and               This is a portable tester fitted with a paper filter
safety.                                                 element.

6200B Small End Reaming Fixture.                         7065 Circlip Pliers.
The correct small end bush reamers must be               Two types of points are available 1/2" shaft size.
available to complete the job. Details as follows:       1/2"-1" "B" Shaft size 1"-3".
355 Connecting Rod Alignment Jig.                   P06118-1 Valve Spring Compressor Adaptor.
Enablss a quick check to be made on the align-      The adaptor is fitted to one of the rocker shaft
ment of connecting rods-various adaptors are        securing studs.
required. See Below.
                                                    PO 130 Fuel Pump Allen Screw Wrench.
                                                    Use to remove the Allen screw securing D.P.A.
336 Multi-Purpose Con. Rod Arbor.
                                                    fuel pump.
Required with the above tool.
                                                    PO 42B Small End Bush Remover Main Tool.

PO 336-5 Adaptor.                                   Enables a new small end bush to be drawn into
                                                    the small end of con. rod and at the same time
This adaptor is fitted into the big-end bore when   will displace the old bush: adaptors are re-
checking the alignment (Thin wall bearings only).   quired. See below.
                                                    6000C Compression Tester.
6118 Valve Spring Compressor.
                                                    See adaptor details.
This valve spring compressor has been designed
                                                    6000C-5 Compression Tester Adaptor.
to remove valve springs without removing the
cylinder head, provided the adaptors are avail-     This adaptor replaces the atomiser for compres-
able.                                               sion testing.
                                                                              SECTION D
                                                                           Fault Diagnosis
                 Fault                                              Possible Cause

Low cranking speed                      1.2. 3. 4.

Will not start                          5.6 7.8 9 10 12 13 14 15 16 17 18 19 20 22 31 32 33

Difficult starting             31. 32. 33.

Lack of power                           8. 9. 10. 11. 12. 13. 14. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 31. 32. 33.

Misfiring                               8. 9. 10. 12. 13. 14. 16. 18. 19. 20. 25. 26. 28. 29. 30. 32.

Excessive fuel consumption     25. 27. 28. 29. 31. 32. 33.

Black exhaust                           11. 13. 14. 16. 18. 19. 20. 22. 24. 25. 27. 28. 29. 31. 32. 33.

Blue/white exhaust                      4. 16. 18. 19. 20. 25. 27. 31. 33. 34. 35. 45. 56.

Low oil pressure                        4. 36. 37. 38. 39. 40. 42. 43. 44. 58.

Knocking                       45. 46. 59.

Erratic running                         7. 8. 9. 10. 11. 12. 13. 14. 16, 20. 21. 23. 26. 28. 29. 30. 33. 35. 45. 59.

Vibration                               13. 14. 20. 23. 25. 26. 29. 30. 33. 45. 47. 48. 49.

High oil pressure                       4. 38. 41.

Overheating                    53. 54. 57.

Excessive crankcase pressure  

Poor compression              

Starts and stops                        10. 11. 12.

Key to
            Fault Finding   Chart
 1.   Battery capacity low.                                          31.   Worn cylinder bores.
 2.   Bad electrical connections.                                    32.   Pitted valves and seats.
 3.   Faulty starter motor.                                          33.   Broken. worn or sticking piston ring/so
 4.   Incorrect grade of lubricating oil.                            34.   Worn valve stems and guides.
 5.   Low cranking speed.                                            35.   Overfull air cleaner or use of incorrect grade of
 6.   Fuel tank empty.                                                     oil.
 7.   Faulty stop control operation.                                 36.   Worn or damaged bearings.
 8.   Blocked fuel feed pipe.                                        37.   Insufficient oil ill sump.
 9.   Faulty fuel lift pump.                                         38.   Inaccurate gauge.
10.   Choked fuel filter.                                            39.   Oil pump worn.
11.   Restriction in air cleaner.                                    40.   Pressure relief valve sticking open.
12.   Air in fuel system.                                            41.   Pressure relief valve sticking closed.
13.   Faulty fuei injection pump.                                    42.   Broken relief valve spring.
14.   Faulty injectors or incorrect type.                            43.   Faulty suction pipe.
15.   Incorrect use of cold start equipment.                         44.   Choked oil filter.
16.   Faulty cold starting equipment.                                45.   Piston seizure/pick up.
17.   Broken fuel injection pump drive.                              46.   Incorrect piston height.
18.   Incorrect fuel pump timing.                                    47.   Damaged fan.
19.   Incorrect valve timing.                                        48.   Faulty engine mounting (Housing).
20.   Poor compression.                                              49.   Incorrect aligned flywheel housing. or flywheel.
21.   Blocked fuel tank vent.                                        50.   Faulty thermostat.
22.    Incorrect type or grade of fuel.                              51.   Restriction in water jacket.
23.   Sticking throttle or restricted movement.                      52.   Loose fan belt.
24.   Exhaust pipe restriction.                                      53.   Choked radiator.
25.    Cylinder head gasket leaking.                                 54.   Faulty water pump.
26.   Overheating.                                                   55.   Choked breather pipe.
27.    Cold running.                                                 56.    Damaged valve stem oil deflectors (if fitted).
28.    Incorrect tappet adjustment.                                  57.    Coolant level too low.
29.    Sticking valves.                                              58.    Blocked sump strainer.
30.    Incorrect high pressure pipes.                                59.    Broken valve spring.
                                                                      SECTION E
                                                                   Cylinder Head


E1                                                        To Remove the Cylinder Head
                                                          1.   Completely drain the cooling system.
Before commencing to overhaul the cylinder head           2.   Disconnect the battery terminals.
ensure that all joints. gaskets and any other parts ex-   3.   Remove the securing nuts and detach the exhaust
pected to be required are available.                           pipe from the exhaust manifold. Blank off the end
Remove any external components from the vicinity of            of the exhaust pipe to prevent entry of any foreign
the cylinder head cover. atomisers and fue:l pump.             matter.


                                                          7.   Remove the cylinder head cover together with the
4.   Uncouple the water outlet connection on the front         breather pipe.
     of the cylinder head.                                8.   Unscrew the oil feed pipe to the rocker shaft at
5.   Remove the air cleaner and place somewhere level          the cylinder head end. (Refer to Fig. E.2 for its
     ready for servicing.                                      location).
6.   Disconnect the fuel pipe and electrical connection   9.   Remove the eight rocker shaft bracket securing
     to the starting aid located in the induction mani·        nuts evenly and remove the rocker shaft complete
     fold. (Refer to Fig. E.1).                                with the oil feed pipe. (Refer to Fig. E.3).

                                                                                       CYLINDER HEAD-E.3



10. Remove the eight push rods and place somewhere
    safe (possibly in the cylinder head cover) to           16. Remove the cylinder head securing nuts and lift
    avoid the possibility of any being accidentally bent.        off the. cylinder head complete with inlet and ex-
11. Unscrew the small banjo bolts on the tops of the             haust manifolds. (Refer to Fig. E.5).
    atomisers and remove the leak-off pipe by unscrew-      NOTE: On 4.99 and 4.107 engines. to prevent liner
    ing the union on top of the fuel filter.                movement should the engine be turned with the
12. Remove the low pressure fuel pipes between the          cylinder head removed. it is suggested that the liners
    fuel filter and the fuel pump. remove the fuel filter   are held in position by suitable tubing placed over two
    after disconnecting the feed pipe from the lift         of the cylinder head studs and locked with nuts and
    pump. blank off all pipes and ports to prevent          washers.
    ingress of foreign particles.
13. Remove the four high pressure fuel pipes from the
    fuel pump to the injectors. Blank off fuel pump out-
    let ports.                                              To Remove the Valves
14. Remove the injector securing nuts and carefully
    remove the injector. (Refer to Fig. E.4).               All valves are numbered. The cylinder head is marked
    Blank off the exposed ports on the injectors.           with corresponding numbers. (Refer to Fig. E.6).
15. Uncouple the alternator adjusting link.                 1. Remove collets by compressing the valve springs
                                                                as shown in Fig. E.7.
                                                            2. Remove the spring caps, springs, seals (where
                                                                fitted) and spring seats. Remove valves.

E8                                                          E10


These can be gently tapped out of their locations by
means of a short length of curved bar through the
injector bore. When refitting they must be located by
means of expansion washers in the recesses provided.       E13
as shown in Figs. E.B and E.9.

Remove any carbon from the cylinder head.
!f the water jacket within the cylinder head shows signs   VALVE GUIDES
of excessive scale. then a proprietary brand of de-
scaling solution may be used. if possible the cylinder        The worn guides should be removed either by
head should be tested for water leakage after such         means of a press and a suitable "dolly" or the valve
treatment at the pressure given on Page B.7.               guide removal tool shown in Fig. E.10.
                                                           Before fitting the new guides remove any burrs from
VALVE SPRINGS                                              the cylinder head parent bores. then smear the bores
                                                           with clean oil and either press in the new guides or
It is advisable to fit new valve springs whenever the      pull them in by means of the tool shown in Fig. E.11.
engine undergoes a major overhaul. Where a top over-       until the guide protrusion above the head top face is
haul only is being carried out the springs should be       that quoted on Page B.7.
examined. paying particular attention to squareness of     NOTE: Special care should be exercised during this
ends and pressures developed at specific lengths. the      operation as the guides. being made of cast iron. are
details of which can be found on Page B.B.                 therefore comparatively brittle.

E12                                                        E14
                                                                                       CYLINDER HEAD-E.S



                                                                         ; 1
                                                                                                   j''''- GRAD.

Inlet                                                              B
A-1.530 in to 1.531 in
8-0.3125 in to 0.3175 in
C-0.015 in chamfer at 45° (Max.)

A-1.296 in to 1.297 in
8-0.3125 in to 0.3175 in
C-0.015 in chamfer at 45           (Max.)                                                                        F

The valves should be checked in their respective
guides for wear and replaced if wear has taken place.        Material EN32A Case Hardened and Ground
 (ensure that the wear is in fact on the valve stem and
not in the guide bore before replacing the valve).           Inlet Dimensions
The valve and valve seat faces should be reconditioned       A-2.75 in
in the normal way using specialised equipment or with
grinding compound. according to their condition. A
                                                             8-2 in
valve seat (hand operated) cutting tool is shown in          C-0.75 in
Fig. E.12. Valves should always be refitted to their         0-0.309 in to 0.310 in
original seats and any new valve fitted should be suit·      E-1/16 in at 45
ably marked to identify its position if removed at a later   F-1 /16 in at 45
date. (Refer to Fig. E.6 for illustration of valve num·
                                                             G-1/32 in Radius
bering) .
Before refitting the valves it should be ascertained         H-1.238 in to 1.239 in
whether the valve head depth relative to the cylinder        J-0.222 in to 0.225 in
head face is within the limits given on Page B.8. This       K--1.523 in to 1.533 in
depth can be checked. as shown in Fig. E.13. by
placing a straight edge across the face of the cylinder
                                                             Exhaust Dimensions
head. then by careful selection of feeler gaLJges mea·
suring the distance between the straight edge and the        A-2.75 in
head of the valve.                                           8-2 in
Where this depth exceeds the maximum limit and even          C-0.75 in
the fitting of a new valve does not reduce this depth        0-0.309 in to 0.310 in
below the maximum limit. then the remedy is to fit a
                                                             E-1/16 in at 45
valve seat insert. the procedure for this is given in
detail commencing on this page.
                                                             F-1/16 in at 45
When refacing valves or valve seats care should be           G-1/32 in Radius
taken to see that only the minimum amount of metal           H-1.018 in to 1.019 in
necessary to obtain a satisfactory seat is removed. and      J-0.222 in to 0.225 in
that as narrow a valve seat as possible is maintained.       K-1.287 in to 1.297 in

Hand Grinding                                                After all the valves have been lapped in the valve head
                                                             depths relative to the cylinder head face should be
When grinding or lapping-in valves make certain that all     checked to ensure that they are within the limits given
signs of pitting are removed from the seats.                 on Page B.8.

                                                           To Dismantle the Rocker Shaft Assembly
                                                           1.    Remove the retaining circlips from each end of
                                                                 the rocker shaft.
                                                           2. Withdraw the rocker levers. springs and support
                                                                 brackets from the rocker shaft.
                                                           3. Unscrew the oil feed pipe from the banjo and re-
                                                                 move the banjo. (When refitting this feed pipe it
                                                                should be noted that the end of the pipe locates
                                                                 the banjo position on the shaft).
                                                           Examine the rocker bushings and shaft for wear. The
                                                           rocker levers should be an easy fit on the rocker shaft
                                                           without excessive side play.
E17                                                        New rocker levers are supplied compl.ete with bushing
                                                           fitted and reamed to size.
                                                           NOTE: When fitting new bushes ensure that the oil
                                                           feed holes are in alignment before pressing home. and
                                                           when pressed fully home that the holes coincide.
VALVE SEAT INSERTS                                         (Refer to Fig. E.1?).

Valve seat inserts are not fitted to production engines.
but may be litted in service.                              To Re-Assemble the Rocker Shaft Assembly
When fitting inserts ensure that only genuine Westerbeke
parts are used.                                            1.   Refit the oil feed banjo and locate with the
In order to fit these inserts proceed as follows:               feed pipe.
1. Fit new valve guides as described on Page E.4.          2.   Refit the rocker levers. springs and support
2. Using the new valve guice bore as a pilot. machine           brackets in the opposite order to which they were
    the insert recess in the cylinder head face to the          removed. Lightly oil the components during re-
    dimensions shown in Fig. E.15.                              assembly and ensure that each rocker lever does
3. Remove all machining swarf and thoroughly clean              not bind on the shaft. The assembly should now be
    the insert recess (removing any burrs which may             as shown in Fig. E.18.
    be present).
4. Using the valve guide bore as a pilot once again
    press the insert home with the inserting tool. this    PUSH RODS
    tool is shown fully dimensioned in Fig. E.16.
                                                           Check the push rods for straightness. if any are bent
    NOTE: The insert must not under any circum-
                                                           then fit new replacements.
    stances be hammered in. neither should any lubri-
    cation be used.
5. Visually inspect to ensure that the insert has been     To Refit the Valves
    pressed fully home. i.e. is flush with the bottom of
    the recess.                                            Lightly oil the valve stems to provide the initial lubrica-
6. Recut the valve seat at an included angle of 90         tion.
     (which will give the normal 45' seat) until the       Replace valves. springs. spring plates. washers. collars
    valve head depth reaches the minimum limit which       and collets. taking care that the numbers on the valves
    is given on Page B.8. Lightly lap the valve to its     correspond to the numbers stamped adjacent to the
    new seat.                                              valve seat (see Fig. E.6).

                                                                                     CYLINDER HEAD-E.7

NOTE: Valve springs incorporate a damper coil and
care should be taken to ensure that this damper coil
                                                                       · 1J--1-t1
is to the bottom of the spring. i.e .. nearest the cylinder
head when fitted.
Inner valve springs are not required for engines rated
at 3,000 rev/min and below.
4.108 and 4.99 marine diesel engines are fitted with rub-
ber sealing rings on inlet valves only.
All latest 4.107 and 4.99 marine diesel engines incor-
porate oil deflectors on both inlet and exhaust valves.
In the case of earlier 4.107 and 4.99 marine diesel
engines which incorporate rubber sealing rings on the
inlet valves only, oil deflectors should be fitted to both
inlet and exhaust valves after the valve assembly has
been dismantled. With this arrangement, a different valve
spring seating washer is required for exhaust valves.
a different valve spring seating washer is required for
exhaust valves.
Where a groove is cut on the inlet valve stem. a rubber
sealing washer should be fitted in addition to the de-
flector to stop the latter from becoming canted on the
Oil deflectors should not be fitted to 4.99 vehicle and
4.108 engines.

Always use a new cylinder head gasket. Ensure that
the correct type is used

4.108 Engines
With this engine. the gasket is made of a black com-
posite material and is known as the Klinger type. It
MUST be fitted DRY and on no account should sealing
compound be used.
It is very important that the gasket is placed correctly.
otherwise the steel beading may be nipped between
the cylinder head face and the top of the liner.

                                                                   ?           ·
4.107 and 4.99 Engines                                             6
These engines use a copper and asbestos or alter-
                                                                                       8--...... ill
natively. a steel laminated gasket. The copper and
asbestos type should be fitted with a good quality
sealing compound but the laminated steel type should
be fitted DRY.

To Refit the Cylinder Head
1.   Place the cylinder head gasket carefully in posi-
     tion on the cylinder block top face (the gasket is
     marked "TOP FRONT'" to indicate how it should
     be fitted). (Refer to Fig. E.22).                                                                    E19
                                                              1.   Retaining Collets
2.   Lower the cylinder head into position on top of the
     gasket ensuring that it lays perfectly level.            2.   Spring Caps
3.   Lightly lubricate both cylinder head studs and nuts      3.   Inner Valve Springs
     with engine oil, then tighten the nuts progressively     4.   Outer Valve Springs
     in three stages in the sequence shown in Fig. E.23       5.   Spring Seating Washers
     to the torque given on page B.2. This final torque
                                                              6.   '0' Sealing Ring (Inlet Valves only)
     tightening stage should be repeated to ensure that
     no loss of tension has taken place on any studs          7.   Inlet Valve
     earlier in the sequence.                                 8.   Exhaust Valve


4.  Fit the push rods in their locations then carefully     6.   Adjust the· valve clearances to 0.012 in (0,3 mm)
    fit the rocker shaft assembly, noting that the valve         as follows:-
    adjusting screw ends locate in their respective              Turn the engine so that the valves of No.1 cylinder
    push rod cups and the oil feed to the rocker shaft           are in the position of 'valve overlap', i.e .. the period
    is located correctly.                                         between the opening of the inlet valve and the
5. Locate the oil feed pipe nut just finger tight at this        closing of the exhaust valve. In this position, adjust
    stage, then evenly tighten the rocker shaft bracket          the clearances of No. 4 cylinder valves: similarly.
    securing nuts to a torque of 12 - 15 Ibf It (1,7 -           with the valves 01 No. 3 cylinder in the overlap
    2 kgf m) now tighten the oil feed pipe nut.                  position, adjust the valves of No. 2 cylinder. With
    When correctly located the oil feed pipe will be             valves of No. 4 in the overlap position, adjust the
    as shown in Fig. E.2.                                        valves of No. 1 cylinder and finally with valves of
    NOTE: If the oil feed pipe nut is tightened before            No. 2 cylinder in overlap position, adjust valves on
    the rocker shaft bracket securing nuts, the pipe             No. 3 cylinder.
    will either be strained or the olive pulled off the     7.   Replace the alternator adjusting link and tension
   feed pipe.                                                    the "V" belt (Refer to Page N.1).

                                                                                           CYLINDER HEAD-E.9


8.    Replace the injectors (Refer to Page P.?) but do     Replace the rocker shaft as previously described and
      not tighten the securing nuts.                       set the valve clearances to 0.012 in (0,30 mm) COLD.
9.    Replace the leak off pipe assembly and four high     Start engine and check oil flow to rocker levers, if
       pressure fuel pipes to the injectors. Tighten the   satisfactory refit cylinder head cover and air cleaner.
      injector securing nuts.                              Finally check for oil leaks and rectify immediately if
10.   Replace the fuel oil filter and the low pressure     any are visible.
      fuel pipes between filter and lift pump and filter
      and fuel pump.
11.   Reconnect the electrical and fuel supplies to the
                                                           NOTE for 4.108 Engines Only
      starting aid.
12.   Reconnect the exhaust pipe to the manifold.          It is essential that the cylinder head nuts are re·torqued to
13.   Reconnect the water outlet connection at the front   60 Ibfft (8,3 kgf m) after the first 6to 12 hours with the engine
      of the cylinder head.                                hot and in the sequence shown in Fig. E.23.
14.   Fill the cooling system with clean water ensuring
      the drains are closed. Check for water leaks.
15. Bleed the air from the fuel system as described on
    Page P.8).
16. Reconnect the battery.

Starting the Engine
Proceed as instructed on Page P.11, with the engine
running at a fast idle check that the oil pressure is
satisfactory and that the oil reaches the rocker assem·
bly and oozes gently from the rocker levers at this
After the engine has been thoroughly warmed up it
should be shut down, the rocker shaft removed and
the cylinder head nuts checked, so that any loss of
torque tension can be corrected by tightening the nuts
to the torque given on Page B.2 and in the order shown
in Fig. E.23.                                              E24
                                                                              SECTION F
                       Pistons and Connecting Rods


To Remove Pistons and Connecting Rods
1.   Remove the cylinder head assembly. (Refer to                suitable piston ring tool. such a tool is shown in
     Page E.1).                                                  Fig. F.3.
2.   Remove the oil sump. (Refer to Page M.1).                   NOTE: The laminated segments or spring loaded
     NOTE: Any ridges or carbon deposits around the              rings fitted in the fourth ring groove should be
     top of the cylinder bores should be removed with            removed by hand.
     a suitable scraper before piston removal is                 With 4.108 pistons there is a steel insert rolled
     attempted.                                                  into the top ring groove during piston manufacture.
3.   Rotate the crankshaft until one pair of big ends are        It should be regarded as an integral part of the
     at bottom dead centre. then remove their respec-            piston and no attempt should be made to remove
     tive connecting rod cap securing bolts.
4.   Remove the connecting rod caps and bearing
     shells. (Refer to Fig. F.1).
     NOTE: If the bearing shells are serviceable. they
     should be suitably marked to identify them to their
     original locations.
5.   Push the pistons and connecting rods carefully
     out through the top of the block and remove as
     shown in Fig. F.2.
6.   Rotate the crankshaft through 180 0 to bring the
     remaining pair of big ends to bottom dead centre
     and repeat removal operations.
     When piston removal has been carried out keep
     each piston and rod assembly separate. each to
     each as marked. Mark the pistons on the crown
      (before removing the piston pin) to indicate the
      'FRONT' in relation to the 'FRONT' marking cast on
      the connecting rods.

To Remove Pistons and Rings from the
Connecting Rods
1.   Remove the piston rings from each piston, using a      F3

     it from its location.
2.   Remove the circlip retaining the piston pin and
     push out the piston pin to release the connecting

     NOTE: Should difficulty be experienced in re-
     moving the piston pin, warm the piston in a suit-
     able clean liquid (usually water) to a temperature
     of 100-120°F. (40-S0°C). this will then enable
     the pin to be pushed out quite easily.

