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Westerbeke Diesel Ds 5 Parts Manual


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   Marine Diesel Engines

  Marine Diesel Generators

              Publication #12310
                  Edition Three
                   June 1978

        150 JOHN HANCOCK ROAD, TAUNTON, MA 02780-7319

  Marine Diesel Engines

 Marine Diesel Generators

             Publication #12310
                  Edition Three
                   June 1978

        150 JOHN HANCOCK ROAD, TAUNTON, MA 02780-7319

                                                        WESTERBEKE 7 SPECIFICATIONS

Type: One cylinder four cycle vertical diesel.
Displacement: 18.5 cu. in. (303 cc.); bore 3", stroke 25/8 ".
Power: 7 hp. at 3600 rpm continuous.
Compression Ratio: 17:1.
Weight: 1861b. with 2:1 reduction gear.
Cylinder Block: Aluminum.
Cylinder: Cast Iron.
Cylinder Head: Aluminum.
Crankshaft: Steel, counterbalanced.
Connecting Rod: Forged Steel.
Piston: Aluminum.
Bearings: rri metal.
Lubrication: Full pressure to main and large end bearings.
    Full flow integral replaceable lube oil filter.                                                        It"9H"'W-++~ Ii.   OF EXHAUST
Cooling System: Fresh water cooling with heat exchanger.                                                                      (.ONN

Installation Angle: 15° maximum.
Fuel System: Bryce injection pump, variable speed
    governor with automatic overload control. Camshaft
     driven fuel lift pump with hand primer.
Fuel Consumption: See fuel consumption curve.
Electrical System: 12-volt starter, 55-amp alternator.
Transmission: Paragon/Westerbeke 2:1 reduction and
     reverse gear w.ith positive neutral.
Standard Equipment: 2:1 manual reverse and reduction
    gear; electric starter, 55-amp alternator, factory pre-
    wiring with push-button start; closed circuit cooling
    system with heat exchanger, fresh and raw water
    pumps mounted; adjustable flexible engine mounts;
    full flow lube oil filter, sump pump and hose; fire-
    shielded flexi ble hose connections for fuel supply and
    return, secondary fuel oil filter, fuel lift pump with
    hand primer; threaded 1" IPS exhaust flange; mount-
    ing brackets for control cables; illustrated parts list
    and instruction manual.
Optional Equipment: Pre-wired instrument panel, indi-
     cating oil pressure, water temperature, and amps, with
    10-foot plug-in cable; Hydro-hush stainless steel
     water lift muffler; water-injected exhaust elbow;
     primary fuel oi I filter; flexi ble shaft coupling; sea water
     strainer; on-board spare parts kit.

                                                              I~   £1             ,---
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                                                                              2. 25

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                   1000   I~OO   2000   2!tOO   3000   3100


                                       WESTERBEKE WPD-4 SPECIFICATIONS

Engine: Single cylinder, fresh water cooled four cycle
Displacement: 18.5 cu. in. (303 cc); bore 3", stroke 25/8 ".
Power: 7 hp. at 3600 rpm.
Cooling: Fresh water cooling with heat exchanger.
Starting: Engine mounted 12-volt starting motor.
Lubrication: Full pressure to main and connecting rod
    bearings. Full flow integral replaceable lube oil
Mounting: Engine-generator assem bly is mounted on
                                                                                                                                                           Of   fKHAU'",T
    aluminum drip-pan base with heavy duty shielded
    rubber mounts to minimize vibration.
Fuel System: Bryce injection pump, governed to 3600 rpm.
    Camshaft-drive fuel lift pump with hand primer.
Fuel Consumption: Approx. 0.45 gallons per hour at full
Alternator: Rotating field, single bearing with shaft-                                                                                           ~f;A_~~~!.'''''!"
                                                                                                                                                 I ~L£T CONN FOR
    mounted fan.                                                                                                                                  i~ DI~' ~~s;-