1.    Examine the pistons for scoring and any signs of
      groove damage.
2.    Check the clearance of the piston rings in their
      respective grooves by placing the ring outer face
      into the groove and a suitable sized feeler between
      the ring and groove face.
      NOTE: All ring gaps, ring groove clearances etc"
      are given in the Technical Data Section on Pages
      A.S and A.6.
3.    Check the fitted gaps of the piston rings, bearing
      in mind that in worn cylinder bores these gaps
      should be checked at the bottom of the bore.
4.   Check the fit of the piston pin in the small end bush-
     ing, if excessive, replace the small end bushing.
5.   To renew the small end bushing remove the old one
      by means of a suitable press and 'dolly'. Press in
     the new bushing, ensuring that the oil holes coin-
      cide when fitted. Ream out the new bushing to suit
      the piston pin, then check the rod for parallelism
      and twist. (Refer to Page A.7).
6.   Examine the big end bearing shells for any signs
      of wear or pitting.

                                                              1.   Warm the piston in a suitable clean liquid to a
To Refit the Pistons to the Connecting Rods
                                                                   temperature of 100 - 120° F (40 - 50°C) which
If the original pistons are to be refitted they must be            will enable the piston pin to be easily pushed
re-assembled to the same connecting rods, i.e. No. 1               into the piston bore when the piston and rod have
piston to No. 1 connecting rod assembly. Refer to Figs.            been correctly aligned.
F.4 and F.S for location of piston and rod numbering.         2.   Place No. 1 piston onto its head, noting the posi-
Any new components fitted should be numbered the                   tion of the mark previously made to indicate the
same as those which they replace.                                  "FRONT".

                                                                    PISTONS AND CONNECTING RODS-F.3

3.   Hold No. 1 connecting rod with the small end
     between the piston pin bores so that the word
     "FRONT" cast on the rod is towards the same
4.   Push the piston pin into the piston thus locating
     the connecting rod in position.
5.   Fit the two retaining circlips ensuring that they
     locate correctly in their recesses. (Refer to Fig.
     NOTE: If the engine has been in service for some
     considerable time it is advisable to fit new circlips.
     even if the old ones do not appear to be strained
     or damaged.
6.   Repeat this procedure for the three remaining
     pistons and connecting rods.

Fitting the Piston Rings
   Fit piston rings to the piston. Rings vary according
to engine type and application as follows: reading
from the top of the piston.

4.108 Engines
1.   Plain parallel faced compression.
2.   Internally stepped compression.
3.   Internally stepped compression .
.1   Laminated segment oil control.
5.   Slotted scraper.


                                                              4.107 and 4.99 Marine and Industrial
                                                              Engines rated at 3000 r.p.m. or below.
                                                              1.   Plain parallel faced compression.
                                                              2.   Internally stepped compression.
                                                              3.   Internally stepped compression.
                                                              4.   Laminated segment oil control.
                                                              5.   Slotted scraper.

                                                              After an appropriate period of service. when indica·
                                                              tions of piston ring and/or cylinder bore wear may be-
                                                              come apparent. a replacement ring pack has been
                                                              made available for fitting exclusively to 4.99 service
                                                              engines and includes a taper faced ring for fitting in
                                                              NOTE: All the rings quoted above except the laminated
                                                              and spring loaded type may be fitted by means of an
                                                              expanding tool of the type shown in Fig. F.3. These
                                                              rings. being made of cast iron are therefore com-
                                                              paratively brittle. so when fitting care should be taken
                                                              not to expand any ring more than is necessary to just
                                                              clear the piston.

                                                                                   PISTON CROWN




Laminated Segment Rings                                      2.   Fit the second segment on top of the first, so that
                                                                  when compressed as described above the ends
The procedure for fitting the laminated type is different.
                                                                  point upwards. Position the gap at 180 0 to that of
in as much as the ring comprises four separate seg-
                                                                  the first segment.
ments, these may be fitted by hand in the following
sequence with the piston crown uppermost:-
1. Fit the first segment to the piston so that when          3.   Fit the third segment as in (1) above with the gap
    held horizontally between the thumb and fingers               immediately above the gap of the first segment.
    and radially compressed the ring ends point
    downwards (see Fig. F.8).                                4.   Fit the fourth segment as in (2) above with the
    Place this ring on the bottom face of the fourth              gap immediately above the gap of the second seg-
    ring groove with the gap over the piston pin bore.            ment. If all the segments have been fitted correctly
                                                                  then they will be positioned as shown above.

                                                                  PISTONS AND CONNECTING RODS-F.5

    The gaps of the remaining rings should De stag-
    gered alternately along the piston pin axis_
    Liberally lubricate the rings in their grooves and
    see that they can move freely in their locations.
    this does not apply to the laminated type in the
    fourth groove. which if correctly fitted should not
    move freely due to the outward pressure of the top
    and bottom segments on the ring groove walls.
    When all the rings have been fitted. they should
    be as shown in Fig. F.S.

Always ensure that internally stepped or taper faced
rings are correctly fitted. They are marked TOP or
BTM (bottom) to ensure correct replacement.
The top compression and slotted oil control rings may
be fitted either way up.


Spring Loaded Scraper Ring
                                                            7.  Fit the two connecting rod securing bolts and
When fitting the chrome plated spring loaded scraper            tighten evenly to the torque quoted on Page B.2.
ring. (see Fig. F.9). the following procedure should be         NOTE: Locking tabs are not fitted to these bolts.
adopted:-                                                   S. Repeat this procedure for No. 4 piston and con-
1. Fit internal expander (1).                                   necting rod asse:nbly.
2. Fit two rail rings (2) at the bottom of the groove.      9. Rotate the crankshaft to bring numbers 2 and 3
3. Fit spiral ring (3).                                         crankpins to bottom dead centre.
4. Fit two top rail rings (2).                              10. Repeat procedures 2 - 7 to fit the two remaining
When fitting rail rings. the gaps should be staggered.          assemblies.
                                                            11. Refit the lubric
                                                           magnetic field produced by current in the shunt
   ~                                                       winding, plus that created by the current in the
   ~                                                       accelerator winding, overcomes the armature
                                                           spring tension, pulling the armature down and
                                                           thus separating the voltage regulator contact
                                                           points.    Separation of the points diverts the
                                                           field current through a resistor which is connected
                                                           across the points. The increased resistance of
                                                           circuit reduces the field current and the genera-
                                                           tor voltage. The reduction in generator voltage
   CIRCUIT      BATTERY ARMATURE   FIELD                   in turn results in a loss of magnetic strength in
                                                           the shunt winding. When the contacts open, the
 Fig. 119C-Wiring Diagram of Actuating Relay and Circuit   flow of current through the accelerator winding
           Breaker Relay                                   is cut off, causing a reduction in the total mag-
                                                           netic strength of the core. This weakens the
When the generator voltage drops below battery             magnetic field strength of the core so that the
voltage current flows .from the battery to the             armature spring pulls the armature up, causing
generator. This reverses the flow of current               the contact points to close. This re-establishes
                                                           the original circuit and permits the generator
through the actuating relay series winding (shown
                                                           voltage to increase. The preceding cycle is then
in solid lines, Fig. 119C). As a result, the series
                                                           repeated at the rate of about 50 to 150 times
winding (solid lines) and the shuntwinding (dotted
                                                           a second, thus limiting the generator voltage to
lines) no longer help each other, but become
                                                           a predetermined maximum.
magnetically opposed. The resultant magnetic
field becomes too weak to hold the actuating relay         limiting the generator voltage in this manner
armature in the lower position. The armature               protects voltage-sensitive units in the electrical
spring tension opens the lower points and closes           system and causes the charging current to the
the upper points. The upper contact points, in             battery to taper off as the battery approaches
closing, connect the insulated end of the circuit          full charge.
breaker relay winding to ground. This causes
the upper part of the circuit breaker relay shunt
winding (dotted lines) to magnetically oppose the
lower part so that the resultant magnetic field
becomes too weak to hold the circuit breaker
armature down. The armature is released and the
spring tension opens the points. This design of
relay provides rapid and positive relay action.

Voltage Regulator - Description: The voltage
regulator (See Fig. 120 and 123) contains two
windings assembled on a single core. One of
these is (I shunt windir'tg consisting of many
turns of fine wire, which in series with a resistor,
is shunted across the generator. The circuit is
thus subject to generator voltage at all times.
The second winding is an accelerator winding
consisting of many turns of fine wire. which in                     Fig. 120-Regulator Wiring Diagram

                     ACTUATING RELAY     CURRENT          VOLTAGE
                                        REGULATOR        REGULATOR
      o       0

      o       0



                                       Fig. 121-Generator Circuits

 Current Regulator - Description: The current              where several paths for current flow are avail-
 regulator contains two windings on the same               able. One path through a resistance unit, re-
 core - a series winding and an accelerator                turns to the insulated side of the field coils, to
winding. The series winding consists of a few              complete the circuit. The accelerator windings
turns of heavy wire, and it is connected into the          on both the current and voltage regulator units
charging circuit so that the full generator output         are in parallel and the inductive flow thru these
passes thru it. The winding consists of many               windings opposes the magnetic effect of the
turns of fine wire and, in series with a resistance,       working windings. This increases the rate of ar-
is connected between the field coil side of the            mature vibrations, resulting in an exceptionally
contact pOints and ground.                                 smooth-operating regulator.

The core and windings are assembled into a
frame, similar to that of the voltage regulator
                                                           The current regulator is adjusted to ope rate when
(Fig. 123). A flat steel armature is attached to
                                                           the generator output reaches its specified maxi-
the frame by a hinge so that it is just above
                                                           m um. When this output is reached, the magnetic.
the core. The armature contains a contact point
                                                           field created by the current flow through the se-
wh ich is located just beneath a stationary contact
                                                           ries Winding, plus that created by current in the
point. When the current regulator is not opera-
                                                           accelerator winding is sufficient to overcome the
ting the spiral spring tension holds the armature
                                                           armature spring tension. The armature is pulled
away from the core so that the armature contact
                                                           down toward the winding core, and the points
point and stationary contact point are not touch-
                                                           are separated. As soon as the contact points
ing. The stationary contact point is assembled
                                                           open, the field current is diverted through a
into a flat spring which rises slightly above the
                                                            resistor which is connected across the points.
fiber mounting bracket when the contact points
                                                            Inserting a resistance in the generator field cir-
are together. This arrangement permits awiping
                                                           cuit in this manner reduces the generator field
action between the points as they close and
                                                           current, which in turn reduces the generator
open which assures better contact between them.
                                                            output. The reduction in generator output causes
                                                            a decrease in the magnetic field strength of the
The instantaneous current flows from the field             current regulator series winding.
ground in the generator to the regulator ground,

In addition to the regulating resistance in series                          UPPER ARMATURE STOP
with the field coils, a parallel resi~tance is used
to absorb some of the inductive energy pro-
duced when the regulator contact points open.              POINT
Inductive voltage, of course, causes current to           OPENING
continue to flow in the same direction as the
original current flow. Thus, when the contacts
open, the generator field coils become the source
of the supply and the current must be traced
from this point.

1. Mechanical checa and adjustments (a i r
      gaps, point openings) must be made with
      the battery disconnected.

      CAUTION: The cutout relay contact points
                                                          SCREWS Loosen to
      must never be closed by hand with the                  adiust air ii'~1'
      battery connected to the regulator. This
      would cauae a high current to flow thru the
      units and would seriously damage them.             Fig.   122'-Ci~n'ir     8reaker Relay Adiustments

 2.   All voltage checks must be made with the
      reg ulator on open ci rcuit (battery discon-     lower as req"i;·d (Fig. 122B). Be sure the points
      nected).   Voltage and current regulator         are in accurate aiignmentandtightenscrewsafter
      checks must be made at specified speed           adjustment. BOTH SETS OF POINTS MUST CLOSE
      (2000 engine rpm, corresponding to 4000          SIMULTANEOUSLY.
      generator rpm).
 3.   The regulator must be in operating position      POINT CPEN!i'..JG - Th.e point opening is measur-
      when electrical settings are checked and         ed with ihe points open and, (Fig. 122) and ad-
                                                       justed by :Jending the upper armature stop (Fig
      adj usted, and it must be stabilized at oper-
      ating temperature. Failure to observe these
      rules will cause serious errors in checking
      and adjusting voltage regulator settings.
 4.   After any tests or regulator adjustments re-
      quiring leads to be disconnected, the gener-
      ator must be repolarized, as covered on
      page Q.4. This must be done after leads
      are reconnected, but BEFORE ENGINE
       IS STARTED.

Service - Circuit Breaker Relay: Three adjust-
ments are required, air gap, point opening and
closing voltage.

AIR GAP - The air gap should be measured be-
tween the armature and the center ofthe core with
the points just touching. Place fingers on the two
sides of the armature an·d push down until the
points just touch to measure the air gap (Fig.
122A). Adj ust by loosen ing the four screws attach-
ing the two lower contact brackets and raise or        Fig. 122A· Cl!ecking Air Gap on Circuit Breaker Relay

                                                             BEND UPPER ARMATURE STOP
                                                             TO ADJUST POINT OPENING

                                                             POINT OPENING

                                                           Fig. 122C-Checking and Adjusting Point Opening on
  Fig. 122B-Adjusting Air Gap on Circuit Breaker Relay               Circuit Breaker Relay
CLOSING VOLTAGE - To check the closing vol-
tage of the circuit breaker relay, the regulator         SEALING VOLTAGE: The sealing voltage is the
must be connected in the proper manner to the            voltage at which the armature seals against the
generator. Do not connect a battery to the regula-       winding core. If the difference between closing
tor; the regulator BATTERY terminal must be dis-         voltage and the sealing voltage is not within
connected. Hold the actuating relay armature             limits (see pg. Q.4)adjust by decreasing the air
down by hand to open the actuating relay upper           gap to decrease the difference or increase the
contact points, and close the actuating relay lower      air gap to increase the difference.
contact points. A voltmeter should be connected
from the regulator ARMATURE terminal and the             Service - Actuating Relay: Three checks and ad-
ground screw at the end of the regulator and the         justments are required on the actuating relay:
lead must be disconnected from the BATTERY               air gap, point opening and operating voltage (Fig.
terminal of the regulator (Fig. 122D). Slowly            122F).
increase generator speed and note the voltage
at which the circuit breaker relay pOints close.                                           {O)...- VARIABLE
Bend the lower spiral spring hanger to adjust                                              )f(       RESISTANCE
the closing voltage (Fig. 122E). Bend the hanger
up to decrease or down to increase the closing

After each change ofadjusrmentand before taking
the closing voltage reading, reduce generator
speed and open the voltage regulator pOints mo-
mentarily. This will cause the voltage to drop so
that the effect of residual magnetism in the relay
core is nullified. Then allow the voltage regulator        HOLD ACTUATING       VOLTMETER           GENERATOR
points to close and slowly increase generator              RELAY ARMATURE
speed to check relay closing voltage. It may be            DOWN BY HAND
necessary to repeat this operation sE'veral times
in order to get an accurate 'Check of the relay          Fig. 122D-V oItmeter Connections to Check Closing Voltage
closing voltage.                                                   of Circuit Breaker Relay

                                                          Fig. 122G-Actuating Relay Air Gap and Point Opening
                                                                    Chec:b and Adjushnents

                                                          POINT OPENING - Check point opening of lower
  Fig. 122E-Adjustment of Circuit Breaker Relay Closing   contact points with upper contact points justtouch-
            Voltage                                       ing. Place finger on the center of the armature,
                                                          push down until upper points open, release until
AIR GAP - The air gap should be measured be-
                                                          upper points just touch (Fig. 122G). Then measure
tween the armature and the center of the core
                                                          point opening. Adjust by bending the flat spring
(not residual pin in armature ) with the lower
                                                          which supports the uppercontacton the armature.
contacts just touching (Fig. 122G). Place finger
on the center of the armature to push the arma-
ture down when measuring air gap; do not push
down on the flat springs which support the con-
tacts. Adjust by loosening the two screws which
attach the stationary contact and raise or lower the
support as necessary. Be sure support is square
on mounting bracket and tighten attaching screws
securely after adjustment is complete.

              BEND ARM, TO ADJUST
                 POINT OPiNING

                                    , (LOOSEN TO ADJUST
                                          AIR GAP)

  Fig. 122F-Adjushnents Required on Actuating Relay        Fig.   122~Acljushnent   of Actuating Relay Closing Voltage

 OPERATING VOLTAGE - Connect a voltmeter
 from the regulator ARMATURE terminal to the
 ground screw on the end of the regulator. Slowly
 increase the generator speed and note the voltage
 at which the actuating relay closes. This will be
 indicated by a sharp click procuced as the circuit
 breaker contacts close in response to the closing
 of the actuating relay lower contacts. To adjust
 the closing voltage, bend the lower spiral spring
 hanger (Fig. 122H). Bend down to increase the
 closing voltage and up to decrease the closing
 voltage. After each change of adjustment, and
 before taking closing voltage reading, reduce gen-
 erator speed and open the voltage regulator
 points momentarily. This will cause the voltage to
 drop so that the effect of residual magnetism
 is nullified. Then allow the voltage regulator
 points to close and slowly increase generator              Fig. 123-Checlcing Air Gap on Voltage Regulator
 speed to check relay closing voltage. It may be                      with Wire Gauge
 necessary to repeat this 'operation several times
 in order to get an accurate check of the relay         closed, note flat spring position. It should be up
 closing voltage. (If a variable resistor is used in    off the fiber insulator. If it is not, the spring is
 the field circuit to control voltage during testing,   too strong and it can be weakened by running a
 the generator should be cycled before each read-       dull edged tool across the crease of the flat
 ing by reducing the voltage below 6 volts).            spring. Minimum spring tension should be two
                                                        ounces, and this i'S measured by holding the
                                                        armature down and pulling up on the end of the
                                                        flat spring with a spring scale to see what pull is
Service - Voltage Regulator: Two checks and             required to raise the flat spring off the fibre
adjustments are required on the voltage regu-
lator - Air gap and voltage setting - per speci-
fications on page Q.4.
 Air Gap - Measure the air gap between the
armature and the part of the core next to the                                               LOCK NUT
                                                         Turn to set air gap            Loosen to set air gap
residual pin (not between armature and resi-
dual pin). To measure, press down on the con-
tact screw to make sure it is bottomed, and
check the air gap with a feeler gauge, see Fig.
 123. To adjust, loosen the lock nut and turn
the contact screw (Fig. 124). The easiest method
is to insert the proper size feeler gauge, loosen
the lock not, and with downward pressure on the
screwdriver turn the contact screw to set for .084"
air gap. Tighten the lock nut after adjustment.
 Note: When installing. a new fibre insulator
 bracket assembly (which includes the flat spring)
the flat spring tension should be checked and
adjusted if 'necessary. If it is excessive, there
will be no wiping action between the points and
the point wear will be more rapid than normal.
If it is too low, point bouncing and considerable
arcing are apt to occur. To make sure the flat             Fig. 124-Adjustments Required on Voltage Regulator
spring has the proper tension, first check and                      are Air Gap and Voltage SeHing
adjust the regulator voltage setting (see follow-                   Adjustments, on Current Regulator are
ing paragraph). Then with the regulator points                      Air Gap and Current SeHing

insulation. If less than two ounces is required,      AIR GAP - The correct air gap for the current
increase the tension by prying, lightly under         regulatoris.084", and the adjustment procedure,
one side and then the other side of the crease        is the same as outlined for the voltage regulator
in the spring.                                        on previous page.
VOLTAGE SETTING - Connect a voltmeter be-
tween the ARMATURE A- and A. terminals.               CURRENT SETTING - To check the current regula-
lead must be disconnected from the regulator          tor setting it is necessary to the generator
BATTERY terminal. With the generator opera-           at full speed (engine atfull throttle) and to keep
ting at full speed (2000 engine rpm or 4000           the voltage regulator from operating. This may
generator rpm) and the regulator at operating         be accomplished by removing the regulator cov-
temperature, note the voltage setting. Correct        er and placing a jumper lead across the voltage
range is 28.0 - 29.5 V. Adjust for 28.5 volts.        regulator contact points, which will prevent the
To adj ust the voltage setting, turn the adjusting    voltage regulator from operating. Then remove
screw shown in Fig. 124, which regulates the
                                                      the regulator BATTERY lead and connect an ac-
tension of the spiral spring. IncreaSing the spring   curate ammeter in series between BATTERY ter-
tension increases the voltage setting.        After
                                                      minal of regulator and the battery. Then with
each change of adjustment cycle the generator
                                                      engine running at full speed, read the current
by momentarily opening the voltage regulator
                                                      output in amperes.       Be sure to remove the
points by hand before taking the voltage reading.
                                                      jumper from voltage regulator immediately after
This elimi nates residual magnetism in the core
                                                      the test.
of the regulator and assures a true adjustment.

                                                      Correct range is 16 - 20 amperes. If the output
Service-Current Regulator:        Two checks and      is in this range, the adj ustment is satisfactory.
adjustments are required on the current regula-       If not in this range, adjust to 18 amperes. To
tor, air gap and current setting. Since these         adjust the current regulator setting, turn the
are similar to those described for the voltage        adj usting screw shown in Fig. 124, which regu-
regulator, refer to the same illustratio~s, Figures   lates the tension on the spiral spring. Increasing
123 and 124.                                          the tension will increase the current setting.


                                                                      Tighten pulley nut to 40 - 50 foot pounds. Tighten drive
                                                                      belts by applying pressure to the alternator front housing
GEI\IERAL                                                             only. Do not apply pressure to the rear housing or stator.
                                                                      Set belt tension to engine manufacturer recommendations.
CAUTION: OBSERVE PROPER POLARITY WHEN INSTAL-                         If this information is not available, tighten belts to the
                                                                      point where the alternator fan cannot be turned by hand.

NOTE: Battery should be disconnected when installing                           MAINTENANCE
      alternator to minimize the possibility of personal
      injury. Disconnect grounded cable first.

                                                                     Due to alternator design and construction, very little, if any,
                                                                     maintenance is required in normal usage; however, proper
                                                                     tension and condition of drive belts should be checked regular·
                                                                     Iy. Periodic inspection of brushes and bearings should be made
The requirements of the alternator mechanical installation           after approximately 50,000 miles (or 1500 hours in industrial
are several: (1) solid vibration free attachment of the mount-       or agricultural applications) under normal operating conditions.
ing bracket to the engine and alternator to the mounting
bracket, (2) correct belt alignment, and (3) protection              BRUSH INSPECTION
from        spray, and from engine exhaust system heat.
                                                                     On most Motorola alternators, brush removal for inspection can
Hardened steel flat washer should be substituted for spring          easily be accomplished without special tools or alternator re-
lock washers on bracket and alternator as mounting hard-             moval, Figure 75. If the brushes are not oil soaked or cracked,
ware. Flat washers tend to provide and retain greater sur-           have smooth contact surfaces, and are at least 3/16" long, they'
face tension while lock washers, under vibration, wear the           may be reused. Refer to applicable alternator service manual
metal away and lose their locking ability. Lock washers              for specific brush removal details.
should be used against steel surfaces.

Correct belt alignment is essential for maximum alternator                      MOUNTING SCREWS
and belt service life. The center line of all pu IIeys related
to the alternator drive must be within 1/32" of true
center, Figure 69.


                                                                             FIG.75        BRUSH ASSEMBLY REMOVAL
                                                                      BEARING INSPECTION
Ab 7~8

                                                                      Front and rear ball bearings are of the sealed type to provide
                                                                      long and trouble-free performance. However, it is recommend-
                                         ALTERNATOR PULLEY AND        ed that the bearings be inspected after about 50,000 miles of
                                         DRI VE PULLEY MUST BE        operation. If any unusual looseness or noise is noted, the
                                         IN II NE WI TH EACH OTHER    bearings should be replaced to insure maximum service life
                                         IV I TH I N 1/32'            from the alternator. Refer to alternator repair manual for
    FIG. 69 ALTERNATOR BELT ALIGNMENT                                 specific bearing removal instructions.

     The vehicle storage battery circuit represents a continuous, although variable, electrical load to the alternator. If the
     circuit, positive or negative, is opened or broken while the alternator is charging, the loss of the battery will result in
     the charging voltage rising to unsafe levels.

                                  High voltage will damage the alternator and regulator and may
                                  damage other electrical accessories or instruments.

TEST PRECAUTIONS                                                     TESTING PROCEDURES

DO NOT under any circumstances, short FIELD terminal of              Alternators and voltage regulators should be tested on the
alternator to ground.                                                vehicle, using circuit conductors and accessories that are a per-
                                                                     manent part of the system.
DO NOT disconnect voltage regulator while alternator is
operating.                                                           Before actual in-vehicle testing commences, the charging
                                                                     system and battery must be checked to eliminate possible
DO NOT disconnect load (alternator output lead) from alter-          difficulty, as follows:
nator while the alternator is operating.
                                                                     The battery must be at least 75% full charged and properly
DO NOT remove alternator from car without first disconnect-          secured in the carrier. Ordinary storage batteries may be
ing the grounded battery cable. If battery must be removed,          checked with a hydrometer (1.240 Sp. Gr.), Motorola Battery
disconnect grounded battery cable. If battery must be                Tester model 7BT1181W or other special testers. Since main-
removed, disconnect grounded cable first.                            tenance free batteries usually do not contain vent caps, a
                                                                     hydrometer cannot be used to evaluate battery condition. In
                                                                     these cases, the Motorola battery tester and other special
The following rule applies to all alternator charging systems:
                                                                     testers may be used. The carrier must not place excessive
CAUTION:IF A BATTERY IS BEING INSTALLED, MAKE:                        physical strain on the battery.
TERY AND THE GROUND POLARITY OF THE ALTERN-                          Wires and cables must be free of corrosion with cable supporting
NATOR ARE THE SAME. REVERSE POLARITY WILL                            clamps to reduce a strain on battery posts.
                                                                     All leads, junctions, switches and panel instruments that are
                                                                     directly related to the charging circuit must be good enough to
TEST EQUIPMENT REQUI RED                                             provide proper circuit control.

Typical equipment required for general electrical in-vehicle          The inspection of the alternator drive system should include
testing of the alternator and voltage regulator should include        the following:
meters that provide the following scales:
                                                                      Engine driving and alternator driven pulleys must be capable of
VOLTS AMPERE TESTER, SUN ELECTRIC MODEL 24                            transmitting required energy from the engine output shaft to
Volts DC: 0 - 40                                                      the alternator.
Ampere DC: -10to+100
                                                                      The alternator drive belt must be properly adjusted and
                                                                      in good condition, free of grease or oils that may induce
CARBON PI LE, Sun Electric Y-20 or equiv., capable of 0 to
                                                                      slipping under load.
600 ampere load, controlled by operating knob.

12 VOLT TEST LAMP, May be home-made with 3 to 15 can-                 Some of the more common causes of charging system mal-
dlepower lamp in a socket, with two 3' test leads provided with       functions are covered in the chart below.
alligator clips.
                                                                      SYMPTOM NO.1 - ALTERNATOR FAILS TO
OHMMETER, Any commercial type, like a Simpson 260 or                  CHARGE CHECK FOR:
                                                                      A. Alternator belt loose.
                                                                      B. Open or high resistance in charging or ground return cir-
BATTERY HYDROMETER, any commercial type, with tem-
                                                                         cuit or battery connections.
perature correction scale, or Motorola Electronic Battery
                                                                      C. Excessively worn, open or defective brushes.
Tester 7BT1181W.
                                                                      D. Open excitation resistor.
                                                                      E. Open isolation diode.
ASSORTMENT OF JUMPER LEADS, 2, 4, 6 and 10 feet in
                                                                      F. Regulator inoperative.
length, with alligator clips attached to the ends. Make with
                                                                      G. Open rotor ( field coil).
good quality No.1 0 wire.

                                                               The Motorola all·electronic transistoriz::d voltage reg-
A. Alternator belt loose.                                      ulator is an electronic device using no mechanical contacts
B. Intermittent or high resistance charging or ground return   or relays to perform the only necessary regulation on the
   circuit or battery connections.                             alternator system.
C. Excessively worn, sticky or intermittent brushes.
D. Faulty regulator.
E. Shorted or open rectifier diode.
F. Grounded or shorted turns in rotor (field coil).
G. Open, grounded or shorted turns in stator.

(as evidenced by lights and fuses burning out frequently,
 battery requires too frequent refilling)
A. Make certain all connections on alternator and regulator
   are tight.
B. Regulator faulty.
                                                                  FIG. 67 TYPICAL MOTOROLA TRANSISTORIZED
SYMPTOM NO.4 - NOISY ALTERNATOR                                              VOLTAGE REGULATOR
A.   Defective or badly worn belt.
B.   Misaligned belt or pulley.                                The typical regulator shown in Figure 67 has been filled
C.   Loose pulley.                                             with an encapsulating material to cover and protect the
D.   Worn bearings.                                            semiconductors from the environmental conditions they
E.   Shorted rectifiers.                                       will encounter in normal use. The electronic circuitry
                                                               should not require re-adjustment and the reliability of
NOTE: Refer to applicable alternator service manual for        the semi-conductors permits this encapsulation.
specific test and troubleshooting information.
                                                               The prime purpose of the regulator is to maintain constant
                                                               system output voltage under all speed and load conditions.
                                                               This is necessary as excessive voltage will damage electrical
                                                               components and instruments. Either mechaniCal or
                                                               electronic regulators may be used with an alternator; how-
                                                               ever,modern electronic units are used almost exclusively
                                                               since they provide superior overall performance.

                                                               The typical electronic regulator functions like a solid-
                                                               state switch which constantly monitors system voltage,
                                                               Figure 68. When the voltage tends to drop, the switch
                                                               closes and energizes the alternator field winding to increase
                                                               the output. When the system voltage tends to rise, the
                                                               regulator switch opens and de-energizes the field circuit
                                                               to decrease the voltage. For a more detailed description
                                                               of regulator theory and operation, refer to "Electronic
                                                               Regulator Theory" Manual, 25-139.

                                                                                IND LAMP
                                                                                                   I                  I

                                                                                                       (ELECT. SW I

                                                               -r                 RES    All AUX
                                                                                         OR REG

                                                               FIG. 68 SIMPLIFIED REGULATOR CONTROL CIRCUIT


                        Voltage Regulator-must be mounted
                        on a 50 sq. in. metallic plate

Oil Pres sure Switch r-----E~~f-------/

                      Resistor                            Voltage
                       150 or
                      300 0 hm

                                 I             ,
                                 +             -
                                     24 Volt



                                 Fig. 125-Sectional View of Cranking Motor

               CRANKING MOTOR                               The overrunning clutch (Fig. 126); consists of a
The cranking motor used on this engine (Delco-              sleeve shell assembly which is splined internal-
Remy Model 1107579) is grounded type, opera-                ly to match splines on the armature shaft. Thus,
ting on nominal 24 volts, corresponding to the              both the shell and sleeve assembly and the
generator circuit. It is a 4 pole, 4 brush, insula-         armature shaft must turn together. A pinion
ted unit, with rotation CW. as viewed from drive            and collar fits loosely into the shell, and the
end. The armature shaft is supported on bronze              collar is in contact with four hardened steel
bushings, with wick oilers.                                 rollers which are assembled into notches cut in
                                                            the inner face of the shell. These notches taper
Fig. 125 shows a sectional view and illustrates             inward slightly so that there is less room in the
the solenoid-operated overrunn ing clutch as used           end away from the rollers than in the end
in this cranking motor.                                     where the rollers are shown. The rollers are
                                                            spring loaded by small plungers.
The overrunn ing clutch is designed to provide
positive meshing and demeshing of the drive                 When the shift lever shown in Fig. 125 is opera-
pinion and ring gear. The overrunning clutch                ted the clutch assembly is moved endwise along
cranking motor uses a shift lever which slides              the armature shaft so that the pinion meshes
the clutch and drive pinion assembly along the              with the flywheel ring gear. If the teeth should
armature shaft so that it can be meshed and de-             butt instead of mesh, the clutch spring compres-
meshed as required. The clutch transmits torque             ses so that the pinion is spring loaded against
from the cranking motor armature to the engine              the ring gear teeth. Then when the armature
flywheel but permits the drive pinion to over-              begins to rotate meshing takes place at once.
run, or run faster than, the armature after the
engine is started.                                       Comp letion of the shift lever movement closes
                                                         the cranking motor switch so that the armature
This protects the armature from excessive speed          begins to rotate.   This rotates the shell-and-
during the brief interval that the drive pinion          sleeve assembly, causing the rollers to jam tight-
remains in mesh after the engine starts.                 ly in the smaller sections of the shell notches.

                               LOCK WIRE

                                           Fig. 126-0verrunning Clutch

The rollers jam between the pinion collar and                4.   The drive assembly should be wiped clean.
the shell so that the pinion is forced to rotate
with the armature and crank the engine.                           CAUTION: Do not clean in any degreasing
                                                                  tank or with grease dissolving solvents; this
This protect~ the armature for the brief instant                  will dissolve the lubricant in the clutch
that the starter switch is pressed. Opening the
cranking circuit releases the shift lever, causing           5. The overrunning clutch requires no lubri-
the lever spring to pull the overrunning clutch                 cation.
drive pinion out of mesh with the engine fly-
wheel ring gear. A slot in the shift lever pro-              6.   Avoid excessive lubrication.
vides for instantaneous release of the switch
contact points as they open the cranking circuit.
Otherwise, the momentary delay in the action
of the solenoid would result in burned contacts.                         TROUBLESHOOTING THE
                                                                           CRANKING CIRCUIT
When the engine begins to operate, it attempts              Several checks, both visual and electrical should
to drive the cranking motor armature, through               be made in a defective cranking circuit to isolate
the pinion, faster than the armature is rotating.           trouble before removing any unit. Many times a
This causes the pinion to rotate with respect to            component is removed only to find it is not de-
the shell so that it overruns the shell and arma-           fective after making reliable tests. Therefore, be-
ture. The rollers are turned back toward the                fore removi ng a unit in a defective cranking
larger section of the shell notches where they              system, the following checks should be made:
are free, and thus permits the pinion to overrun.
                                                            BATTERY:    To determine the condition of the
                                                            battery, check as outlined on page
Every 300 hours of operation, remove pipe                   WIRING: Inspect the wiring for frayed insulation
plugs from comm utator and drive ends and fill              or other damage. Replace any wiring that is
with 8-10 drops of engine oil.                              damaged. Inspect all connections to the cranking
                                                            motor, solenoid, ignition switch and battery, in-
When the motor is disassembled for any reason,              cluding all ground connections. Clean and tight-
lubricate as follows.                                       en all connections and wiring as required.
 I. Oil wicks should be saturated.
                                                            SOLENOID SWITCH: Inspect all control switches
 2.    Bushings should be cooted with a small
                                                            and the ignition switch, to determine their condi-
       amount of grease lubricant such as Delco-
                                                            tion. Connect a jumper lead around any switch
       Remy lubricant 1860954 (Mol y 'I ).
                                                            suspected of being defective.      If the system
3.     The armature shaft should be coated lightly          functions properly using this method, repair or
        with Delco-Remy Lubricant No. 1960954,              replace the bypassed switch .
      . (Moly 'I).

                                                     the specified voltage 'by varying the resistance
                                                     unit. Then read the current draw and the arma-
                                         VOLTMETER   ture speed with the following specifications:
                                                     Volts . . . . . . . . .          . ....        23.5
                                                     Minimum Amperes                                  70
                                                     Maximum Amperes                                 130
                                                     Minimum R.P.M .. .                           .6500
                                                     Maximum R.P.M . . . . . . . .                13000
                                                     Interpret the test results as follows:

                   _~~ ~-l~~:)LEAD                     J. Rated current draw and no-load speed indi-
                                                            cate normal condition of the cranking motor.

                                                      2.    Low free speed and high current draw in-
                           MOTOR                            dicate:
                                                            a. Too much friction - tight, dirty or worn
                                                               bearings, bent armature shaft or loose
                                                               pole shoes allowing armature to drag.
          Fig. 127-No Load Test Hookup
                                                            b. Shorted armature. This can be further
                                                               checked on a growler after disassembly.
MOTOR:      If specified battery voltage can be
                                                            c. Grounded armature or fields.        Check
measured at the motor terminal of the cranking
                                                               further after disassembly.
motor, allowing for some voltage drop in the
circuit and the engine is known to be functioning
                                                      3.    Failure to operate with high current draw
properly, remove the motor and follow the test
procedures outlined below.
                                                            a. A direct ground in the terminal or fields.
           CRANKING MOTOR TESTS                             b."Frozen" bearings (this should have been
With the cranking motor removed from the en-                   determined by turning the armature by
gine, the armature should be checked for free-                 hand.)
dom of operation by turning the pinion. Tight,
dirty, or worn bearings, bent armature shaft, or       4.   Failure to operate with no current draw
loose pole shoe screws will cause the armature              indicates:
to drag and it will not turn freely. The motor
                                                            a. Open field circuit. This can be checked
should be disassembled immediately. However,
                                                               after disassembly by inspecting internal
if the armature does operate freely, the motor
                                                               connections and tracing circuit with a
should be given a no:load test before dis-
                                                               test lamp.
                                                            b. Open armature coils. Inspect the arma-
Never operate the cranking motor more than 30
                                                               ture for badly burned bars after dis-
seconds at a time without pausing to allow it to
cool for at I east two mi nutes. Overheating,
caused by excessive cranking will seriously dam-            c. Broken brush springs, worn brushes, high
age the cranking motor.                                        insulation between the comm utator bars
                                                               or other causes which would prevent
                 NO-LOAD TEST                                  good contact between the brushes and
Connect the cranking motor in series with a fully
charged battery of 24 volts, an ammeter capable
                                                       5.    Low no-lood speed and low current draw
of reading several hundred amperes, and a var-
iabl e resistance. Also connect a voltmeter as
:;hown in Fig. J 27 from the motor battery ter-             a. High internal resistance due to poor con-
minal to the motor frame. An r.p.m. indicator is               nections, defective leads, dirty comm uta-
necessary to measure armature speed. Obtain                    tor and causes listed under Number 4.



                                  "   SECURELY LOCKED
                                        BRAKE ARM

             CRANKING MOTOR

                 Fig. 128-Resistance Test Hookup

 6.    High free speed and high current draw
       indicate: shorted fields. If shorted fields            Fig. 129-Removing Retainerfrom Snap Ring
       are suspected, replace the field coil assem-
       bly and check for improved performance.          3.   Remove the field frame from the armature
                                                             and drive housing assembly.
                     RESISTANCE TEST
                                                        4.   Sepo rate the armatu re and pinion from the
This test requires equipment as illustrated in Fig.          drive housing and linkage.
128 with the pinion secu rely locked so that it
cannot rotate. A variable resistance with a high        5.   Remove the pinion from the armature by
cu rrent capacity should be used. When 5 volts               sliding a metal cylinder onto the shaft,
are applied the current should fall in the range             with a hammer striking the metal cylinder
of 375 min. amps to 435 max. amps.                           against the retainer, drive the retainer to-
                                                             wards the armature core and off the snap
                                                             ring. See Fig. 129.
                       DISASSEMBLY                      6.   Remove the snap ring from the groove in
                                                             the armature shaft.
 If the motor does not pe rform in accordance
with specifications it will need to be disassembled     7.   Remove the drive assembly from the arma-
for further testing of the components. Normally              ture shaft.
the cranking motor should be disassembled only
so far as is necessary to make repair or replace-                    CLUTCH DISASSEMBLY
ment of the defective parts. As a precaution, it
is suggested that safety glasses be worn when
                                                        Roll type clutches (Figures 126 and 130) are
disassembltng or assembling the cranking mo-
                                                        designed to be serviced as a complete unit,
tor.   Following are general instructions fo r
                                                        therefore do not disassemble. Replace if
disassembling the exposed shift lever cranking
                                                        necessary. Do not wash in solvent.
 I. Remove the solenoid from the field frame
 2.    Remove the thru-bolts and the commutator
       end frame.


                           Fig. l30-Sectionai View of Overrunning Clutch showing
                                    details of construction and Location of Ro"ers in
COMPONENT INSPECTION AND REPAIR                              If the commutator is worn, dirty, out of rouna,
A. Brushes and brush holders - Inspect the                   or high insulation, the commutator should be
   brushes for wear. If they are worn down                   turn ed down and undercut as pre vi 0 us I y
   to one-half their original length, when com-              described.
   pared with a new brush, they should be
   replaced.    Make sure the brush holders                    C. Field Coils - The field coils should be
   are clean and the brushes are not binding                        checked for grounds and opens using a test
   in the holders. The full brush surface should                    lamp.
   ride on the comm utator with proper spring
   tension of 64 ounces minimum to givegood,                        1. Grounds -    Disconnect the field coil
   firm contact. Brush leads and screws should                        g round conn ections. Conn ect one test
   be tight and clean.                                                prod to the field frame and the other to
B.   Armature - The armature should be checked                        the field conn ector. If the lamp lights
     for short circuits, opens and grounds.                           the field coils are grounded and must
                                                                      be repaired or replaced.
     1. Short circuits are located by rotating the
        armature in a growler with a steel strip
                                                                    2. Opens - Conn ect test lamp prods to end
        such as a hacksaw blade held on the
                                                                       of field coil leads. If the lamp does not
        armature. The steel strip will vibrate
                                                                       I ight, the field coils are open.
        on the area of the short circuit. Shorts
        between bars are sometimes produced
                                                             If the field coils need to be removed for repair
        by brush dust or copper between the
                                                             or replacement, a pole shoe spreader and pole
        bars.    Undercutting the insulation will
                                                             shoe screwdriver should be used. Care should
        eliminate the'se shorts.
                                                             be exercised in replacing the field coils to pre-
     2. Opens - Inspect the pOints where the                 vent g rounding or shorting them as they are
        conductors are joined to the commutator              tightened in place. Where the pole shoe has a
        for loose connections. Poor connections              long I ip on one side, it should be assembled in
        cause arcing and burning of the commu-               the direction of armature rotation.
        tator. If the bars are not fully burned,
        resolder the leads in the riser bars and
        turn the comm utator down in a lathe.                                       REASSEMBLY
        Then undercut the insulation between the
                                                               1.   Place the clutch assembly on the armature
        commutator bars 1/32".
     3. Grounds in the armature can be detected
                                                              2.    To facilitate replacing the snap ring and
        by the use of a test lamp and prods.
                                                                    retainer on the armature shaft:
        If the lamp lights when one test prod is
        placed on the comm utator and the other                     a. Place the retainer on the armature shaft
        test prod on the armature core or shaft,                       with the cupped surface facing the snap
        the armature is grounded.                                      ring groove.


                                SNAP RING

                                 GROOVE                                      CRANKING


                                                      Fig. 133-Connections for Checking Pinion Clearance
       Fig. 131-Forcing Snap Ring over Shaft

   b. Place the snap ring on the end of the
      shaft. With a piece of wood on top of it,                   PINION QEARANCE
      force the ring over the shaft with a light
                                                   Pinion clearance should be checked after re-
      hammer blow (Fig. 131) then slide the
                                                   assembly of the motor to insure proper adj ust-
      ring down into the groove.
                                                   ment.     To check pinion clearance follow the
   c. To force the retainer over the snap ring,    steps listed below.
      place a suitable washer over the shaft
      and squeeze the retainer and washer
                                                    1. Disconn ect the motor field coil connector
      together with pliers (Fig. 132).
                                                       from the solenoid motor terminal and IN-
   d. Remove the washer.                               SULATE IT CAREFULLY.
3. Refer to disassembly procedure and follow
   in reverse to complete the reassembly.           2. Connect a battery of 24 volts, from the
                                                         solenoid switch terminal to the solenoid
                                                         frame. (Fig. 133).

                                                    3. MOMENTARILY flash a jumper lead from
                                                         the solenoid motor terminal to the solenoid
                                                         frame or ground terminal. This will shift
                                                         the pinion into cranking position and it will
                                                         remain so until the battery is disconnected.

                                                    4. Push the pinion back towards the commuta-
                                                         tor end to eliminate slack movement.

                                                    5.   Measure the distance between pinion and
                                                         pinion stop. This clearance should be .010
                                                         to .140 (Fig. 134).
       Fig. 132-Forcing Retainer over Snap Ring

                                                   Adjust the pInion clearance by loosening the
                                                   screw on the serrated shaft lever I inkage and
                                                   moving it forward or backward. Press on clutch
                                                   as shown in Figure 134 to take up movement.