Output: 4000 watts for continuous operation; up to 33
    amps, 120 volts, AC. 12 volts DC, 0-8 amps for battery
Frequency: 60 Hertz.
Phase: Single.                                                                            /
Power Factor: Unity.                                                                  /
Controls: Angle-mounted on top of generator for visi bility.                  I       40r, \)1_" _=-~ M 1 ~   H91.t."
    Cover swings up for easy servicing. Electric start and
    stop. Solid state battery charging control circuit
    reduces heat, increases efficiency and reliability, and
    is immune to vi bration and shock. High water tem-
    perature/low oil pressure shut down.
Weight: 233 I bs.
Standard Equipment: Integral drip-pan base with vi bra-                                                                                                         "RIMlih,    f'l LIN'.!   n "E'"M'VAl
    tion isolators and drain plug; closed circuit cooling
    system with heat exchanger, fresh and raw water                                                                                       17   ~f'I   /'

    pumps mounted; full flow lube oil filter, sump pump
    and hose; fire shielded flexible hose connections for
    fuel supply and return, secondary fuel oil filter, fuel
    lift pump with hand primer; electric start and fuel shut
    off; high water temperature/low oil pressure shut
    down; battery charge circuit with charge indicator
    light; 1" IPS threaded exhaust flange; illustrated
    parts list and instruction manual.
Optional Equipment: Remote start; shore transfer switch;
    high capacity primary fuel filter; water injected ex-
    haust el bow; Hydro-hush stainless steel water lift        Po44 !4\'(W)

    muffler; sea water strainer; on-board spare parts kit.      I


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                                                                                                                        2819 _    4KIN

                                                                                                                                  ~dLL   ~LOW     LUBE: OIL FILTE~

                                            SEA wATEI'< OuTLET              }
                                            CONN,   ~   MALE   5T H-4'O'S       -\
                                                                   ~-           - \ ~-   1.5   81~---------..,
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                                    'OUFi .34 SLOTTE;P_M..TG
                                    HOLfS. FOR .)1 eOl TS


ENGI NE: Single cylinder, water cooled four cycle diesel.

DISPLACEMENT: 15.9 cu. in; bore 3 in. stroke 2-1/4 in.

POWER: 5 hp. at 3000 rpm.

COOLING: Positive displacement rubber impeller raw water pump.

STARTING: Engine-mounted 12 volt starting motor.

LUBRICATION: Full pressure to main and connecting rod bearings.                                                       Full flow
             integral replaceable lube oil filter.

FUEL SYSTEM: Bryce injection pump, governed to 3000 rpm. Camshaft-drive
             fuel lift pump with hand primer.

FUEL CONSUMPTION: Approx. 0.45 gallons per hour at full output.

MOUNTlI'G: Engine-rails on propeller shaft center Iine with height adjustment
           nuts locked in place, mounted on flexible engine mounts.


TRANSMISSION: Paragon/Westerbeke 2:1 reduction and reverse gear with
              posi ti ve neutral.

SIZE: See drawing above.

WEIGHT: 187 Ibs. with 2:1 reduction gear.

                 L,lfTING   Rl.NG..
                                                     ~.lA   WAHR   OUTLET   c..ONN
                                                     ~MAlE    ST   THREADS           j',
                                                                                           \   (XI'M,UST C.ONN (IPS

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ENGINE: Single cylinder, water cooled four cycle diesel.
DISPLACEMENT: 15. 9 cu. in.; bore 3 in.; stroke 2-1/4 in.
POWER: 5. 5 hp at 3600 rpm.
COOLING: Positive displacement rubber impeller raw water pump.
STARTING: Engine-mounted 12 volt starting motor.
LUBRICATION: Full pressure to main and connecting rod bearings.                                                            Full flow
       integral replaceable lube oil filter.
MOUNTING: Engine- generator assembly is mounted on aluminum drip-pan base
      with heavy duty shielded rubber mounts to minimize vibration.
FUEL SYSTEM: Bryce injection pump, governed to 3600 rpm.                                                  Camshaft-drive
       fuel lift pump with hand primer.
FUEL CONSUMPTION: Approx. 0.45 gallons per hour at full output.
ALTERNATOR: Rotating field, single bearing with shaft-mounted fan.
OUTPUT: 3000 watts for continuous operation; 25 amps, 120 volts AC.                                                                    12 volts
      DC, 0-5 amps for battery charging.
FREQUENCY: 60 Hertz.
PHASE: Single
CONTROLS: Angle-mounted on top of generator for visibility. Cover swings up
      for easy servicing. Start- stop toggle switch. Solid state battery charging
      control circuit reduces heat, increases efficiency and reliability, and is
      immune to vibration and shock. Charge indicator light.
SIZE: See drawing above.
WEIGHT: 233 lbs.
OPTIONAL EQUIPMENT: Remote start shore power transfer switch-high-
      capacity primary fuel oil filter-exhaust silencer-automatic shut-down due
      to low oil pressure or high water temperature - safety control electric fuel
       shut off.