Fig. 134-Checking Roller Clutch Pinion Clearance
                                                                                         SECTION R
                      COOLING SYSTEM (EXTERNAL)

This engine is fresh water cooled, utilizing what        The heat rejected in combustion, as well as heat
is known as a "closed system", wherein the cool-         developed by friction, is absorbed by the fresh
ing water is circulated from the water or surge          water coolant moving through the heat exchang-
tank (mounted over the thermostat at the front           er, which has a flow of sea water exchanger
end of cylinder head) through the exhaust mani-          mounted on the engine. Within the heat ex-
fold jacket into the heat exchanger(mounted over         changer, wh ich has a flow of raw or sea water
the flywheel housing). Cool fresh water leaves           through its jacket and around the fresh water
the heat exchanger and flows through the dual oil        passages, the heat is continuously and rapidly
cooler to the cylinder block connection on the           transferred to the sea water flowing through it,
starboard side, where it is circulated thru the          the same as the heat from an automobile engine
block and cylinder head by means of a centrifu-          is carried away by air flowing through the
gal fresh water pump. The fresh water then               radiator.
passes out through the thermostat into the surge
tank and the cir:cuit repeats. See Fig. 99.



              WAT£e                                                   I
                                                                             I           L
                 t                                         ·         t

                                                                      I      I
                        --      HEAT              OIL                        I

              WAT£l::                                      f-
               PUUP           EXCHq..            ('~L£.e                     I
                                                        ...J         'LT.

                                                  , L_. __           ~
                                                   L-- . . _ _ -... __      j

                                                  aV£E 8Q,4eD
                                                  'lJI7J.I £XHAUSr

                                   BLEED UA.£. 'AlP                - - - - .e4W lM4T£e
                                                                   -------·F~H w~~e
                                                                   = = = = (TEAe BOX tJ/L
                                                                   - - - - - D./tl/J./£ OiL

                        Fig. 99-Wafer System Diagram. Also showing Oil Flow to Coolers
Heat is also conducted away from the bearings         Dismantling
and other friction surfaces by the lubricating oil,
                                                      To dismantle the pump, proceed as follows:
which is circulated by a pressure pump and
cooled by the flow of fresh water through the         Remove front end cover.
dual oil coolers, one for the engine and one for
                                                      Remove impeller.
the transmission. In this sense, both of the oil
coolers are also heat exchangers.
The high velocity flow in this closed system pro-
vides close control of operating temperature
throughout the engine, eliminating hot spots.
The system may be filled with anti-freeze solu-
tion. for operating in cold weather.

This is a self priming, positive displacement,
rotary pump, with brass case and a single neo-
prene impeller. The impeller has flexible vanes
which wipe against a curved cam plate at the top
of the impeller housing, producing the pumping
action. Before each initial start coat the impeller
and impeller chamber with Texaco Regal Starfak
No.2 Grease only. The sea watr pump has a
rated capacity of 5-1/2 GPM at 1500 RPM pump
speed. Inlet and outlet are tapped 3/8" NPT.                  Fig. l02-Sea Water Pump Cover Plate

                                                      A suitable press may be used to press aut the
                                                      impeller shaft together with the water pump

                                                      The cam in the impeller housing may then be de-
                                                      tached by removing the single screw.

                                                      Remove seal in impeller housing.

                                                      Remove mechanical seal and seat.

                                                      Inspect and clean all parts and replace with new
                                                      if necessary.

                                                      To re-assemble the sea water pump, the reverse
                                                      order of the above procedure should be adopted,
                                                      care being taken wh en replacing the neoprene
                                                      impeller that the blades all lay in the same
                                                      direction relative to the rotation of the pump,
                                                      that is, the blades trailing.
        Fig. lOl-Removing Sea Wafer Pump
                                                      When reassembling coat the impeller and hous-
                                                      ing with Texaco Regal Starfax No.2 grease.
To Remove Pump
Uncouple inlet and outlet connections.                Important Note:
Remove the four nuts, thereby enabling the            As the sea water pump contains a rubber neo-
pl'mp to be lifted away from the timing case.         prene impeller, it should never be run in a dry
See Fig. 101.                                         condition. If the engine is to be laid up for any
                                                      period the water pump should be packed with
The pump may be replaced by reversing the
above procedure.                                      Texaco Regal Starfax No.2 Grease. This can
                                                      be done by removing the six cover screws and
                                                      end plate. See Fig. 102.
                                                                                     SECTION S


PARAGON HYDRAULIC TRANSMISSION-                       With the control I ever in the neutral position,
           MODEL "P220"                               the pressured oil is prevented from entering
                                                      either the multiple disc clutch piston or the re-
                                                      verse band piston. Therefore the planetary
The Paragon Hydraulic transmission, model P220        gears run idle and the propeller shaft remains
as used on this engin~ is a self contained unit,      stationary.
independent of the engine lubrication oil and
oil pressure system. The unit consists of a pres-     ROTATION DESIGNATION
sured oil system, a hydraulically actuated mul-
                                                      Since there are several methods used to deSig-
tiple-disc clutch for the forward drive and a
                                                      nate the rotation of an engiM, the follOWing
hydraulically actuated reverse band which
                                                      explanation shall be used to determine the rota-
clamps a planetary reverse gear train for the
                                                      tion of an engine so far as all Paragon hydraulic
reverse drive. Cooling is provided by an ex-
                                                      transmissions are concerned.
ternal oil cooler, mounted on the engine, which
utilizes the engine fresh water for cooling.          Regardless of whether the transmission is at-
                                                      tached to the flywheel end or the anti-flywheel
                                                      end of the engine, ALWAYS view the transmis-
OPERATION                                             sion and/or engine from the transmission or
                                                      output end. Therefore, when viewed from the
Pressured oil for the operation of the transmis-
                                                      transmission end, an engine that rotates "clock-
sion is provided by an internal gear type pump
                                                      wise", "standard" or "right hand" will be known
mounted inside of the transmission. The internal
                                                      as a Right hand rotating engine and an engine
gear type pump or oil pump is driven continuous-
                                                      that rotates "counterclockwise", "opposite" or
ly by the engine thus providing pressured oil
                                                      "left hand" will be known as a Left hand rotating
for the operation of the transmission during any
running of the engine. From the pump, the
pressured oil is delivered through the external       It is important when assembling the P220 trans-
oil cooler to the relief valve and to the control     mission to properly determine the rotation of the
valve where, depending upon the control vcilve        engine. Notes taken during disassembly as to
setting, the pressured oil can be directed either     the location of the reverse band adjusting screw,
to the forward drive or to the reverse drive.         the position of the reverse band linkage and
                                                      location of the rotation note on the front end
The pressured oil is maintained at a constant
                                                      plate will be very useful when reassembling
pressure by means of a relief valve. At engine
                                                      the transmission. Remember, ALWAYS VIEW
speeds over 1000 RPM, the pressured oil will be
                                                      THE TRANSMISSION AND ENGINE FROM THE
approximately 125 P.S.I. and at idle speeds the
                                                      TRANSMISSION END.
pressure may be as low as 60 P.S.I. Pressure
slightly above or below these valves may be           The right hand and left hand sides of the trans-
encountered, due to variance in the relief valves.    mission are also determined in the above man-
                                                      ner. That is, they are determined when viewing
By shifting the control lever to the forward posi-
                                                      the unit from the output end.
tion, the pressured oil is directed to the multiple
disc clutch piston. This clamps the multiple disc
clutch and the planetary reverse gear case to-
                                                      PART NUMBERS AND ORDERING
gether as a solid coupling, which rotates in the      The parts list accompanying the exploded views
same direction as the engine rotates.                 are intended only to identify the parts in regard
                                                      to disassembly and assembly for this technical
The reverse band is clamped by shifting the
                                                      manual and are not intended to identify parts
control lever to the reverse position which di-
                                                      by number. To order parts, refertothe complete
rects the pressured oil to the reverse piston,
                                                      parts list section in the back section of this book.
thus engaging the reverse band around the
planetary gear case. This causes the planetary        ALWAYS GIVE MODEL NUMBER AND SERIAL
gears to rotate, driving the output shaft or pro-     NUMBER OF TRANSMISSION WHEN ORDER-
peller shaft opposite to engine rotation.             ING PARTS.

TROUBlE SHOOnNG                                       LUBRICATION
The trouble shooting charts on the following          The model P220 transmission is a self contained
pages should be studied and the suggestions           unit, independent of the engine lubricating sys-
carried out prior to any disassembly, to deter-       tems. The unit is lubricated by pressure and
mine as best as possible what the trouble may         splash from its own oil. The type of oil recom-
be. Also, the exploded views and the accomp-          mended is the same as for' the engine, symbol
anying discussions should be carefully read and       9250, SAE 30.
understood, so that any or all of the service work    The quantity of oil depends upon the angle of
as indicated from the trouble shooting charts         installation, as well as the reduction model.
may be carried out properly.                          The level must be maintained at the high mark
                                                      on the dipstick and should be checked periodical-
                                                      ly to ensure satisfactory operation.
It is desirable to start the engine with the trans-
                                                      When filling for the first time or refilling after
mission in neutral, thus avoiding moving the
                                                      an oil change, check the level after running for
boat in either direction. Should the engine stall
                                                      a few minutes to make certain that the oil cooler
during shifting or in forward or reverse, return
                                                      and the various passages are full. If necessary,
the control lever to the neutral position before
                                                      refill to the high mark on the dipstick to ensure
restarting the engine.
                                                      proper operation of the transmission.
                                                      The oil in the transmission should be changed
It is not necessary to race the engine to obtain      every 100 hours, or each season under normal
good shifting characteristics, as the design of the   conditions, when the engine oil is changed. How-
transmission is such that the operation of the        ever the number of hours that can be run be-
forward and reverse drive is nearly instant-          tween oil changes vari~s with the operating
aneous with the moving of the control lever,          conditions. Drain plugs are located at the bottom
even at very low engine speeds. It is recom-          of the reverse gear housing and the reduction
mended that shifting be done at speeds below          gear housing.
1000 RPM and preferably in the 800 RPM range,
to prolong the life of the engine, transmission,      MODEL AND SERIAL NUMBER
and of the boat. While NOT recommended as
                                                      Each reverse gear has a model number and a
a continuous method, EMERGENCY shifts may
                                                      serial number. These numbers are on the name
be made at higher engine speeds.
                                                      plate, located on the cover of the transmission.

                                        TROUBLE SHOOTING CHART

Chart 1

                                          GEAR INOPERATIVE
                                DRIVE SHAFT DOES NOT ROTATE WITH
                             SELECTOR VALVE IN FORWARD OR REVERSE

                                              I     Check For     I

I     1. LOW OIL PRESSURE                       I               I 4. FAILURE   OF PLANETARY ASSEMBLY             I

I     2. HIGH OIL TEMP ERATURE                  I               I 5. FAILURE   OF REDUCTION GEAR                 I

         PLANETARY GEAR CAGE                    I

    L Check the following items:                                d. Collapsed or disintegrated     water inlet
                                                                   hose. Replace hose.
      a. Low oil supply. Add oil, refer to lubri-
         cation.                                                e. Air leak in cooling water suction line. Re-
                                                                   plll"ce suction line.
      b. Faulty oil gauge. Replace gauge. Oil gauge.
         slow to register, air or obstruction in oil            f. Raw water pump impeller worn or damaged.
         gauge line. Clean and bleed oil gauge                     Replace impeller.
                                                                g. Clogged or dirty oil cooler element. Remove
      c. Plugged oil lines or passages. Clean lines                and clean.
         or passages.

      d. Oil pressure relief vaIn· scored and stick-        3. Check the following items:
         ing. Remove relief valve. Clean valve and
         val ve bore in control valve housing with
         crocus cloth to free vallve, or replace.               a. Reverse   band lining worn out. Replace
      e. Defective pistons and oil distributor seal
         rings. Replace seal rings.
                                                                b. Defective reverse piston   "0" ring. Re-
      f. Defective oil pump. Check for wear, and                   place "0" ring.
         replace if necessary.

    2. Check the following items:
                                                            4. Remove gear case assembly, and check for
      a. Low oil supply. Add oil, refer to lubri-              defective or damaged parts. Replace defec-
         cation.                                               tive or damaged parts.
      b. Low water level in cooling system. Add
         water, and check for leaks.
                                                            5. Remove reduction gear assembly and check
      c. Plugged   raw   water inlet   screen. Clean           for defective or damaged parts.· Replace de-
         screen.                                               fective or damaged parts.

                                          TROUBLE SHOOTING CHART

Chart 2
                                             GEAR DRAGGING

                                                  I   Check For        I
                          I                                                                I

  1. Forward clutch plates warped and sticking.                       a. Bearings and gears worn excessively in
     Remove clutch plates and replace.                                   gear case. Replace necessary parts.

                                                                      b. Input shaft bearings worn excessively,
  2. Check the following items:                                          causing misalignment of input shaft. Re-
                                                                         place necessary parts.

Chart 3
                                           GEAR SLIPPING OR
                                            SLOW TO ENGAGE
                                   WITH SELECTOR VALVE IN FORWARD
                                         OR REVERSE POSITION
                                                  I       Check For       I
                          I                                                                 I
 I 1. LOW OIL      PRESSURE                           I               l       2. WORN FORWARD CLUTCH PLATES         J


      1. Low oil pressure. See Chart 1, item 1.                   2. Remove forward clutch plates and check for
                                                                     wear. If worn excessively, replace clutch

                                       TROUBLE SHOOTING CHART

Chart 4
                                    INTERNAL AND EXTERNAL LEAKS
                                             I   Check For     I

r   1. WATER IN LUBRICATING OIL                  I            I 3. OIL ON EXTERIOR OF MARINE GEAR I

                                              J              I 4. LOSS OF OIL FROM TRANSMISSION I

    1. Check the following items:                          3. Check for damaged gaskets. Replace gaskets.
      a. Hole in oil cooler element permitting water         a. Oil seeping from breather. Check for too'
         to seep into oil compartment. Replace oil              high oil level.
         cooler element.
                                                             b. Defective rear end oil seal. Replace oil
      b. Oil cooler gaskets.    Check gaskets and               seal.
                                                           4. a. See Chart 4, Item # 1.
    2. Defective front end plate oil seal. Replace
       oil seal.                                             b. Check for defective gaskets and seal.

DISASSEMBLY OF TRANSMISSION                           2.    Strike gear half coupling flange with a soft
                                                            mallet to break reduction gear unit from the
As in any servicing operation, cleanliness is a
                                                            reduction adapter plate. Slide entire re-
must and all rules for good workmanship apply.
                                                            duction unit straight back approximately 3
Some of these rules are as follows:
                                                            inches until reduction unit clears reduction
 1.   Use only clean fluid in any cleaning or               drive gear and lift reduction unit clear of
      washing of parts.                                     reverse gear assembly.
 2.   Use only clean oil, when pressing parts
 3.   Never press a ball bearing so that the          DISASSEMBLY OF REDUCTION GEAR
      force is carried through the balls.              1.    Remove oil drain plug (39) from bottom of
 4.   Never use a hammer to drive ball bearings,             reduction gear housing (58) and drain oil
      neddle roller bearings or oil seals in place.          from unit. Make certain that all lubricating
                                                             oil is removed from reverse gear unit.
 5.   Use only properly sized wrenches in re-
      moving or securing nuts and capscrews.          2.     Remove capscrews (107) and lockwashers
                                                             (108) from flange of reduction gear housing
 6.   Replace gaskets and "0" rings with new                 and slide entire reduction gear straight
      material.                                              back approximately 3 inches until reduction
 7.   Work on a clean bench and protect gear                 gear clears reduction drive pinion.
      teeth and oil seal surfaces from nicks and      3.     Bend tang of lockwasher (47) away from
      scratches.                                             locknut (48). Remove locknut using suitable
 8.   Lubricate the lips of new oil seals with               wrench and lift lockwasher from shaft. Re-
      clean, light grease applied with a soft brush          move coupling washer (46).
      before installing on the running surface.        4.    Remove gear half coupling (106) with gear
Before removing the transmission from the en-                type puller or by supporting entire assem-
gine, disconnect all control cables, and oil lines           bly under flange of gear half coupling and
to the cooler. The propeller half coupling should            press against shaft to force coupling from
be disconnected and slid back approximately                  assembly.
4 inches. Remove the dipstick from the housing         5.    Remove six capscrews (44) and washers
and drain all of the lubricating oil before re-              (43) and remove oil seal retaining rear
moving the transmission to avoid spilling the oil            plate (42).
in the boat.
                                                      6.     Suppbrt reduction gear housing so that out-
DISASSEMBLY NEED BE CARRIED OUT ONLY                         put shaft and gear (51) and (38) can drop
AS FAR AS IS NECESSARY TO CORRECT                            free approximately 2 inches and press out-
THOSE D IFF I C U LTIES WHICH INTERFERE                      put shaft and gear from reduction gear
WITH PROPER FUNCTIONS 0 F THE TRANS-                         housing.
                                                       7.    Press ball bearing (40) from housing.
                                                       8.    If necessary to replace, remove oil seal (45).
NOTE: To facilitate removal of the transmission
                                                            REMOVAL OF COMPLETE TRANSMISSION
      from the engine, it is easier to remove
      the reduction gear assembly first. Make
                                                                 ASSEMBLY FROM ENGINE
      certain that all of the oil is removed from      1.    Remove six bolts' and washers from around
      the reverse and reduction units before                 flange of reverse gear housing.
      removal is attempted.
                                                       2.    Slide entire reverse gear assembly straight
 1.   Remove capscrews and lockwashers around                back approximately 3 inches until transmis-
      flange of reduction gear housing.                      sion is clear of engine.

Fig. 1Sl-Complete Assembly

                                                    6.    Remove retaining ring (70) from end of re-
                                                          verse piston shaft pin (69) and remove
                                                          reverse piston shaft pin (69) from reverse
                                           74             band lever (81) and reverse piston shaft.
                                           76             Remove retaining ring (70) from other end
                                          80              of reverse piston shaft pin.
                                          75         7. Remove piston backup plate (95) from re-
                                                        verse piston shaft and remove "0" ring
                                                        (98) from groove in bore in piston back-
                                                        up plate.

           85                                        8.   Remove retaining ring (70) from end of re-
                                                          verse band roll pin (102) and remove re-
                                                          verse band roll pin from levers (81) and
                                                          reverse band roll (101). Remove retaining
                                                          ring (70) from other end of reverse band
          93                                              roll pin.


                                                     9.   Remove capscrew (112) from cover (85)
                                                          and remove detent spring (111 land remove
          69                                              ball detent (110).

                                                    10. Remove control valve retaining ring (72)
                                                          from counterbore on under side of cover

                                                    11. Remove assernbled control valve from top
                Fig. 152-Cover Assembly                 of cover by pulling on control lever (74).

DISASSEMBLY OF COVER                                12.   Remove capscrew (77), lockwasher (78) and
                                                          plain washer (79). Remove control lever
FIGURE 152                                                (74), control lever bushing (76) and control
 1. Remove six socket head bolts (89) around              lever pawl (80) from control valve (73).
    flange and cover.
 2.   lift cover (85) from top of reverse gear      13. Remove control valve "0" Ring (75) from
      housing assembly by rotating slightly. This         groove in control valve (73).
      will leave the reverse piston (93) and as-
      sembled linkage remaining on the reverse
      gear housing assembly.                        14. It is not necessary to remove control lever
                                                        pin (109) in control valve for further serv-
 3. Remove reverse band support screw (97)
                                                        ICing. However, if control valve pin has
    and back out approximately 1 inch.     .
                                                        become damaged and needs replacing, it
 4. lift reverse piston (93) and assembled link-        may be removed by gripping with a plier
    age from top of reverse gear assembly.              and twisting.
NOTE: Make notation of position of linkage, i.e.
      to which side levers (81) are attached.
                                                    15. Unless damaged, it is not necessary to re-
 5.   Remove reverse piston "0" ring (94) from          move control lever pins (86) and pipe plugs
      groove in reverse piston (93).                    (71) from cover.



                FRONT END PLATE


                                     Fig. 153-Front End Plate and Pump

  DISASSEMBLY OF FRONT END PLATE AND                      8.   It is not necessary to remove two pump
                 PUMP                                          pins (17) from pump housing (18) for further
                                                               servicing. However, if pump housing pins
 FIGURE 151 and 153.                                           have become damaged and require re-
                                                               placing, they may be removed by gripping
 I.   Remove six flat-head socket capscrews (91)               with a plier and twisting.
      around flange of front end plate assembly.
NOTE: To assure proper assembly, make nota-               9.   Unless damaged and they require re-
      tion of direction of cast arrow on front                 placing, do not attempt removal of roller
      end plate before removing front end                      bearing (14) and front end plate thrust
      plate (Fig. 151).                                        washer (13) from front end plate.
 2.   Place assembly tool T-4689 over splined
      end of engine gear (10) to protect oil seal        10.   Unless damaged and it requires replacing,
      during removal of front end plate.                       do not attempt removal of oil seal (12)
                                                               from front end plate. If necessary to re-
 3.   lift front end plate assembly, figure 151,               move oil seal for replacement, take care
      from housing assembly taking care not to                 not to damage roller bearing (14) and front
      damage front oil seal in front end plate.                end plate th rust washer (13).
 4.   Remove pump drive key (9) from engine
      gear (10).
 5.   Remove six capscrews (4) and six lockwash-               REMOVAL OF GEAR CASE ASSEMBLY
      ers (5) from pump housing (18), figure 153.                FROM REVERSE GEAR HOUSING
 6.   Remove pump port plate (3) from front
                                                         FIGURE 154
      end plate. Care must be taken not to
      damage pump housing pins (17).                      1.   Remove reverse band (103) from gear case
                                                               inside reverse gear housing.
 7.   Remove pump port plate (3) from pump
      housing and rem')ve inner pump gear (15)
      and outer pump gear (6} from cavity in              2.   Support reverse gear housing face down on housing.                                           engine gear.
     S .10

                                       Fig. 154-Reverse Gear Housing

3.     Remove socket head capscrews that secure            8.   Unless damaged and in need of replacing,
       reduction adapter plate (36) to reverse gear             do not remove oil suction tube (79), oil
       housing (1). lift reduction adapter plate                distributor tube (122), baffle (68), reverse
       (36), ball bearing (52) and rElduction pinion            band housing pin (100), 1/4" pipe plug for
       tailshaft (56) assembly straight up until                oil drain, capscrew (97) and' brass washer
       reduction pinion tailshaft end is clear of               (92) from housing. If necessary to replace,
       housing.                                                 make note of location of each to aid re-

4.     Press ball bearing (52) and reduction pinion        9.   Remove all old gaskets from reduction ad-
       shaft (56) from reduction adapter plate (36).            apter plates, cover and housing.

5.     Remove retaining ring (53) from reduction
       pinion tailshaft (56) and press ball bearing      DISASSEMBLY OF GEAR CASE
       (52) from reduction pinion tailshaft.
                                                         FIGURE 155
6.     Remove needle thrust bearing (55) and               1.   If necessary to replace, remove oil dis-
       bearing race (55A) from counterbore in                   tributor seal rings (54) from ring grooves
       rear of reverse gear housing.                            in screw collar (61).

7.     lift reverse gear housing straight up from         2.    Bend sides of screw collar clip (66) away
       gear case assembly until housing clears                  from head of lockscrew (67) and remove
       gear case assembly.                                      lockscrew and clip from screw collar (61).

                                 Fig. 155-Disassembly of Gear Case

3.   Using spanner wrench T-439 I , remove            10. Bend sides of case clip (7) away from head
     screw collar (61) from end of gear case              of capscrew (8) and remove capscrew (8),
     (23) while clamping gear case.                       case clip (7) and pinion shaft locking tab
                                                          (16) from gear case (23).
4. Remove retaining ring (32), spring retainer
   (31) and spring (33) from screw collar. Re-        II. Drive pinion shaft (21) from on~ of short
   move forward piston (34) from screw collar             pinions (28) from threaded end of gear
   by tapping open face of screw collar on                case approximately 1/2 inch. Push pinion
   wooden surface.                                        shaft on through with dummy shaft T-4725
                                                          until dummy shaft is centered in short pin-
5. Remove "0" rings (64) and (59) from outside            ion.   Remove short pinion and dummy
   and inside diameters of piston.                        stud from gear case (23). Remove pinion
                                                          shaft and short pinion spacer (25) from
6.   If necessary to replace, remove screw col-           gear case.
     lar needle bearing (57) from screw collar.
                                                       12. Replace dummy shaft with pinion shaft (21)
7. lift clutch plates (65) and (63) from end of            and remove remaining short pinions.
   gear case.
                                                       13. Remove engine gear (10) from inside gear
8. Remove propeller gear thrust washer (60)
                                                           case (23).
   from counterbore in propeller gear.

9. Remove propeller gear (30) and engine               14. Remove long pinions (84) from gear case,
   gear thrust washer (29) from inside of gear             using T-4724 as in , ) I above. Remove
   case.                                                   thrust pads (24) from inside gear case.

 15. Do not remove engine gear roller bearings          6.   All gear teeth should be examined fo r
     (II) unless damaged and replacement is                  "pitch line pitting", uneven wear pattern or
     necessary.                                              excessive wear.
16.    Do not remove gear case needle bearing           7.   All shafts should be examined for wear on
       (22) unless necessary to replace.                     splines and shoulders.

                                                        8.   Clutch plates should be examined for flat-
                                                             ness, roughness, indication of excessive
DISASSEMBLY OF RELIEF VALVE                                  heating and wear or peening of driving
FIGURE 154                                                   lugs.
                                                        9.   Clutch plate carrier should be examined
 I. Remove relief valve pipe plug (114) and
                                                             for wear and peening of involute splines.
       relief valve holdown spring (115) from re-
       verse gear housing (I).
                                                       10. Examine all "a" rings for cuts, flattening or
                                                           evidence of rolling.
 2.    Using long nose pliers remove relief valve
                                                       11.   Examine all oil seals for rough or charred
 3.    Do not remove snap ring (116) or "0" ring
       (117) unless damaged and replacement is         12.   Oil pump parts should be examined for
       necessary.                                            wear.

 4.    Hold relief valve body in vice. Depress         13.   Reverse band links, pins and adjusting
       relief valve plug (119) with screwdriver              screw should be examined for wear or
       until relief valve pin (I 18) may be re-              bending.
       moved from side of relief valve body.
                                                       14.   Reverse band lining should be examined
 ~l.   Remove relief valve plug (119) and relief             for wear.
       valve spring (120) from relief valve body.      NOTE: lining should be replaced before .rivets
                                                             come in contact with gear case.
                                                       15.   Gear case should be examined for wear
                                                             from reverse band lining, short or long
         REASSEMBLY OF TRANSMISSION                          pinions wearing into inside face or wear
                                                             in clutch plate slots on threaded end.
INSPECTION                                             16.   Oil distributor seal rings should be exam-
                                                             ined for wear on outside diameter and on
All parts should be thoroughly cleaned before
                                                             side away from pressure.
inspection. Parts showing excessive wear should
be replaced.                                           17.   Screw collar should be examined for wear
                                                             where oil distributor seal rings run.
 1.    Ball and roller bearings should be exam-
       ined for indications of corrosion and pitting   18.   All retaining rings should be examined for
       on balls or rollers and races.                        burrs or deformities.
 2.    long and short pinion roller bearings should    19.   All old gaskets should be replaced.
       be examined for wear.
                                                       20.   All oil passages should be checked to make
 3.    Pinion shafts should be examined for wear             certain that they are clear.
       or "brinelling" (wear on pinion shaftcaused
                                                       21.   External oil lines and fittings from cooler to
       by rollers).
                                                             transmission should be examined to see that
 4.    long and short pinion thrust pads, roller             they are clear and not damaged.
       spacers and short pinion spacers should be
                                                       22.   Engine gear should be examined for wear
       examined for wear.
                                                             on oil seal surface, roller bearing races
 5.    long and short pinion bore diameter should            and gear teeth for pitch line pitting, uneven
       be exam ined for wear.                                wear or excessive wear.

23.   Vibration dampers should be checked at                  (e) Remove dU'mm y shaft, insert second
      springs and splines for wear.                               thrust pad (24) between long pinion and
                                                                  rear wall of gear case and start pinion
24.   Check relief valve plug and relief valve
                                                                  shaft into rear wall of gear case. Do
      body for scoring or burrs.
                                                                  not drive pinion shaft all the way into
                                                                  gear case until all shafts are inserted.

ASSEMBLY OF GEAR CASE                                         (f) Assemble remaining long pinions into
                                                                  gear case.
                                                         3.   Press first engine gear roller bearing (II)
 I.   Press gear case needle bearing (22) into
                                                              into engine gear (10) using bearing assem-
      gear case (23), using bearing assembly
                                                              bly tool T-4603. Install second engine gear
      tool T-4602.
                                                              roller bearing into engine gear using
 2.   Assemble long pinions (84) and roller bear-
      ings (83) and thrust pads (24) etc., as follows:
                                                         4.   Install engine gear (10) with assembled
      (a) Place long pinion (84) on one end on                engine gear roller bearings into gear case
          thrust pad (24) and insert dummy shaft              (23) from threaded end of gear case, mesh-
          T-4724 into long pinion.                            ing teeth on engine gear and long pinions
                                                              already assembled into gear case. The
      (b)' Insert four roller bearings (83) equally           splined end of the engine gear should pro-
           spaced around dummy shaft to center                truo~ from the front end of the gear case.
           shaft in pinion; then assemble remain-
           ing rollers in first row. Thirty-two roller   5.   Assemble short pinion (28) and roller b-ear-
           bearings complete one row. Install long            ings (26) etc., as follows:
           pinion bearing spacer (82) over dummy              (a) Place short pinions (28) on one end on
           shaft next to first row of roller bearings,            flat surface and insert dummy shaft T-
           then assemble second row of roller                     4725 into short pinion.
NOTE:     Smear dummy shaft with cup grease to                (b) Insert four roller bearings (26)' equally
          prevent rollers from dropping out. Use                  spaced around dummy shaft to center
          extreme care when handling assembled                    shaft in pinion; then assembleTemaining
          pinions to prevent roller bearings from                 rollers in first row. Thirty-two roller
          dropping out during assembly, into gear                 bearings complete one row.
          case.                                                   Insert short pinion bearing spacer (27)
      (c) lay gear case (23) on side and insert                   oVer dummy shaft next to first row of
          long pinion (84) with dummy shaft and                   roller bearings, then assemble second
          roller bearings in gear case from thread-               row of roller bearings.
          ed end of case. long pinion should
          align with one hole in outer row of            NOTE:    Smear dummy shaft with cup grease to
          pinion shaft holes. Insert thrust pad                   prevent rollers from dropping out. Use
          (24) between long pinion and front wall                 extreme care when handling assembled
          of gea r case. Note that each th rust                   pinion to prevent roller bearings from
          pad aligns with one hole on outer row                   dropping out during assembly into gear
          and one hole on inner row of pinion                     case.
          shaft holes and that the curvature of
          thrust pad follows curvature of gear                (c) line up thrust pad (24) already in gear
          case.                                                   case and insert pinion shaft (21), plain
                                                                  end first, into unthreaded end of gear
      (d) Insert pinion shaft (21), plain end first,              case, through thrust pad so that pinion
          into unthreaded end of gear case and                    shaft protrudes approximately one inch
          push through thrust pad and pinion as                   into gear case. Place short pinion spa-
          far as rear wall of gear case, forcing                  cer (25) over end of protruding pinion
          out dummy shaft.                                        shaft.

       (d) Smear ends of roller bearings with cup              (b) Install remaining b'ronze clutch plates
           grease.                                                 (63) and steel clutch plates (65) alter-
       (e) Insert short pinion assembled with roll-                nating bronze and steel until all are in
           er bearings, etc., into gear case, mesh-                place.
           ing teeth on short pinion and long pin-
                                                         NOTE:     Make certain that all clutch plates ride
           ion already in gear case. line short
                                                                   freely on their respective lugs and that
           pinion over pinion shaft and short pin-
                                                                   no binding is apparent during assembly.
           ion spacer already in gear case and
           push pinioll shaft through short pinion
                                                         11.   Press screw collar needle bearing (57) into
           as for as rear wall of gear case, forcing
                                                               screw collar (25) using bearing assembly
           out dummy shaft.                                    tool T-4671 .
       (f) Remove dummy shaft, line up second
                                                         12.   Install "0" rings (64) and (59) to outside
           thrust pod (24) already in gear case
                                                               diameter and inside diameter of forward
           and start pinion shaft into rear wall of
                                                               piston (34).
           gear case. Do not drive pinion shaft
           all the way into gear case until all          13.   Install forward piston with "0" rings into
           shafts are inserted.                                screw colla r (61). Lubricate "0" ringsurfaces
       (g) Assemble remaining short pinions into               of screw collar with light oil before installing
           gear case.                                          forward piston into screw collar.
                                                         NOTE:     Use care in installing forward piston as
 6.    Align slots in each pair of pinion shafts so                not to roll or damage "0" rings on in-
       that slots face each other and are parallel.                ternal threads in screw collar.
       Insert pinion shaft locking tab (16) into slots
       in pinion shaft. Make certain that the pin-       14.   Install screw collar spring (33), spring re-
       ion shafts and pinion shaft locking tabs are            tainer (31) and retaining ring (32) in screw
       seated against gear case. Place case clip               collar.
       (7) over top of pinion shaft locking tab
       lining up holes with threaded holes in gear       15.   Clamp gear case in vice with engine gear
       case and formed end of case clip over edge              protruding down. Place screw collar with
       of locking tab toward center of gear case.              assembled forward piston, screw collar
       Install capscrew (8) and secure tightly. Bend           spring, spring retainer, retaining ring and
       pre-formed end of case clip up around                   screw collar needle bearing and screw
       head of capscrew.                                       down collar using spanner wrench T-4391.
                                                               Screw collar should be tightened until
 7.    Install engine gear thrust washer (29) on               threaded holes in periphery of screw collar
       engine gear (10) from thread end of gear                line up with drilled holes in gear case.
                                                         16. line up screw collar clip (66) over one
                                                             threaded hole in screw collar with lip over
 8.    Install propeller gear (30) into gear case
                                                             edge of screw collar. Install lockscrew (67)
       from thread end of the gear case meshing
                                                             and tighten until two sides of lockscrew
       the gear teeth of the propeller gear with
                                                             head are parallel with sides of clip. Bend
       the short pinions already in the gear case.
                                                             pre-formed sides of clip up around head of
                                                             lockscrew. Add second lockclip and lock-
 9.    Install propeller gear thrust washer    (60) in       screw.
       counterbore of propeller gear.
                                                         17.   Install two oil distributor seal rings (54)
10. Install steel clutch plates (65) and bronze                in ring grooves of screw collar.
       clutch plates (63) in clutch plate cavity in
       threaded end of gear case as follows:             NOTE:     Use care in expanding oil distributor
                                                                   seal rings when installing so as not to
       (a) Place one steel clutch plate (65) with                  break rings.
           lugs in notches of g~ar case and place
           one bronze clutch plate (63) over teeth       18.   Up-end gear case assembly and place on
           on clutch plate carrier.                            end of engine gear.

ASSEMBLY OF GEAR CASE IN REVERSE GEAR                   J O.   Press needle th'rust bearing (35) into reduc-
              HOUSING                                          tion adopter plate (36).

FIGURE 154                                              1 I.   Press reduction adopter plate assembly,
                                                               Figure 154 over reduction pinion tailshaft
 1.   Assemble oil suction tube (19) til hole in               assembly, Figure 154.
      flange of reverse gear housing (1) using
      suction tube assembly tool T-4672.                12.    Install complete reduction adopter plate on-
                                                               to housing assembly. Install six socket head
 2.   Insert oil distributor tube (122) in hole in             capscrews in reduction adapter plate (36).
      top of reverse gear housing, making cer-                 Use two reduction adopter plate seals in
      tain that tube is seated in bottom of hole               two uppermost h a I e s under head of
      and is below top surface of reverse gear                 capscrews.
                                                        J 3.   Place new gasket (37) on reduction adopter
 3.   Install baffle (68) into reverse gear housing
      (1) until back side rests on bosses in back
      of reverse gear housing. Fasten with flat
      head socket capscrews (62).

4.    Install reverse bond housing pin (100) into
                                                        COVER ASSEMBLY
      drill boss on inside of housing near elon-        FIGURE 152
      gated slot in top.
                                                          1.   Install pipe plugs (71) into cover (85). Install
5.    Place new front end plate gasket (20), cover             two control lever pins (86) into top of cover
      gasket (94) and rear housing gasket (1 J 3)              (85).
      on reverse gear housing. Note that front
      gasket (20) holds reverse bond housing pin         2.    Assemble one control lever pin (109) to top
      (100) in housing.                                        of control valve (73).

                                                         3.    Assemble control valve "0" ring (75) to
 6.   Turn oil distributor rings (54) in screw collar          groove at top of control valve (73).
      (6 I) so that gaps of rings are together and
      are facing up.                                      4.   Place control valve lever (74) over control
                                                               valve lever pin on control volve.
 7.   Toke reverse gear housing assembly, (figure
       J 54) and place over gear case assembly,          5.    Install control lever bushing (76) into con-
      (Figure J 55). Start housing bore over screw             trol lever pawl (80).
      collar. Ease oil distributor rings into cham-
      fer on bore of reverse gear housing with           6.    Install control lever (74) onto control lever
      gentle rocking motion. Do not force rings                bushing.
      into housing or rings may break. Lubricate
      bore in housing before installing to ease          7.    Assemble plain washer (79), lockwasher (78)
      assembly.                                                and capscrew (77) in hole of control lever
                                                               bushing (76) and into thread hole in control
 8.   Place needle thrust bearing race (55A) and
      needle thrust bearing (55) on top of screw
                                                         8.    Install assembled control valve into cover
      collar. Make certain that engine gear thrust
                                                               (85) from topside of cover, so that the point
      washer (29), propeller gear thrust washer
                                                               on the control lever pawl is painted at
      (60), thrust bearing race (55A) and needle
                                                               neutral position. Lubricate bore of cover
      thrust bearing (55) are lined up properly.
                                                               before installing control valve to aid in
                                                               installing. Care must be token not to dam-
 9.   Press reduction pinion tailshaft (56) into boll          age "0" ring during assembly. Assemble
      bearing (52).    Install retaining ring (53)             control valve retaining ring (72) to control
      in place.                                                valve from underside of cover.

 9.     Make certain that control lever and control       RELIEF VALVE ASSEMBLY
        valve rotate freely.
                                                          FIGURE 154
10.     Install ball detent (I 10) into hole in side of
        cover and rotate control valve until ball         1. Place relief valve spring (120) in relief
        detent drops into detent in control valve.              valve housing (121).    Place relief valve
                                                                plug (119) on top of spring in relief valve
                                                                housing (121 ).
I J.    Install detent spring (III) on top of ball
        detent in cover. Install seal washer and
        capscrew (112) and tighten capscrew. Ro-          2.    Clamp relief valve housing (121) in vise
        tate control valve to make certain that ball            with relief valve plug up. Depress relief
        detent operates smoothly in forward, neu-               valve plug with screwdriver until relief
        tral and reverse.                                       valve pin (118) can be pushed through
                                                                holes in relief valve housing (121).

                                                          3.    Install relief valve pin (118) in relief valve
12. NOTE: The following items may be assem-
                                                                housing (121) and relax pressure on relief
          bled together at this time; however,
                                                                valve plug until plug holds pin in place.
          DO NOT assemble into cover at
          this time.

13. Assemble retaining ring (70) to one end of            FRONT END PLATE AND PUMP ASSEMBLY
    reverse band roll pin (102). Install reverse          FIGURE 153
    band roll pin through hole in short leg of
    one reverse band lever (81). Place reverse             1.   Press oil seal (12) into front end plate (2)
    band roll (101) over end of reverse band                    from front face or outside face of front end
    roll pin and install second reverse band                    plate.
    lever (81) over end of reverse band roll
    pin (102). Make certain that both levers               2.   Press front end plate thrust washer (13)
    are installed so as to line up. Install re-                 into front end plate, using assembly tool
    taining ring (70) over end of reverse band                  T-4673 until properly seated against bot-
    roll pin.                                                   tom of bore.

                                                           3.   Press roller bearing (14) into front end plate
14. Assemble retaining ring (70) to end of re-                  using assembly tool T-4602.
    verse piston shaft assembly Figure 152.
    Install reverse shaft pin through hole in long         4.   Install .two pump housing pins (17) into pump
    leg of one reverse band lever (81), through                 housing (18).
    hole in reverse piston shaft (92) and through
    hole in long leg of one reverse band lever            5.    Install outer pump gear (6) into cavity of
    (81), through hole in reverse piston shaft                  pump housing (18).
    (92) and through hole in long leg of second
    reverse band lever (81).        Assemble re-          6.    Install inner pump gear (15) into cavity of
    taining ring (70) to end of reverse piston                  pump housing (18) meshing teeth with outer
    shaft pin (64).                                             pump gear.

                                                          7.    Place pump port plate (3) over pump hous-
15.     Install reverse piston "0" ring (94) into               ing (18) with unchamfered side toward pump
        groove in 0.0. of reverse piston (93).                  housing, lining up over pump housing pins
                                                                (17) already in· pump housing, and press
NOTE:         DO NOT assemble into cover at this
                                                          8.    line up pump housing pins (17) protruding
                                                                through pump port plate (3) with holes in
                                                                front end plate and bolt together using
                                                                six lockwashers (5) and six capscrews (4).

TRANSMISSION ASSEMBLY                                 10.    Install six flat-head socket capscrews (91)
                                                             to front end plate assembly and reverse
                                                             gear housing and tighten securely.
 1.   Install pipe plug into drain hole of housing.
      Drain hole is located on the right hand
      side near the bottom of the housing.            11.    Install assembled reverse piston and link-
                                                             oge (figure 152) into opening in top of re-
                                                             verse gear housing as follows:
 2.   Install relief valve assembly into reverse
      gear housing. Assemble relief valve re-
      taining ring (116) and "0" ring (118). Make            (a) Back off reverse band support screw
      certain that relief valve is seated properly.              (97) until reverse band can be rotated
      Assemble relief 'valve holddown spring                     past end of reverse band support screw.
      (115) and pipe plug (114).
                                                             (b) Rotate reverse band until reverse band
 3.   After final adjustments have been made,                    roll on assembled linkage can pass be-
      install breather (90) and dipstick (104).                  tween lug on reverse band and reverse
                                                                 band housing pin in housing.
 4.   Insta.ll brass washer (96) and screw (97) to
      threaded-through hole in pad on side of                (c) Slip reverse band roll over squared end
      housing.                                                   of.l ug on reverse band and hook notches
                                                                 of reverse band lever over reverse
 5.   Assemble reverse band (103) to gear case                   band housing pin in housing.
      inside housing so that lugs on reverse band
      are up and in line with reverse band sup-              (d) Insert screwdriver through opening in
      port screw, Position reverse band support                  top of housing and rotate reverse band
      screw so t.hat lug on reverse band can rest                lug against reverse band roll. This will
      against it.                                                cause the reverse piston and piston
                                                                 back-up plate to drop down against the
 6.   Install pump drive key (9) in hole in engine               top of the housing.
      gear.    line up sides of pump drive key
      with engine gear.                               NOTE:      Hook reverse bar'td lever on reverse
                                                                 band housing pin on righthand side of
 7.   Place assembly tool T-4689 over splined                    housing.
      end of engine gear to protect oil seal du-
      ring front end plate assembly.
                                                              (e) Tighten reverse band support screw.
 8.   line up keyvJay in inner pump gear in
      front end plate assembly (figure 153) with
      pump drive key in engine gear. Slide             12.   Place cover and assembled control valve
      front end plate assembly over engine gear              (figure 152) over reverse piston assembled
      until front end plate is seated properly               to reverse gear housrng, and line up bolt
      against housing, engaging pump drive key               holes in cover with those in reverse gear
      with keyway in inner pump gear.                        housing.

 9.   Rotate front end plate assembly to line up      13. Press down on cover, engaging reverse
      six bolt holes with reverse gear housing.           piston in cavity in cover. Care must be
      Note that front end plate assembly can be           taken not to damage "0" ring on reverse
      located in one of two positions; i.e., up for       piston during. assembll'f. Lubricate bore
      right rotation or up for left rotation. As          in cover prior to assembly with light oil.
      the transmission is always viewed from the
      transmission or output end, the plate should
      be assembled with words "Use For Left            14.    Install six ferry head cap$crews (89) in cover
      Rotation" being up.                                     and tighten securely.