  Introduction   Operation
  Installation   Maintenance


  Marine Engine Electrical System
  Cooling System (External)



                           INTRODUCTION                                             5

          READ IT

   The diesel engine closely resembles the      Whenever replacement parts are needed,
gasoline engine inasmuch as the mechanism    always include the complete part descrip-
is essentially the same. Its cylinders       tion and part number (see separate Parts
are arranged above its closed crankcase;     List furnished, if not part of this pub-
its crankshaft is of the same general type   lication). Be sure to include the
as that of a gasoline engine; it has the     engine's model and serial number. Also
same sort of valves, camshaft, pistons,      be sure to insist upon Westerbeke factory
connecting rods, lubricating system and      packaged parts, because "will fit" parts
reverse and reduction gear.                  are frequently not made to the same
   Therefore, it follows to a great extent   specifications as original equipment.
that a diesel engine requires the same
preventative maintenance as that which any   GENERATOR SETS
intelligent operator would give to a gas-       Westerbeke diesels are used for both
oline engine. The most important factors     the propulsion of boats and for generating
are proper maintenance of the fuel, lub-     electrical power. For generator set app-
ricating and cooling systems. Replacement    lications, all details of this Manual
of fuel and lubricating filter elements at   apply, except in regard to certain por-
the time periods specified is a must, and    tions of the Installation, Operation and
frequent checking for contamination (Le.     Maintenance sections. Additional infor-
water, sediment etc.) in the fuel system     mation is provided in the section titled
is also essential. Another important         Generator Sets, Section T.
factor is the use of the same brand of
"high detergent" diesel lubricating oil
designed specifically for diesel engines.
   The diesel engine does differ from the
gasoline engine, however, in the method of
handling and firing its fuel. The carbu-
retor and ignition systems are done away
with and in their place is a single com-
ponent - the Fuel Injection Pump - which
performs the function of both.
   Unremitting care and attention at the
factory have resulted in a Westerbeke
engine capable of many thousands of hours
of dependable service. What the manufact-
urer cannot control, however, is the
treatment it receives in service. This
part rests with you!
          Since the boats in which these engines are used are many and varied,
       details of engine installation are equally so. It is not the purpose of
       this section to advise boatyards and engine installers on the generally
       well understood and well developed procedures for installation of en-
       gines. However, the following outline of general procedure is included
       because it is valuable in explaining the functions of each component,
       the reasons why, the precautions to be watched and the relationship of
       the installation to the operation of the engine. There are details of
       the installation which should have a periodic check and of which the
       operator should have a thorough understanding to insure good operating
       conditions for the engine and correct procedure for its servicing.

INSPECTION OF EQUIPMENT                        pry against this with crowbar, as you may
   The engine is shipped from the factory      distort the coupling.
mounted securely and properly crated. Ac-         In some cases it may be necessary to
cessory equipment is shipped in a separate     lift the engine in other than the regular
small box, usually packed with the engine      horizontal position. It may be that the
crate.                                         engine must be lowered endwise through a
   Before accepting shipment from the          small hatchway which cannot be made larger.
transportation company, the crate should       If the opening is extremely restricted it
be opened and an inspection made for con-      is possible to reduce, to some extent, the
cealed damage. If either visible or con-       outside clearances such as generator,
cealed damage is noted, you should require     cooling piping, water tank, filters,
the delivering agent to sign "Received in      mounting lugs, etc. This accessory equip-
damaged condition". Also check contents        ment should be removed by a competent
of the shipment against the packing list       mechanic and special care should be taken
and make sure note is made of any discrep-     to avoid damage to any exposed parts and
ancies. This is your protection against        to avoid dirt entering openings. The parts
loss or damage. Claims for loss or damage      which have been removed should be returned
must be made to the carrier, not to J. H.      to position as soon as the restriction has
Westerbeke Corporation.                        been passed.
                                                  In case it is necessary to hoist the
RIGGING AND LIFTING                            engine either front end upwards or reverse
    The engine is fitted with lifting rings.   gear end upwards, the attachment of slings
    Rope or chain slings should be at-         must be done very carefully to avoid the
tached to the rings and the engine lifted      possibility of damage to the parts on
by means of tackle attached to this sling.     which the weight may bear. It is best if
The lifting rings have been designed to        special rigging work be done by someone
carry the full weight of the engine,           experienced and competent in the handling
therefore auxiliary slings are not re-         of heavy machinery.
quired or desired.
CAUTION: Slings must not be so short as        ENGINE BOLTS
to place the engine lifting eyes in sig-          It is recommended that bronze hanger
nificant sheer stress. Strain on the           bolts of appropriate size be used through
engine lifting eyes must not be in excess      the engine flexible mounts. Lag screws
of 100 from the vertical. A spacer bar         are less preferred because their hold on
must be placed between the two lifting         the wood is weakened every time they are
eyes, if supported by valve cover studs.       moved, whereas the lag bolt stays in pos-
   The general rule in moving engines is       ition and the nut on top is used to tight-
to see that all equipment used is amply        en the engine down or is removed to permit
strong and firmly fixed in place. Move the     the engine to be lifted. The bolt itself
engine a little at a time and see that it      stays in position at all times, as a stud,
is firmly supported. Eliminate possibil-       and the bond between the bolt and the wood
ity of accidents by avoiding haste. Do         is not weakened by its removal.
not lift from the propeller coupling, or