ASSEMBLY OF COMPLETE TRANSMISSION AS-                   8.    Place coupling wosher (46) over end of
          SEMBLY TO ENGINE                                    shaft, insert lockwasher (47) with tang on
                                                              inside of lockwasher in slot on shaft. Place
 1.   Install two studs in opposite side holes in
                                                              locknut (4S) onto shaft and secure using
      engine adapting piate on en~~ine so studs               suitable wrench.
      protrude approximately 3-1/2 inches.
2.    Start reverse gear assembly over studs             9.   Bend one tang of lockwasher into slot on
      and slide entire assembly up against en-                locknut.
      gine, engaging spline on engine gear in
                                                        10. Install two studs 3-1/2 inches long into two
      splined hole of vibration damper on engine.
                                                              opposite holes in reduction adapter plate.
3.    Install four 7/16"-14 x 1-3/4" attaching bolts
      and washers in holes around flcnge of re.-        11.   Position reduction gear assembly over studs
      verse gear housing.                                     and slide onto reduction drive geor. It mny
                                                              be. necessary to rotate reduction gear slight-
4.    Remove studs and install remaining two
                                                              ly to properly mesh gear teeth.
      bolts and washers.
                                                        12.   Install   lockwashers   (lOS) and capscrews
                                                              (l07) around flange of reduction gear hous-
                                                              ing and tighten uniformly.
 1.   Replace oi1 drain plug (39) into reduction
      gear housing (54).
 2.   Press ball bearing (40) with snap ring into       ADJ USTMENTS
      reduction gear housing (58).
                                                        With transmission secured to the engine, replace
 3.   Press output shaft and gear (51) into reduc-      all oil lines, etc. Before securing the propeller
      tion gear housing.                                half coupling to the gear half coupling, check to
                                                        make certain that the couplings do not run out
 4.   Install oil seal (45) into rear end plate (42).   more than .002 inches with respect to each other.

 5.   Assemble rear end plate and seal to reduc-
                                                        The transmission should be filled with new oil as
      tion housing. Install six lockwashers (43)
                                                        specified under "lubrication".
      and capscrews (44) in rear end plate holes
      and tighten securely.
                                                        The forward clutch is direct acting and has suffi-
                                                        cient travel to compensate for wear. Therefore,
 6.   Install "0" ring (123) over spline on output
                                                        there are no adjustments for the forward drive.
      shaft against bearing shou!der of shaft.
                                                        No adjustment is necessary for either the neu-
 7.   Support unit on inside of shaft with large        tral or reverse. A large spring provides posi-
      end of unit down and press splined gear           tive retraction of the forward piston and the
      half coupling (106) onto shaft end until          reverse piston stroke and band linkage eliminates
      coupling is seated against ball bearing.          any adjustments on the reverse.
                                                            SECTION V

    The following Bulletins contain supplementary and up-
dated information about various components and service pro-
cedures which are important to the proper functioning of
your engine and its support systems.

    You should familiarize yourself with the subjects and
make sure that you consult the appropriate Bulletin(s)
whenever your engine requires service or overhaul.
                   SERVICE BULLETIN
DATE:         September 17, 1976                                         BULLETIN NUMBER: 10
MODEL:        Westerbeke 40 and WPDS 10-15
SUBJECT:      Sea Water Pump Clearance and Al ignment

        Adequate longitudinal clearance between the sea water pump shaft and the
        driving shaft is established by the use of multiple pump gaskets. The number
        of gaskets required can vary from 1 to 4. Enough gaskets must be used so
        that the shaft ends do not mate. See figure 1.
             WATER PUMP GA':,Kt:TS                          DRIVE SHAFT DRIVER
                PUMP SH4FT
                  (DRW£N)                        ~          NOTE:
                                                            The application of liquid
                                                            or paste type Prussian
                                                            blue (at pOints indicated
                                                            by arrows) will give
                                                            positive indications of
                                                            pump drive contact which
                                                            will require the use of
                                                            additional gaskets.

        If the proper clearance is not maintained, the sea water pump shaft will
        force the fuel pump drive hub against its bushir.g. The bushing will seize
        to the drive hub and rotate in its housing. Bushing wear and loss of oil
        pressure will result.
        When replacing the sea water pump be sure that the same number of gaskets
        is replaced and there is the required clearance.

        Alignment is just as critical as clearance. The latest 1/211 pump
        intentionally has no pilot because the location of the timing cover itself
        is not precise. To assure that the pump shaft is axial with the driving
        shaft, install the pump with the four nuts just snugged. WITH THE FUEL
        STOPLEVER OFF, crank the engine for a few seconds. If the nuts have not
        been overtightened, the drive tang will cause the pump to align itself.
        It is best to deliberately offset the pump against its studs so you can
        visually verify movement of the pump as it centers itself during cranking.
        The nuts should then be tightened. This procedure must be repeated anytime
        the pump is loosened.

                                       J. H. WESTERBEKE CORP.
                                       AVON INDUSTRIAL PARK, AVON, MASS. 02322· (5171 588-7700
                                                  CABLE: WESTCORP, AVON· TELEX: 82- ........

PIN: 16742
                SERVICE BULLETIN
 DATE:      Apri 1 23, 1968                                             BULLETIN NUMBER: 11
 MODEL:     Westerbeke 40 and WPDS 10-15

 SUBJECT:   Instructions for Replacing Injection Pump Drive Hub Bushing (#0050323)

1. Remove cis Pulleys

2. Remove water pump

 3. Remove timing cover

4. Mark idler gear and fuel pump gears before removing fuel pump
   gear (This is very important in order to retain proper relation
   of gears and eliminate re-timing of engine).

 5. If fuel pump hub bushing is worn as suspected, gear and bushing
    will pull right out er block.

6. Remove quill shaft rrom injection pump (splined pump drive shart).

7. Remove gear rrom drive hub

8. Remove hub bushing retaining circlip

 9. If bushing is frozen on hub, tighten forward end or bushing in
    vise and drive hub of bushing with brass drive taking care
    not to damage female splines in hub

10. Place hub rlange on top or vise and with small brass punch
    knock out drive key from hub

11. Clean hub shaft with crocus cloth or similar material. Pre-
    oil and fit new bushing. Check that bushing rotates rreely.
    Replace circlip.

12. Clean bushing hole in block

13. With plastic or similar soft headed mallet drive newly assembled
    bushing in place hitting squarely on center until it has
    definitely bottomed out against block.


                                   J. H. WESTERBEKE CORP.
                                   AIION INDUSTRIAL "ARI<, AIION, MASS. 02322· (.'71 588-7700
                                               CA.LE: WE.TCOR", AIION·TELEX; .2-4444
         WESTERBEKE SERVICE BULLETIN #11        (Continued)

      14. Axter bushing is in place recheck xor xree rotation      ox   hub
          making sure no binding is evident

      15. Line up master spline    ox   drive hub with master spline    ox
          xuel pump drive

      16. Replace xuel pump drive shaxt by passing it through drive
          hub until it enters into pump drive. When shaxt comes up
          against xuel pump drive it may be necessary to hold a
          slight xinger pressure against drive shaxt and rotate
          slightly lext and right until shaxt enters pump drive.
          (NOTE: On drive shaxt longer portion mates in drive hub)

      17. Axter shaxt is in place (using a brass or similar hammer)
          drive the water pump drive key into hub

      18. Reinstall pump drive gear making sure gear teeth are
          matched (same as on removal)

      19. Line up corresponding scribe marks on drive hub and drive
          gear then ins~all and tighten 3 drive gear bolts.
          NOTE: Ix scribe marks are not properly aligned timing
                : i l l be-off.

      20. Reinstall timing cover

      21. Reinstall pulleys

      22. When installing Sherwood pump rexer to attached bulletin.
          (Service bulletin #10)
                SERVICE BULLETIN
DATE:        6/1S/69                                                     BULLETIN NUMBER:                    20

MODEL:       All Engi nes
SUBJECT:     Connecting Pressure Sensing Devices to Oil Galleries

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

                   Such pressure sensing devices must be bulkhead mounted and
             connected to the oil gallery using an appropriate grade of lubricating
             oil hose.      Any fittings used to connect the hose to the gallery must
             be of steel or malleable iron.         Brass must not be used for this

                                       J. H. WESTERBEKE CORP.
                                       AVON INDUSTRIAL PARK, AVON, MASS. OZ3ZZ '1817} 588-7700
                                                  CABLE: WESTCORP, AVON· TELE 1(: .Z - 4444

PIN: 11967
                 SERVICE BULLETIN
DATE:        June 15, 1969                                              BULLETIN NUMBER: 21
MODEL:       Westerbeke 40

SUBJECT:     Replacing Injection Pump Drive Hub Part Number 12632

        NOTE: When replacing the drive hub the new hub will have no
              timing mark scribed on it. For this reason the following
              procedure must be adhered to step by step. When the pro-
              cedure is completed and before replacing the timing cover,
              a new mark is to be punched on the drive hub to coincide
              with the existing scribe mark on the fuel pump drive gear.
   1. Remove the small cover on side of injection pump.

  2. Turn engine in direction of rotation (clockwise looking aft).
     Use a socket and long bar on crankshaft nut and turn by hand.
   3. While turning   shaft, look into opening in injection pump. It
      will be noted   that pump rotor has a series of letters on it
      with a scribe   mark beneath each letter. It will also be noted
      that there is   a large snap ring visible through the opening.
   4. Rotate the shaft until the scribe mark for the letter "C" lines
      up with the edge o~ the lower end o~ the snap ring. (There is
      also a letter "G" on the rotor -- do not comuse it with "C".)
   5. At this point #1 piston is at 22 0 before top dead center.

   6. Remove crank sha£t pulleys (when raoving the crankshaft nut,
      if the shaft is moved before removing the pulley, reset the
      letter "C" with the snap ring in the pump).

   7. Remove water pump.
   8. Remove timing cover

   9. Mar~ the idler gear and fuel pump gear.(This is very important
      in order to retain proper relation of gears and eliminate
      complete engine retiming.)

  10. Raove fuel pump gear from drive hub.

  11. Obtain three (3) 5/16" fine threaded bolts about 3" long
      threaded all the way. These are to be threaded into the
      holes on the,drive hub and turned in against the front plate
      to pull the hub and bronze bushing out o~ the block as an
      assably. (Note: Tighten bolt equally in sequence to pre-
      vent galling the bronze bushing in the block.)

                                   J. H. WESTERBEKE CORP.
                                    AVON INDUSTRIAL PARK, AVON, ",ASS. 02322 '1817} 588-7700,
                                               CABLE: WESTCORP, AVON· TELEX: 112-4444
     SERVICE BULLETIN #21 - Contiuued


12. When the hub and bushing are removed pullout the pUJlp
    splined drive shaft which will now be visibleo

13. Remove circlip xrom old hub and transxer bushing to new
    hub using new circlip.
14. With plastic or siJlilar soft headed Jlallet drive assembly back
    into block hitting squarely on center until it has definitely
    bottomed out against block.

15. After bushing is in place, recheck xor xree rotation ox hub
    making sure no binding is evident.

16. Line up master spline of hub with master spline ox fuel
    PUJlP drive.
17. Replace xuel pump drive shaft by passing it through drive hub
    until it enters into pump drive. When the shaxt comes up
    against xuel pump drive it Jlay be necessary to hold a slight
    finger pressure against the drive shaft and rotate slightly
    lext or right until shaxt enters pump drive.


18. Rotate hub until letter   "c" is back on scribe Jlark.
19. Re-install drive gear Jlaking sure letter ''C'' is lined up
    bexore securing boltso

20. Remark   hub to correspond with mark on gear.

21. Using soxt headed hammer insert water pump drive key into hub
    until it bottoms out.

22. Install tiJling gear cover, pulley, and water pump.

23. Put cover back on injection pump and bleed pump using
    procedure in manual.
                     SERVICE BULLETIN
DATE:           November 3, 1970                                                  BULLETIN NUMBER: 31

MODEL:          Westerbeke Diesel Model Four-107 (Whaleboat)
SUBJECT: Lubricating Oil System Modification

  PURPOSE:                To reverse lube oil direction through system thereby utilizing
                          high pressure by-pass valve in lube oil filter.

  APPLICABILITY:          All referenced engine models whose lube oil fitting, located
                          at oil attachment boss on engine, bears the casting number

           1)             Remove existing fitting and oil line between fitting and lube
                          oi 1 fi lter.
           2)             Using new gasket, ferrules, and elbow provided, install new
                          fitting and oil line.

  PARTS REQUIRED:         2   -   13333   Ferule
                          1   -   13955   Fitting, oil lines to boss
                          1   -   13969   Li ne, 1ube oil
                          1   -   11616   Gasket, fitting
                          1   -   13335   Elbow
         OLD       CIRCUIT                                                    NEW CIRCUIT

                                   PN 111'35

FROM--I~                                                    TO 4--fI!II
COOLER                                                     COOLER

        P N 12120                                                      PNl3955

                                  TO COOLER                                                      FROM COOLER

                                               J. H. WESTERBEKE CORP.
                                               AVON INDUSTRIAL PARI(, AVON, MASS. 02322· (flf7) 588 -7700
                                                          CABLE: WESTCORP, AVON· TELEX: 112-4444
                 SERVICE BULLETIN
DATE:          June 22, 1976                                                BULLETIN NUMBER: 93
MODEL:         All
SUBJECT:       Adjusting Paragon P200 Series Reverse Band

        If the boat moves forward when the gear is in neutral at proper idle
        speed, the reverse band may be out of adjustment. When adjusting,
        be very careful not to get reverse band too tight or it will burn out.
        If the boat goes backwards when in neutral, it may be too tight.
        The following adjustment procedure should only be carried out when it
        is not possible to obtain the service of an authorize.d Paragon trans-
        mission service dealer.
        To Adjust:
        On the outside left side of the gear there is a bolt in the mounting
        pad. Under its head are 1 to 3 washers. Remove one washer. This
        should stop forward boat movement. But under NO circumstances use
        fewer than one washer nor more than three.

                                    J. H. WESTERBEKE CORP.
                                     AIION INDUSTI/IAL PAI/", AIION, MASS. 01131111· (8171 588-7700
                                                 CABLE: WESTCOl/P, AIION·TELEX: .11-4444

PIN: 21683
               SERVICE BULLETIN
DATE:         March 4, 1977                                                 BULLETIN NUMBER: 98

MODEL:        Westerbeke Four-107 Whaleboat
SUBJECT:      Electrical System Change

              Delco generator #11667 and regulator #11669 are no longer in
              production and are being replaced by:

                                 Motorola alternator #21566 and
                                 Motor regulator #21611

              This alternator is driven from the engine's crankshaft pulley
              at a speed ratio of 2.19:1 with an output of 840 watts at
              24 VDC.
              See diagram and parts list overleaf.

                                   J. H. WESTERBEKE CORP.
                                   AllaN INDUSTRIAL PARI<, AllaN, MASS. 02322· 1817} 588-7700
                                               CABLE: WESTCORP, AllaN· TELEX:   "2- ····
 PIN: 22218








       .I              J
      +                -
            BATTERY                  -==
             24 VOLT

                               IS                              BE£T                                           1
                               /4     //548                    . pULLey                                       I
                               /3     11/2S                      STRAP                                        /
                              12-     12.0~O                     BRACKeT                                      1
                              If     1/492!                      NIPPi.E (sreeL..J                            I
                              10      /3328                      ELBOW   90·                                  I
                               !'J    /S/ZZ                      EL.BOW 45-                                   I
                               8      1/ f!JBI                 HOSE                                           1
                               7      11615                    PLU(;                                        -3
                               co     1/~69                    MANI,t:Ot..,D                                  /
                               5     11.38.3                   SWITCH, OIL PRS$I.H?e                          I
                               4     2Z120                     PES/STOR. ISO ONN                              I
                               .3    215(06                    ALTERNAToe. 2411. ~SAAIP                       I
                               Z.    Z2../I~                   C/j~LE         ASSY.                           I
                               I      2/611                    I?EGt.lLATo.e ·           24 'lOLl             /
                              lTEM PART NO.                             DESCRIPTION                         QTY
                                            ,··a_ ... _ ···.   J. H. WESTERBEKE CORP .
                                                                         AVON MA. 02322

                                           D.eIM .....
                                                               ~ODEL FOUR-I07W'oc,~ .1°'171:'i .~
                                                                                      NOM 'l"-..OVIED ·.,

                                                               TOT~ELECTRICALSYSTEM USING
                                                               ~4VOLT 3SAMP. MOTOROLA ALT.
                                                                        r···'···u.... 22 I 2 I
                                           ......u ........

                                               /".,../         ~:/J)7
                   SERVICE BULLETIN
DATE:             May 20, 1980                                               BULLETIN NUMBER:               110
MODEL:            All
SUBJECT:          Ammeter Wire Sizes

        Ammeters may be installed in conjunction with any Westerbeke marine diesel
        engine or diesel generator set. The range of the ammeter must be appropriate
        for the maximum output of the alternator.
         Additionally, the wire size for the alternator output circuit, including the
         ammeter, varies with the total length of that circuit. The table below shows
         the maximum current that can be carried various total distances by various
         wire sizes, to and from source to load.
                                           HIRE SIZE TABLE
                 Total Length                     MAXIMUM CURRENT(AMPS)
        System of wire in        I
         Volts       feet        35        40        55      60       70     85     120
          12         to 5         12           12             12              8            8           8     6
          12       5 to 10        10           10              8              6            6           6     4
          12       10 to 20        6            6              6              6            3           2     1
          12       20 to 30        6            4              4              2            1           1
          12       30 to 40        4            2              2              1            1           0     0

          24       1 to 5         14           14             12             12           10           10    8
          24       5 to 10        12           12             10             10            8            8    6
          24       10 to 20       10            8              8              6            6            4    4
          24       20 to 30        8            6              6              4            4            4    2
          24       30 to 40        6            6              4              4             2           2    0

          32       1 to 5         14           14             12             12           10           10    8
          32       5 to 10        12           12             10             10            8            8    6
          32       10 to 20       10            8              8              6            6            4    4
          32       20 to 30        8            6              6              4            4            4    2
          32       30 to 40        6            6              4              4            2            2    0

                                       J. H. WESTERBEKE CORP.
                                       AIION INDUSTRIAL PARK, A liON , MASS. 02322 . (tS17j 5BB-7700
                                                   CABLE: WESTCORP, AIION·TELEX: 112- · · · ·

PIN:      24737
                                           SECTION X


Page     Contents

X.2      Notes on using parts list
X.4      Cylinder Block
X.6      Cylinder Head - Valves
X.8      Crankshaft - Rod - Pistons
X.10     Timing System - Camshaft
X.12     Rocker Shaft
X.14     Fuel System
X.16     Cooling System
X.20     Water Pumps
X.22     Lube Oil Sump
X.24     Intake Manifold
X.26     Electrical System
X.28     Back End Arrangement
X.30     Transmission - Paragon
X.36     Transmission - Warner
X.40     Reducti on Unit - Snow Nabstedt


      1.   Unit of issue for all linear commodities is
           inches (not feet or yards).
      2.   To find the part number of a serviceable
       a) In the contents, find the page number of
          the system of which the component is most
          logically a member.
       b) On the illustration corresponding to that
          page number, find the specific illustration
          of the component and note the reference
       c) Go to the facing partslist and find the ref-
          erence number. The part number, name, de-
          scription, and quantity required follows.
      3.   There are three series of serial numbers in
           use and they are identified by a prefix
           stamped as part of the serial number in the
           block. They are l07Uxxxxxx, l08Uxxxxxx,
           and EDxxxxxx. References are made in the
           parts list to these codes.



                                  f-- 2


  69 70


                                                  Drawing No. 13905
                      FOUR 107      WHALEBOAT SPEC      - CYLINDER 3LOCK

REF          PN        1\ Ar~E         ROIARKS                             QUAN

  1          3J81C     ENGINE         BLOCK & H~aD ASSEMBLY                       1
  2- 1       126(10    LINER          S/~' 1r1U                                   4
  2- 2       19330     LI'JER         SIN le8U ~ ED                               4
  3          12565     RING           LINER SEALING SIN 107U                      B
  4          12452     FLUG           BLOCK WATER JACKET                          1
  5          12380     DOiJEL                                                     6
             12469     BOLT                                                       S
  7          12454     PLUG            EXPANSION SIN le8U & ED                    5
  8          19918     PLUG            BLOCK DRAIN SIN 1Q8U & ED                  1
 11          19992     FLUG            BEARER FACINGS SIN 1'8U & EO               2
 12          126-23    SHIM                                                       :,
 14          12456     FLUG            EXPANSION FRONT & REAR                     2
 15          12371     CONNECTDR                                                  1
 18          12485     SLEEVE         TACH DRIVE                                  1
 19          Ilf686    BEARING        TACH DRI VE                                 1
 20          121f84    ~HAFT          TACH DRIVE                                  1
 21          12363     ~NAPRING       TACH DRI VE                                 1
 22          19994     CAP            TACH DRI VE                                 1
 23          12619     \lASHER        TACH DRI VE                                 1
 24          12464     PLUG           ALTERNATE DIPSTICK POSITION                 1
 32-   11:   13970     FETCOCK        SIN 107U BLOCK DRAIN                        1
 32 - 2:     13341     PLUG           SIN 108U ~ ED BLOCK DRAIN                   1
 36          12458     PLUG           REAR CAMSHAFT CHAM3ER                       1
 37- 1       12400     GASKET         HEAD SIN l07U                               1
 37- 2.      20020     GASKET         HEAD SIN 108U & ED                          1
 35- 1       14743     STUD           SHO~T TO SIN 107U7023705                   18
 38- 2       12615     STUD           LONG FROM SIN lC7U7023705                  18
 3S- :!      1~965     STUD           SIN 10AU &. ED                             18
 45          12656     PLATE          MOUNT TIMING COVER                          1
 46          12406     GASKET                                                     1
 63- 1       12685     COVER           SIN lC7U ALL TO 108U41977                  1
 69- 2       20029     COVER           SIN l08U41978 ON g ED                      1
 10          12666     GASKET                                                     1
 71          12438     STUD                                                      1n
 73          12652     WASHER                                                    10
 83          12334     . . OUSING                                                 1
 86          11993     SEAL                                                       2
 87          12356-    BOLT                                                       2
 83          12661     GASKET                                                     1
 90          12475     BOLT                                                       6
 91          14825     LINE            WATER   DRAIN   SIN   107U                 1
 92          12432     NUT             WATER   DRAIN   SIN   l07U                 1
 93          12377     CONNECTOR       WATER   DRAIN   SIN   107U                 1
 94          12415     FERRULE         wATER   JRAIN   SIN   107U                 1

             ~" 21




                                                   S    6


                    9   23
                     .-    16

                                                Drawing No. 13904
                  FOUR   107    WHALEBOAT SPEC   -   CYLINDER HEAD - VAL \IE S

REF          ON          NAME         REMARKS                                              QUAN

  1- 1       1234C       HEAD         ASSEMBLY SIN 107U                                          1
  1- 2.      19939       HE4D         ASS~MBLY   SIN 1Q8U g. ED                                  1
  2          19979       PLUG         HEAD-TOP -SIN 10BU & ED                                    3
  3          19956       PLUG         HEAD-Tap-SIN 108U g. ED                                    4
  '+         12452       PLUG         HEAD-SIDE                                                  1
  5          12454       PLUG         HEAD-REA R                                                 1
  6          12455       PLUG         HEAD-RF"AR                                                 1
  7          12629       GUIDE        INLET                                                      '+
  3          12628       GUIDE        EXHAUST                                                    4
 14- 1       12509       VALVE        INTAKE-NO GROOVE-FROM SIN 107U71 01102                     '+
 14- 2       12511       VALVE        INTAKE -0 -R I NG GROOVE TO SIN 1 0 7U 71 011 () 2         '+
 15-    1    12635       DEFLECTOR    FOR INTAKE VALVE 12509                                     8
 15-    2.   14696       (-RING       FOR IN TA KE VALVE 12511                                   4
 16          12510       "ALVE        EXHAUST                                                    4
 17          12608       SPR I NG     INNER SIN 107U                                             8
 18-    II   12609       SPRING       OUTER SIN 101U                                             8
 18-    2    19960       SPRING       SIN 108U ~ ED                                              B
 11          12536       SEA T        VALVE SPRING                                               8
 20- 1       12360       CAP          EXHAUST VALVE SPRING                                       4
 2.0- 2.     14687       CAP          INTAKE VALVE SPRING                                        '+
 21          12378       COTTER       PAIR                                                       8
 22-    1    12682       INSERT       COMBUSTION C,AMBER                                      4
 22-    ~    19999       SEAT         I NTA KE VALVE SIN 10BU & ED                            4
 22 -   3    19997       SEAT         EXHAUST VALVE SIN 108U & ED                             4
 23          12542       WA SHER                                                              4
 25-    1    12421       t\UT          HEAD-LONG SIN 107U                                     6
 25-    2.   H831        ~UT           HEAD-SHORT SIN 10"U                                   12
 25-    3    20005       ~UT           HEAD-LONG SIN 108U & ED                                6
 25-    ~    1'+445      ~UT           HEAD-SHORT SIN lOBU & ED                              12
 34          1165 :3     GASKET                                                                  1
 35- lL      12496       STUD         SHORT                                                      2
 35- 2       14810       STUD         LONG                                                       2
 '+7         12546       PLATE                                                                   1




                                                       .   No. 13903
              FOUR 101     WHALEBOAT SPEC     - CRANKSHAFT - ROD -   PISTO~J

REF           PN       r\AME        REMARKS                                    QUliN

  1- 1        12341    CRANKSHAFT   ASSEMBLY SIN lG7U                                1
  1- 2:       23105    CRANKSHAFT   ASSEMBLY SIN 108U & ED                           1
  3- 1        12342    EEARING      MAIN-KIT-STD                                     1
  3-    l     123'+9   BEARING      MAI\J-KIT-.010 UNDER                             1
  3-    3     12370    BEARING      MAIN-KIT-.020 UNDER                              1
  3-    If.   12373    BEARING      MAIN-KIT-.030 UND:::~                            1
  5-     1    123'+3   BEARING      ROD-K I T- STD                                   1
  5-    a     12'+14   BEARING      ROD-KIT-.OI0 UNDER                               1
  5-    3.    12'+23   BEARING      ROD-KIT-.020 UNDER                               1
  5- If;      12519    BEARING      ROD-KIT-.03G UNDER                               1
  7- 1        14707    !..lASHER    THRUST-STD                                       2
  7- a        19969    \lASHER      THRUST-.C07 OVER                            AR
  8- li.      12537    'JASHER      THRUST-STD                                       1
  B- 2:       19968    WASHER       THRUS T-. CO M OVER                         AR
  1           12633    ADAPTER                                                       1
 10           11857    WASHER                                                        1
 11           12099    PULLEY                                                        1
 14           14719    GEAR         CRANKSHAFT                                       1
 15           12408    KEY                                                           1
 16           12383    SLINGER                                                       1
 19           12613    SCREIJ       PULLEY RETAINING                                 1
 27- 1        123'+4   ROD          CONNECTI NG ASSEMBLY SIN 107U                    4
 27- 2        19935    ROD          CONNECTING ASSEMBLY SIN 108U      &   ED         4
 30           12348    BOLT         CONNECTIN3 ROD                                   B
 31           20645    TABWASHER                                                     8
 32-    1     12594    BUSHING      CONNECTING ROD SIN 107U                          '+
 32-    2     19986    EUSHING      CONNECTING ROD SIN 10aU ~ ED                     '+
 38-    1     12908    PISTON       ASSEMBLY SIN 107U                                4
 38-    2     19938    FISTON       ASSEMBLY SIN lO8U & ED                           '+
 '+1-   1     12573    SNAPRING     PIN RETAINING SIN IJ7U                           8
 '+1-   2:    19984    SNA::lRING   PIN RETAINING SIN 1 !laU g. ED                   8
 '+2-   1     12905    RING SET     NEW LINER SIN If'7U                              4
 42-    2     12906    RING SET     WORN LINER SIN 107U                              4
 42- 3        19937    RING SET     STD SIN lOaU & EO                                4




                                                                   49   SO 48

                                                                 Drawi ng No. 13902
         ~OUR    107     WHALEBOAT SPEC    -   TIMING SYSTEM   -   CAMSHAFT

REF     PN        ~AME           REMARKS                                       QUAN
   1    12605     CAMSHAFT                                                           1
   2    12597     GEAR                                                               1
   3    12625     PLA TE                                                             1
   4    12474     BOLT                                                               3
   6    12654     PLATE                                                              2
   7    1244 G    DOWEL                                                              1
 13     126d9     GEAR           IDLER WI TH BUSHING                                 1
 1'+    14685     BUSHING        FOR IDLER GEAR                                      1
 15     12398     HU3                                                                1
 16     12551     PLA TE                                                             1
 17     12481     BOLT                                                               2
 18     12541     TABWASHER                                                          1
 2'+    12678     COVER          TIMING                                              1
 ;i:S   12466     SEAL           TIMING COVER                                        1
 26     12658     GASKET         TIMING COVER                                        1
 27     12474     BOLT                                                               8
 29     12493     STUD                                                               1
 37     12471     EOLT                                                               if.
 39     13536     WASHER                                                             3
43      12626     PLATE                                                              1
 49     12635     GASKE T                                                            2
 50     12500     STUD                                                               4
 51     12460     PUSHROD        FUEL LIFT PUMP                                      1
                    FOUR    1~7   WHALEBOAT SPEC   - ROCKER SHAFT

        7           ~-. ~--4


                                          -===--__--~o  o
                                                                               17 20

                                              16                         2,3

                    0   ·
       38   20 17


                                                   22         rf'I

   t34 3

                                                                     Drawing No. 13901
                    FOUR 107    WHALEBOAT SPEC     - ROCKER   SH~FT

                    NAME         REMARKS                               QJA\4

 1      12681       COVER        ROCKER                                      1
 2.     12'+ tl'+   GASKET       ROCKER COVER                                1
 3      12'+94      STUD         LONG 11--1/2 IN                             2
 ~      12429       NUT                                                      2
 5      124S1       SEAL                                                     2
        12535       WASHER                                                   2
 7- 1   1'+lG9      CAP ASSY     SMALL 1-3/4 DIA TO SIN 1C7U71G6766          1
 7- 2   12567       CAP ASSY     LARGE 2-3/8 DIA                             1
 9      1'+713      (;ASKET                                                  1
15      12336       SHAFT        COMPLETE ASSEMBLY                           1
15      12335       SHAFT        ROCKER WITH PLUGS                           1
11      12446       PLUG                                                     2
18      12525       WASHER                                                   '+
l~      12539       WASHER                                                   2
20      12362       SNAPRING                                                 2
21      12488       SPRING
22      12358       BRACKET                                                  '+
23      12333       ROCKER                                                   8
26      12462       BOLT                                                     8
27      12433       NUT                                                      8
29      12637       LINE         HEAD TO ROCKER SHAFT                        1
23      12372       CONNECTOR    OIL FEED TO ROCKER SHAFT                    1
30      12419       ~UT                                                      2
34      12499       ~TUD          SHORT 3-5/8 IN                             6
35      12434       NUT                                                      8
37      12607       ROD                                                      9
38      12606       TAPPET                                                   8
39      12413       FERRULE                                                  2
f+Q     12331       BUSHING      ROCKER                                      8



                                                   DWG NO. 15704
                       FOUR 107   WHALEBOAT SPEC            - FUEL   SYSTE~    X.15

RlF        PN         NAME         RE~ARKS                                     QUAN

  2        12lH:      PRACKET     FUEL FILTER ~OU~TING                                1
  3        12,1:'0    LINE        LIFT PUMP TO FUEL FILTER                            1
  4        13336      CCNNECTOR   FUEL LINE TO ~UEL FILTER                            1
  5-   1   11614      FILTER      FUEL-ENGINE ~OUNTED                                 1
  5-   2   1641t      fLEMn.:T    FlEL FILTER                                         1
  6-   1   11700      PUMP        LIFT-COMPLETE-2 STUD                                1
  6-   2   12575      KIT         L 1FT FU~P R EP~ IR                                 1
  6-   3   16443      DLMP        LIFT-COMPLETE-4 STUD                                1
  7        11126      eelT        EA~JO-FUEL MA~IFOLU TO FILTER                       1
  e        11124      MANIFOLD    ~UEL                                                1
 9         11541      I?ANJC                                                          2
10         12350      P.CLT       BA~JO                                               2
i1         1252~      hASHER      BAI\JC                                              6
12- 1      1250]      STUD        lONG                                                4
 ~2-   2   124135     STUD        S~CRT                                               4
 13        12653      FLANGE       Ir<~ECTCR     MOUNTING                             '+
16         12315      SPACER      ~   STun LIFT     TO BLeCK
                                                       P~MF                           1
17- 1      12670      GASKET      2 STUD LIFT P~MP TO BLCCK                           2
.. 7- 2    16245      f::ASI<
                                                                  7                                         .......

                                   , t   ...........:: _ _

                                   '   ~            ,

                                                                                 /7                  c:


                                                                                                38   ]>
                   /3        49.                                                                     -4
                                                                                            37       (I)

    4                                                                                                 (i)

                                                                                      36              -<


             '43                                             48   DRAWING NO. 13687
                      FCUR 101   WHALEBOAT SPEC   - COOLING SYSTEM

            PN         NAME         REMARKS                                   QUAN
 1          15(117     RISER        EXHAUST-SEA WATER JACKETED                     1
 2          12661      GASKET       EXHAUST MANIFOLD FLANGE                        1
 3          11471      PETCOCK                                                     6
 4          12411      MANIFOLD     EXHAUST-FRESH WATER JACKETED                   1
 5          11501      HOSE         FRESH WATER-INCHES REQUIRED                    2
 6          11499      CAP          PRESSURE                                       1
 1          14832      SCREW        EXPANSION TANK                                 2
 8          1,.073     TANK         FRESH WATER EXPANSION                          1
 9          13131      BRACKET      EXHAUST RISER                                  1
10          11341      CLAMP        HOSE                                           4
11          11128      EL30W        EXHAUST RISER SEA WATER I~LET                  1
12          13825      HOSE         FORMED-FRESH WATER                             1
13          11653      GASKET       EXHAUST MANIFOLD TO HEAD                       2
1"          11612      BUSHING      PETCOCK MOUNT IN HEAD AND MANIFOLD             2
15          21878      CLAMP        HOSE                                           8
1&          1151)0     TUBING       EXPANSION TANK OVERFLOW INCHES REQUIRED        8
17          12663      GASKET       THERMOSTAT                                     1
18          24688      THERMOSTAT                                                  1
19          11656      HOSE         FORMED-SEA WATER                               1
21          14156      EXCHANGER    HEAT-FRESH WATER TO SEA WATER                  1
22          13334      CONNECTOR    LUBE OIL LINE TO ADAPTER                       1
23          12092      BRACKET      HEAT EXCHANGER                                 2
2ft.        12669      GASKET       LUBE OIL ADAPTER TO BLOCK                      1
25          13969      LINE         LUBE OIL ADAPTER TO FILTER                     1
25-    1    12935      PUMP         FRESH WATER SIN lOlU                           1
2&-    2    20 i)35    PUMP         FRESH WATER SIN 108U & ED                      1
27          12673      GASKET       FRESH WATER PUMP TO PLATE                      1
28-    1    11613      FILTER       LUBE OIL                                       1
28-    2    15559      ELEMENT      LUBE OIL FILTER                                1
2:1         125G3      STUD         LUBE OIL ADAPTER TO BLOCK                      1
30          11505      CLAMP        HEAT EXCHANGER TO BRACKET                    2
33          11648      HOSE         WIRE INSERTED-FRESH WATER INCHES REQD        7
34          11517      HOSE         HEATER-SEA WATER INCHES REQUIRED            24
36          16423      PUMP         SEA WATER 1/2 IN IMPELLER                      1
37          13338      ELBOW                                                       1
38          13519      NIPPLE                                                      2
39          111'+3     GASKET       SEA WATER PUMP TO TIMING COVER                 1
40          13846      HOSE         FORMED F RE SH WA TER                          1
41          11723      lEE                                                         1
42-    I    13127      LINE         GEAR OIL COOLER TO PARAGON TRANSMISSION        1
42-    2:   14234      LINE         GEAR OIL COOLER TO WARNER TRANSMISSION         1
43-    1    14078      LINE         PARAGON TRANSMISSION TO GEAR OIL COOLER        1
43-    2    14233      LINE         WARNER TRANSMISSION TO GEAR OIL COOLER         1
44          12985      COOLER       GEAR & LUBE OIL-FRESH WATER COOLED             1
45          11651      lEE                                                         1
46          140,80     LINE         LUBE OIL COOLER TO ADAPTER                     1
47          13335      ELBOW                                                       9
48          14Q79      LINE         LUBE OIL FILTER TO COOLER                      1
49          13955      ADAPTER      LUBE OIL LINES TO BLOCK                        1
50          11650      NI??LE                                                      2
                         :,:,            56                                                 ><


                                                                17                  c:
     53                                                                             :;0

                                                           18                       ~

     9                                                                    26
                                                                           34       CD
                                                                               38   -.
                                                                           37       (.I)
10                                                                                  n

2i                                                                                  n
          4                                                                         (j')

                                                                    36              -<
                                                      39                            -.


                    43                        48   DRAWING NO. 13687
                F CUR 107    WHALEBOAT SPEC   - COOLING SYSTEM

~E=   ;)N        NAME          REMARKS                             QUAN
 51   11724      PLUG          TRANSMISSION OIL                          1
 52   11'+9'+    PLUG          OIL COOLER                                1
 53   1112 '+    PLUG          EXHAUST RISER )RAIN                       1
 5~   11755      PLUG          EXPANSION                             11)
 55   13329      EL80W         EXPANSION TANK OVERFLOW                   1
 5&   11156      NAMEPLATE                                               1
 51   11752      PLUG          EXPANSION TANK CORE                       2
 58   11119      BRACKET       LUBE OIL FILTER                           1
 53   111'+8     SUPPORT       OIL LINE                                  1
 60   11121      STUD          LUBE OIL FILTER BRACKET TO BLOCK          3
 61   11386      CLAMP         OIL LINE SUPPORT                          1
            FOUR 197        WHALEBOAT SPEC   - WATER PUMPS






                                                        Drawi ng No. 13556
                       FOUR 107   WHALEBOAT SPEC    - WATER PUMPS

                      NAME        REMARKS                                      QJA~

10-    1     11020    PUMP        3/8    RUBBER IMPELLER-NLA USE 16423 PUMP          1
10-    2-    1&423    PUMP        1/2    RUBBE~ IMPELLER                             1
11-    1     15153    GASKET      PUMP 16423                                         1
11-    2.    11418    IMPELLER    PUMP 16423                                         1
11-    l     11906    KIT         IMPELLER REPLACEMENT PUMP 11020                    1
12 -   1     14771+   SEAL        PUMP 11020                                         1
12-    2     18159    SEAL        PUMP 161+23                                        1
13-    1     12918    COVER       PUMP 11020                                         1
13-    Z     13171    COVER       PUMP 16423                                         1
1'+-   1     12916    CA~         PUMP 11020                                         1
1'+-   2     1!H52    CAM         PUMP 161+23                                        1
20           11658    PUMP        BRONZE GEAR-COMPLETE ONLY                          1
30-    Ii:   12935    PUMP        FRESH WATER WATER COMPLETE-SIN lC7U                1
30-    2     20035    PUMP        FRESH WATER COMPLETE-SIN t08U & ED                 1
31- 1:       12932    KIT         PUMP 12935 REBUILD                                 1
31- 2        19933    KIT         PUMP 20035 REBUILD                                 1
32           12673    GASKET      PUMP TO PLATE                                      1
33           12655    FLATE       PUMP TO BLOCK                                      1
3'+          12674    r,ASKET     PLATE TO BLOCK                                     1
35- 1        12459    PULLEY      PUMP 12935                                         1
35- a        19987    PULLEY      PU~P    20035                                      1




       DrOWing   No. 13900    ,
                 FCUR 107    WHALEEOAT SPEC     - LU8E   CIL SUr-'P

REF   PN          f\AME         REP'ARKS                              GUM"
  1   12680      SUMP                                                        1
  2   13-951     FLUG          DRAIN SUMP                                    1
  3   12659      GASKET        SUP'P-LEFT AND RIGHT                          1
  5   12407      GASKET                                                      2
  b   12547      PLATE         STIFFENER                                     1
  1   12548      PLATE         STIFFENER                                     1
  8   12549      FLATE         STIFFENER                                     1
  9   1255El     PLATE         STIFFENER                                     1
 10   12473      SCREW                                                   IG
 11   13952      "ASHER         SU~P   DRAIN PL'tG                           1
 20   12612      DIPSTICK                                                    1
;22   14816      .. ASHER                                                    1
26    1<995 (J   FERRULE        SLeTION PIPE                                 1
 21   20006      NLT            SLeTION PIPE                                 1
28    12651      PIPE           A,SSEMBLY                                    1
29    12686      STRAINER                                                    1
30    12491      SPRING                                                      1
31    21834      TUBE          SIFHON                                        1
;)5   2fHl17     TABWASHER     BOey LOCATIC~ SETSCREW                        1
36    12692      FUMP          LlEE OIL-COMFLETE                             1
31    19913      LINE          LUBE OIL FEED Te D/GEAR SPRAY                 1
 40   19-952     t-.LT         LlEE OIL DELI'ERY Llf\E                       :2
'+1   19951      FERRULE       LUBE OIL DELIVERY Llt-.E                      "
1+1   124'+2     LINE          LtEE OIL DELI~ERY LINE                        1

                                               Drawing No. 13569
                 F OU~ 101   WHALEBOAT SPEC    -   INTAKE MANIFOLD

REF      PN       \AME          REMARKS                               QJAN
  1      12556    FILTER                                                    1
  2      12683    COVER                                                     1
  4      12639    ELBOW         BREA THER                                   1
 11      12688    ~ANIFOlD                                                  1
 12      20021    GASKET                                                    1
 13      13392    BUSHING                                                   1
 14- h   11615    PLUG                                                      1
 14- 2   11688    AID           STAR TI NG -E THER TYPE                     1

                      FCLR 107    ~~ALEBCAT   SPEC   - ELECTRICAL   SYSTE~

R;;:.F     PN           NAME          REt'ARKS                               GUAN
    1      21611        REGULATOR     VCLTAGE FOR 21566 ALTERNATCR                  1
    2- 1   22119        CABLE         !O IN ALTERNATOR TO RErULATCR                 1
    2- 2   23124        CABLE         84 IN ALTERNATOR TO REGULATOR                 1
    3      21":66       ALTERNATOR    ~~ AMP-24VDC-NEGATIVE GROU~C                  1
    4- 1   22120        RESISTOR.     15t OHM                                       1
    4- 2   23C7S        RESISTOR      :3 IHI OHM                                    1
    5      1138:.'l     SWITCI-I      Cll PRESSURE                                  1
    6      11-'j69
                                      OIL MA~IFOLD
    8      11981        ~CSE                                                        1
    9      15122        ELBO~         45 DEGREE                                     1
  10       13328        ELBOIr        91,1 DEGREE                                   1
  11       11492        ~IPPLE                                                      1
  J.2      12060        BRACKFT                                                     1
  13       11125        STRAP         AC"USTING                                     1
  14       11548        PULLEY        ALTERNATOR                                    1
  15       22217        BELT          ALTERNATOR & fRESH WATER PUMP                 1
  16       23123        pROTECTOR     VOLTAGE                                       1
  30       1166f        ,.,OTOR       STARTER-24 VD£-~EGATIVE GROUND                1
  31       11667        GENERATOR     DELCO-NO LONG£R AVAILABLE                     1
  32       11669        REGULATOR     DELCO-NO LONG£R AVAILABLE                     1
  33       1166E        ~ELT          GE.t-.ERATOR DRIVE                            1
  34       12111        FULLEY        GENERATOR DRIVE                               1
  55       11125        STRAP         AC~USTlf\'G                                   1
  ':>6     11127        ADAPTER       ADJUSTING STRAP TC GENERATOR                  1
  31       13108        ERACKET       Gt~ERATOR MOLNTING                            1
  36       12115        STRAP         GE~ERATOR SUPPORT                             2
  39       11746        SCREW         SUFPORT STRAPS TC GE~ERATOR                   4-
  40       11132        STUD          GE~ERATOR BRACKET TO BLOCK                    1
  't 1     11136        STUD          GE~ERATCR STRAPS TO BRACKET                   1