   A good engine bed contributes much           Each Westerbeke Diesel engine is regu-
toward the satisfactory operation of the     larly fitted with a suitable coupling for
engine. The engine bed must be of rigid      connecting the propeller shaft to the
construction and neither deflect nor twist   engine.
when subjected to the engine weight or the      The coupling must not only transmit the
position the boat may have to take under     power of the engine to turn the shaft, but
the effects of rough seas. The bed must      must also transmit the thrust either ahead
keep the engine within one or two thous-     or astern from the shaft to the thrust
andths of an inch of this position at all    bearing which is built into the reduction
times. It has to withstand the forward       gear housing of the engine. This coupling
push of the propeller which is applied to    is very carefully machined for accurate
the propeller shaft, to the thrust washer    fit.
bearing in the engine and finally to the         For all engine models, a propeller half-
engine bolts and engine bed.                 coupling, bored to shaft size for the
   In fiberglas hulls, we recommend that     specific order, is supplied. The coupling
similar wooden stringers as in wooden        either has a keyway with set screws or is
hulls be formed and fitted, then glassed     of the clamping type.
to the hull securely. This allows hanger        The forward end of the propeller shaft
bolts to be installed firmly in wood, thus   has a long straight keyway. Any burrs
reducing noise and transmitted vibration.    should be removed from the shaft end. The
   The temptation to install the engine on   coupling should be a light drive fit on
a pair of fiberglas "angle irons" should     the shaft and the shaft should not have to
be resisted. Such construction will allow    be scraped down or filed in order to get a
engine vibrations to pass through to the     fit.   It is important that the key be
hull. Flexible mounts require a firm         properly fitted both to the shaft and the
foundation against which to react if they    coupling. The key should fit the side of
are to do their job. When possible, follow   the keyway very closely, but should not
bed design "A" and avoid bed design "B".     touch the top of the keyway in the hub of
                                             the coupling.
                                                If it seems difficult to drive the
                                             coupling over the shaft, the coupling can
                                             be expanded by heating in a pail of boil-
                                             ing water. The face of the propeller
                                             coupling must be exactly perpendicular to
                      GOOD                   the centerline or axis of the propeller