                                                    DWG NO. 15705
            FCUR 101       WHALEBOAT SPEC   - BACK END   ARRANGE~E~T

REF    PN        t\AME           REI"ARKS                              GUAN
  1    14D66     FCUSING         FLYWHEEL                                     1
                                 DOWEL                                        ,.

  l'   13832     GEAR            RUG                                          1
  8    24064     FLYWHEEL        INCLUDES 13832 RING GEAR                     1
  9    1412(J    TABWASHER                                                    1
11     11618     CAMPER                                                       1
12     24118     SCREW          DA,..PER TO FLY~HEEL                          5
14     12101     SPACER         STARTING MOTOR                                1
15     11137     STUD           ST~RTING MeTeR-SHORT                          1
18     11157     STUD           STARTING MOTOR-LONG                           2
19     13257     ~CU'H          REAR LEFT                                     1
22     12103     RAIL           LEFT                                          1
26     13l(1()   !"CUNT         FRCNT LEFT                                    1
29     12131     BRACKET        BILGE PUMP                                    1
32     13256     ~CUr\l         REAR RIGHT                                    1
33     13101     RAIL           RIGHT                                         1
34     13099     ,..OUNT        FRCNT RIGHT                                   1

      9                                                                      58
10                                                                                51

                                  28        30
                             27        29

                                                           37        41


                                                  130                 DRWG    16058


               51C,/ON   D -ZJ

                                                      DRWG     16058

REF        PN        "JAME          REMARKS                                QUAN
  1- 1     1& 235  I-'OUSING        TRANSMISSION-TO SERIAL 6Al                1
  1- Z     1S227   HOUSING          TRANSMISSION-FROM SERIAL SAL              1
  2- 1     16234   FLA TE           FRONT-TO SERIAL 6Al                       1
  2- Z     16226   PLATE            FRONT-FROM SERIAL 6Al                     1
  2- :5    16231   PLATE            FRONT PLATE ASSEMBLY-TO SERIAL 6Al        1
  2- If    16229   PLATE            FRONT PLATE ASSEMBLY-FROM SERIAL 6A1      1
  3        16220   PLATE            PUMP-PORT-TO SERI~L 6Al                   1
  6        16107   GEAR             OUTER-PUMP                                1
  7        16153   CLIP             CASE                                      2
  9        16122   KEY              PUMP                                      1
 10- 1     16151   GEA R            DRIVE                                     1
 10- 2     16152   GEA R            DRIVE GEAR ASSEMBLY                       1
 11        16139   BEARING          DRIVE GEAR                                2
 12        1615 I) SEAL             OIL-FRONT PLATE                           1
 13        16131   WASHER           THRUST-FRONT PLATE                        1
 14        16132   BEARING                                                    1
 15        1613'+  GEAR            INNER-PUMP                                 1
 16        16137 TAB               SHAFT LOCKING                              2
 17        16135 PIN               PUMP HOUSING-TO SERIAL 6Al                 1
18- 1      16225 ,..OUS I NG       PUMP-TO SERIAL 6Al                         1
18- 2      16133 HOUSING           PUMP-FROM SERIAL 6Al                       1
 18- :!    16219 PUMP              ASSEMBLY-TO SERIAL 6Al                     1
 19    ·   1623 (\ PUMP
           16130 TUBE
                                   ASSEMBLY-FROM SERIAL 6Al
 20        16236 GASKET            FRONT PLATE                                1
21         16136 SHAFT             PINION                                     '+
22         16128 BEARING           CASE-NEEDLE                                1
23- 1      16162 CASE              GEAR                                       1
23- 2      16165 CASE              ASSEMBLY                                   1
24         16114 PAD               PINION THRUST                              1
25         16155 SPACER            SHORT PINION                               2
26         16116 BEARING           SHORT PINION-ROLLER                        1
27         1!)110 SPACER           SHORT PINION BEARING                       2
28- 1      16113 PINION            SHORT                                      2
28- 2      16140 PINION            ASSEMBLY-SHORT                             2
 29        16141 WASHER            THRUST-DRIVE GEAR                          1
30         16195 SEAR              PROPELLER                                  1
 31        16196 RETAINER          SPRING                                     1
 32        16164 RING              RETAINING                                  1
 33        16198 SPRING            SCREW COLLAR                               1
 31+       16191+  PISTON          FORWARD                                    1
 35        16139 BEARING           ROLLER                                     1
 36        16202 FLATE             REDUCTION ADAPTER                          1
37         1&2Q6 GASKET            REDUCTION GEAR HOUSING                     1
 38        1621 C GEAR             OUTPUT GEAR AND SHAFT ASSEMBLY             1
 1+0       16102 BEARING           BALL-REDUCTION HOUSING                     1
 41        16208 EASKET            REAR END PLATE                             1
'+2        1&205 PLATE             REAR END                                   1
1+3        1;127 SEAL              REAR END PLATE                             1
'+6        16214 WASHER            COUPLING                                   1
'+7        1&169 LOCKWASHER        BALL BEARING                               1
 48        16168 ~UT               BALL BEARING-LOCK                          1
'+9        16209 RING              RETAINING-OUTPUT SHAFT                     1

REF        PN        NAME          REMARKS                               QUAN
 50        16101     KEY          OUTPUT SHAFT                                 1
 52        161Q3     EEARING      BALL-REDUCTION                               1
 53        1&157     RING         RETAINING-BALL BEARING                       1
 5,..      16108     RING         PISTON-OIL DISTRIBUTOR                       2
 55- 1     16217     BEARING      THRUST-TAILSHAFT-NEEOLE                      1
 55- 2     16218     f(ACE        THRUST-TAILSHAFT BEARING                     1
 55        16163     TAILSHAFT    REDUCTION PINION                             1
 57        16144     BEARING      NEEDLE-SCREW COLLAR                          1
 53        15203     HOUSING      REDUCTION GEAR                               1
 5~        16126     O-R I NG     FORWARD PISTON-INNER                         1
 60        16232     WASHER       THRUST-PROPELLER GEAR                        1
 61- 1     16193     COLLAR       SCREW                                        1
 61- 2:    16197     COLLAR       SCREW COLLAR ASSEMBLY                        1
 63        16143     PLATE        INNER CLUTCH                                 6
 04        16117     a-RING       FORWARD PISTON-OUTER                         1
 65        16142     FLATE        OUTER CLUTCH                                 7
 66        16124     CLIP         SCREW COLLAR                                 2
 67        16123     LOCKSCREW    SCREW COLLAR CLIP                            ?
 68        16154     BAFFLE                                                    1
 09        16171     PIN          ROLL                                         1
 10        16118     RING         RETAINING-REDUCTION BAND ~OLL                1
 72        161146    RING         CONTROL VALVE RETAINING                      1
 73- 1     16212     lJALVE       CONTROL-TO SERIAL 6Al                        1
 73- 2     16223     VALVE        CONTROL-FROM SERIAL 6Al                      1
 73- :!    16178     VALVE        CONTROL VALVE ASSY-TO SERIAL 6Al             1
 73- ~     16231     VALVE        CONTROL VALVE ASSY-FROM SERIAL GAl           1
 7'+       10159     LEVER        CONTROL                                      1
 75        16145     O-RING       CONTROL VALVE                                1
 76        1&160     BUSHING      CONTROL LEVER                                1
 79        16167     WASHER                                                    1
 80        16158     PAWL         CONTROL LEVER                                1
 81        16181     LEVER        REVERSE BAND                                 2
 82        16111     SPACER       LONG PINION BEARING                          2
 83        16115     BEARING      ROLLER-LONG PINION                           1
 84- ,1    16112     PINION       LONG                                         2
 84- 2     16138     PINION       LONG-PINION ASSEMBLY                         2
 85- 1-    16211     COVER        TO SERIAL 6A1                                1
 85- 2:    16224     COVER        FROM SERIAL 6A1                              1
 86        16166     PIN          CONTROL LE VER                               :3
 87- I
 87- Z
                                  NAMEPLATE-TO SERIAL 6Al
                                  NAMEPLATE-FROM SERIAL 6Al                    ,.

 88- I     16161     NAMEPLATE    TO SERIAL 6Al                                1
 88-   a   16233     I\AMEPLATE   FROM SER IAL 6Al                             1
 90        1611&     BREATHER                                                  1
 92        1618 (1   SHAFT        REVERSE PISTON                               1
 93- 1     16186     PISTON       REVERSE PISTON AND SHAFT ASSEMBLY            1
 93- 2:    16185     PISTON       COMPLETE REVERSE PISTON ASSEMBLY             1
 94        16174     O-RING       REVERSE PI STON                              1
 95        16170     PLATE        PISTON BACKUP                                1
 97        16221     SCREW        BRAKE BA NO                                  1
 98        16175     C-RING       PISTON BACKUP PLATE                          1
 9~-   I   1:'177    GASKET       COVER-TO SERIAL 6Al                          1
 99- 2     1!'228    GASKET       COVER-FROM SERIAL 6A1                        1
                  FOUR lC7    WHALEBCAT SPEC    -   TRANSMISSIO~   -   PA~AGC~

ItEF         PN        NAME          REP'ARKS                                    GUAN
lao          16173     PIN          REVERSE GEAR ~OUSING                            1
11S1         16172     RCLL         REVERSE BAND                                    1
1;)3-    1   16183     BAND         REVERSE BAND ASSEMBLY                           1
1\13-    2   16184     EAND         REVERSE-WITHO~T LINING                          1
133-     3   16104     LINING       REVERSE BAND-ONE PAIR                           1
lu3-     4   H:100     RIVET        REVERSE BAND LI~ING                            12
104- 1       16187     DIPSTICK     ASSEMBLY-TO SERIAL 6A1                          1
1~4-     2   16216     DIPSTICK     ASSEMBlY-FRO~ SERIAL ~Al                        1
1J4- :3      16190     ~ANDLE       DIPSTICK-TO SERIAL 6AI-NlA                      1
liJ4- 4      1621~     f"ANCLE      CIFSTICK-FRO~ SERIAL 6Al                        1
104-     5   16188     ROD          DIPSTICK-TO SERIAL 6AI-NlA                      1
la4-     6   16238     RCD          OIFSTICK-FRO~ SERIAL 6Al                        1
IJ4-     7   16129     C-RING       DIPSTICK                                        1
lu4-     8   16192     C()LLAR      DIPSTICK-TO S£RIAL 6Al                          1
1J4-     9   16;IB9    OECAL        DIPSTICK-TO SERIAL 6Al                          1
1u4-10       16191     ElSt1ING     DIFSTICK-TO S{RIAL 6Al-NLA                      1
lU5          14889     lUBE         DIPSTICK                                        1
1~6          1621~     COUPLING     GEAR HALF                                       1
110          16·147    BALL         DETENT-TO SER~AL 6Al                            1
111          16148     SFRI~G       DETENT-TO SERIAL 6Al                            1
112          14888    SEAL          DETENT CAPSCR£W-TO SERIAL 6Al                   1
113          16121    ASKET         t"ClJSING-GEAR                                  1
115          16199    SPRING        RELIEF VALVE ~OLD DOWN                          1
116          162tll   RING          RETAINING-RELIEF VALVE                          1
117          16149    (-RING        RELIEF VALVE                                    1
118          16109    FIN           RELIEF VALVE                                    1
119          1610S    PLUG          RELIEF VALVE                                    1
120          1610~    SPRING        RELIEF VALVE                                    1
121          16200    HOUSING       RELIEF VALVE                                    1
122          1618~    lUBE          DISTRIBUTOR                                     1
12 :3        16126    (-RING                                                        1
.l30         11721    GEAR           CC~PLETE   TRA~SMISSION                        1
131          23700    COUPLING      PROPELLER HALF 1-3/8 BCRE                       1
132- 1       16156    SEAL          RECUCTION ADA9TER PLATE 3/8 10                  1
132- 2       33593    SEAL          REDUCTION ADAPTER PLATE 1/2 10                  1

REF      PN       NAME          REMARKS                               QUAN
 26      163()4   SEARING                                                   1
 33      16263    COVER         VALVE                                       1
 34      16264    GASKET        VALVE COVER                                 1
 39      16284    VALVE         VALVE AND SPRING ASSEMBLY                   1
 'to     15291    O-RI NG                                                   1
 42      16309    BREATHER      COMPLETE ASSEMBLY                           1
 44      15299    FLUG          DRYSEAL                                     1
 't5     16283    DIPSTICK      COMPLETE ASSEMBLY                           1
 45      15269    SPRING        POPPET                                      1
 47      1630ft   BALL                                                      1
 48      16215    LEVER                                                     1
 51      16297    WASHER        SHIFT LEVER                                 1
 53      1&308    BUSHING                                                   1
 5'+     16216    TUBE          OIL RETURN                                  1
 55      16279    STRAINER      OIL                                         1
 56- 1   16306    HOUSING       INCLUDES BUSHINGS                           1
 56- 2   1&251    GEAR          COMPLETE EXCLUDING REDUCTION UNIT           1
 55- ~   15524    GEAR          COMPLETE INCLUDING REDUCTION UNIT           1
 57      1:'277   PIN           DOWEL                                       3
 58      1&302    BUSHING                                                   1
 59      16262    SHAFT         PINION AND OUTPUT SHAFT ASSEMBLY            1
 60      163Ql    8USHING                                                   2
 62      16266    WASHER        THRUST                                      1
 63      16298    KEY                                                       1
 64      16307    GEAR          DRIVE GEAR AND SHAFT ASSEMBLY               1
 65      16296    KEY                                                       1
 66      16268    HUB           FORWARD CLUTCH HUB                          1
 61      16287    SNA PR I NG                                               1
 68      16293    RING          SEALING                                     2
 69      16261    GEAR                                                      1
 71      15258    PLATE         CLUTCH PR~SSURE PLATE                       1
 72      16282    \rASHER       THRUST                                      1
 73      16278    SPRING        PRESSURE PLATE                          12
 14      16280    BAFFLE                                                    1
 15      16257    PLATE         CLUTCH INNER PLATE ASSEMBLY                 3
 76      16254    PLATE         CLUTCH                                      2
 17      16260    FLATE         CLUTCH PRESSURE PLATE                       1
 18      1&299    SNAPRING      CLUTCH SP~ING                               1
 1,      15252    SPRING        CLUTCH                                      1
 80      16255    RING          CLUTCH SPRING BEARING                       1
 81      1&256    RI'lG         CLUTCH                                      1
 82      16270    PISTON        FORWARD CLUTCH                              1
 83      16259    RING          SEALING                                     1
 84      16273    CYLINDER      fORIJARD CLUTCH                             1
 85      16265    WASHER        THRUST                                      1
 85      15303    BEARING                                                   1
 87      16288    SNAPRING                                                  1
 88      16286    SNA PR I NG
 8,      15294    SNAPRING
 90      16285    FLATE         REVERSE CLUTCH PLATE ASSEMBLY               1

~EF    ?N       NAME         REMARKS                                 QJA\J

 92    1&274    PLATE        REVERSE CLUTCH PR:::SSURE PLATE               1
 93    16261    PISTON       REVERSE CLUTCH PISTON                         1
 94    16292    RING         SEALING                                       1
 95    16295    BEARING      NEEDLE                                        1
 96    16290    RING         SEALING                                       1
 97    1£,2B1   GASKET       CASE TO ADAPTER                               1
 99    16305    ADAPTER                                                    1
103    16253    GASKET       PUMP                                          1
Ull+   1&211    PUMP         COMPLETE ASSEM8LY                             1
105    1&212    SEA. L                                                     1
                      FOUR 107        WHALEBOAT SPEC    - REDUCTION UNIT - SNOW NABSTEOT

r   --/-......J......--....·

(                                .                                             7




     19                                                                                       DIA.


                               ~------------------V     ---------------_/

                                                                               DWG NO 15706

REF        PN        ~AME        REMARKS                                    QUAN
  1       15518      SCRE IJ     ADAPTER TO TRANSMISSION                          6
  2       15506      ADAPTER     REDUCTION HOUSING TO TRANSMISSION                1
  :3      1550'+     GASKET      REDUCTION HOUSING TO ADAPTER                     1
  '+      15508      ~OUSING     REDUCTION                                        1
  5- 1    15515      SHI M       .005                                             1
  6- 2    15516      SHIM        .001                                             1
  s- ),    15517     SHIM        .020                                             1
  7        15522     BEARING     TOP HALF                                         2
  8        15511     PINION                                                       1
  9        15512     COVER       REAR TOP                                         1
 10        15521     BEARING     BOTTOM HALF                                      2
 11        15523     SEAL                                                         1
 12        15510     COUPLINS    TRANSMISSIO~ HALF-:3.25 IN BOLT CIRCLE           1
 13        1551'+    NUT         COUPLING TO GEAR ASSEMBLY                        1
 1~        1552 I)   SCREW       REAR BOTTOM COVER TO HOUSING                     '+
 15        15509     COVER       REAR-30TTOM                                      1
 17        15513     GEAR        GEAR AND SHAFT ASSEMBLY                          1
 18        155Q5     STUD        ADAPTER TO TRANSMISSION                          2
 1~        15507     GASKET      ADAPTER TO TRANSMISSION                          1
 20        11653     COUPLING    PROPELLER HALF-1 3/8 BORE-3.25 IN BC              1
 21        15519     PIN         HOUSING TO ADAPTER                               1
 22- 1     1552'+    GEAR        COMPLETE INCLUDING REDUCTION UNIT                1
 22- 2.    15525     REDUCTION   COMPLETE EXCLUDING TRANSMISSION                  1


                J. H. WESTERBEKE CORP.
                AVON '''DUSTRIAl PARle. AVON, AlASS. 023tl2' (S171 5 ·· 7700
                            C.8"E: WE.reOIlP, AlIOII·TE... JC: 92 ........

REF        PN         NAME          REMARKS                             QUAN

  1        35331      STRAP         RIGHT FILTER BRACKET SUPPORT           1
  2        35318      BRACKET       LUBE OIL FILTER                        1
  3        35321      STRAP         LEFT FILTER BRACKET SUPPORT            1
  4        11613      FILTER        LUBE OIL                               1
  5        13335      ELBOW         COMPRESSION                            4
  6        35324      LINE          BLOCK OIL ADAPTER TO FILTER            1
  7        21516      HOSE          WIRE I NSERTED- INCHES REQU I RED     26
  8        11341      CLAMP         HOSE 8                                 4
  9        21911      HEATER        WATER JACKET                           1
 10        35393      HEATER        WATER JACKET-REMOTE THERMOSTAT         1
 11        35322      BRACKET       HEATER                                 1
 12-   1   31555      CAPSCREW      5/16NC X 1                             2
 12-   2   31759      WASHER        FLAT 5/16                              2
 12-   3   31758      LOCKWASHER    5/16                                   2
 12-   4   31756      NUT           5/16NC                                 2
 13        13256      MOUNT         REAR RIGHT                             1
 14        33766      NIPPLE        REDUCER 3/8NPT TO 1/4NPT               1
 15        11723      TEE           3/8NPT                                 1
 16        11471      PETCOCK                                              2
 17        13717      BUSHING       REDUCER 3/8NPT TO 1/8NPT               2
 18        13338      ELBOW         3/8NPT STREET 90                       1
 19        13519      NIPPLE        HOSE                                   2
 20        35320      RAIL          RIGHT                                  1
 21        13099      MOUNT         FRONT RIGHT                            1
 22        13760      CLAMP         SUPPORT HEATER HOSE                    1
 23        21516      HOSE          WIRE ~NSERTED-INCHES REQUIRED         30
 24        33765      NIPPLE        1/2NPT CLOSE                           1
 25        11651      TEE           1/2NPT X 3/8NPT X 3/8NPT               1
 26        24117      BRACKET       SUPPORT OIL LINE                       1
 27        17298      CLAMP                                                1
 28        13257      MOUNT         REAR LEFT                              1
 29-   1   31605      CAPSCREW      3/8NC X 1                              4
 29-   2   31764      LOCKWASHER    3/8                                    4
 29-   3   31762      NUT           3/8NC                                  4
 30        35319      RAIL          LEFT                                   1
 31-   1   31655      CAPSCREW      7/16NC X 1                             4
 31-   2   31770      LOCKWASHER    7/16                                   4
 32        13100      MOUNT         FRONT LEFT                             1
 33-   1   31681      CAPS CREW     7/16NF X 1-1/4                         4
 33-   2   31770      LOCKWASHER    7/16                                   4
 34-   1   13955      ADAPTER       OIL LINES TO BLOCK                     1
 34-   2   12669      GASKET        ADAPTER TO BLOCK                       1
 35-   1   31681      CAPS CREW     7/16NF X 1-1/4                         1
 35-   2   31770      LOCKWASHER    7/16                                   2
 35-   3   31772      NUT           7/16NF                                 1
 35-   4   12503      STUD          7/16NF X 1-9/16                        1
1(,        15")) 'f   A/'" 1..      fll   L   FI t-~ -+-v   ~.47

REF   PN        NAME            REMARKS                               QUAN
                                0941-014-8013 WITH CHANGE 3
                     PAGE X.17-19 DELETE THE FOLLOWING REF
 25   13969     LINE            OIL ADAPTER TO FILTER                    1
 48   14079     LINE            OIL FILTER TO COOLER                     1
 58   11119     BRACKET         OIL FILTER                               1
 60   11121     STUD                                                     3
                    PAGE X.29 DELETE THE FOLLOWING REF
 22   12103     RAIL           LEFT                                      1
 29   12131     BRACKET        BILGE PUMP                                1
 33   13101     RAIL           RIGHT                                     1

                    PAGE X.17 CHANGE THE FOLLOWING REF TO
 19   21516     HOSE           WIRE I NSERTED- INCHES REQU I RED         8
                     PAGE X.23 CHANGE THE FOLLOWING REF TO
  1   35304     SUMP            3/4UNF DRAIN PLUG-FROM AUG 85            1
  2   35305     PLUG            SUMP DRAIN 3/4UNF                        1

 11   35306     WASHER          SUMP DRAIN PLUG 35305                    1
                    PAGE X.27 CHANGE THE FOLLOWING REF TO
  3   35323     ALTERNATOR     35AMP-24VDC-NEG GND-SPEC B                1
 13   35338     STRAP          ALTERNATOR ADJUSTING-SPEC B               1

                    PAGE X.34 CHANGE THE FOLLOWING REF TO
131   34546     COUPLING       PROPELLER HALF 1 IN BORE                  1

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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 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 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.