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

                                             ALIGNMENT OF ENGINE
                                                 The engine must be properly and exactly
                                             aligned with the propeller shaft. No
                                             matter what material is used to build a
                                             boat it will be found to be flexible to
                                             some extent and the boat hull will change
                                             its shape to a greater extent than is
                                             usually realized when it is launched and
                                             operated in the water. It is therefore
                                             very important to check the engine align-
ment at frequent intervals and to correct          In making the final check for alignment,
any errors when they may appear.               the engine half coupling should be held in
    Misalignment between the engine and the    one position and the alignment with the
propeller shaft is the cause of troubles       propeller coupling tested with the propeller
which are blamed often on other causes.        coupling in each of four positions, rotated
It will create excessive bearing wear,         90 0 between each position. This test will
rapid shaft wear and will, in many cases,      also check whether the propeller half coup-
reduce the life of the hull by loosening       ling is in exact alignment on its shaft.
the hull fastenings. A bent propeller          Then, keeping the propeller coupling in one
shaft will have exactly the same effect        position the alignment should be checked
and it is therefore necessary that the         rotating the engine half coupling to full
propeller shaft itself be perfectly            position each 90 0 from the next one.
straight.                                          The engine alignment should be rechecked
    One particularly annoying result of mis-   after the boat has been in service for one
alignment may be leakage of transmission       to three weeks and, if necessary, the
oil through the rear oil seal. Check to        alignment remade. It will usually be
make sure that alignment is within the         found that the engine is no longer in
limits prescribed.                             alignment. This in not because the work
    The engine should be moved around on       was improperly done at first, but because
the bed and supported on the screw-jacks       the boat has taken some time to take its
or shims until the two halves of the coup-     final shape and the engine bed and engine
lings can be brought together without using    stringers have probably absorbed some
force and so that the flanges meet evenly      moisture. It may even be necessary to re-
all around. It is best not to drill the        align at a further period.
foundation for the foundation bolts until          The coupling should always be opened up
the approximate alignment has been accu-       and the bolts removed whenever the boat is
rately determined.                             hauled out or moved from the land to the
    Never attempt a final alignment with       water, and during storage in a cradle.
the boat on land. The boat should be in        The flexibility of the boat often puts a
the water and have had an opportunity to       very severe strain on the shaft or the
assume its final water form. It is best        coupling or both when it is being moved.
to do the alignment with the fuel and          In some cases the shaft has actually been
water tank about half full and all the         bent by these strains. This does not apply
usual equipment on board and after the         to small boats that are hauled out of the
main mast has been stepped and final rig-      water when not in use, unless they are
ging has been accomplished.                    dry for a considerable time.
    Take plenty of time in making this
alignment and do not be satisfied with         EXHAUST SYSTEM
anything less than perfect results.                Exhaust line installations vary consid-
    The alignment is correct when the shaft    erably and each must be designed for the
can be slipped backwards and forward into      particular job. The general requirements
the counterbore very easily and when a         are to provide an outlet line with a mini-
feeler gauge indicates that the flanges        mum of restrictions and arranged so that
come exactly together at all points. The       sea water, rain water, or condensation
two halves of the propeller coupling           cannot get back into the engine. There
should be parallel within 0.002 inches (A).    should be a considerable fall in the line
                                               between the exhaust manifold flange and
                                               the discharge end. This slope in the pipe
                                               makes it difficult for water to be driven
                                               in very far by a wave; and a steep drop
                                               followed by a long slope is better than a
                                               straight gradual slope. Avoid any depres-
      I                                        sion or trough to the line which would
      \                                        fill with water and obstruct the flow of
                                               exhaust gas. Also avoid any sharp bends.
                                                   Brass or copper is not acceptable for
                                               wet exhaust systems, as the combination of
                                               salt water and diesel exhaust gas will
cause rapid deterioration. Galvanized         support for the rubber hose to prevent
iron fittings and galvanized iron pipe is     sagging, bending, and formation of water
recommended for the exhaust line. The ex-     pockets.
haust line must be at least as large as          Always arrange that water discharge
the engine exhaust manifold flange and be     into the rubber hose section is behind a
increased in size if there is an especial-    riser or sufficiently below the exhaust
ly long run and/or many elbows. It should     flange so that water cannot possibly flow
be increased by 1/2" in LD. for every 10      back into the engine. Also make sure that
feet beyond the first 10 feet.                entering sea water cannot spray directly
                                              against the inside of the exhaust piping.
                                              Otherwise excessive erosion will occur.

                                              MEASURING EXHAUST GAS BACK PRESSURE
                                                 Back pressure must be measured on a
                                              straight section of the exhaust line and
                                              as near as possible to the engine exhaust
                                              manifold. The engine should be run at
                                              maximum load during the measurement period.
                                              Set-up should be as shown below.
                                              1. For normally asperated engines:
                                                Pressure Test Mercury Test Water Column
                                                1-1/2" Max PSI 3" Mercury          39"
                                              2. For turbo-charged engines:
                                                Pressure Test Mercury Test Water Column
EXHAUST SYSTEM WITH WATER JACKETED              0.75 Max PSI   1-1/2" Mercury   19-1/2"
   To insure vibration doesn't transmit to
hull, use a flexible section preferably of
stainless steel, no less than 12" overall,
threaded at each end and installed as
close to the engine as possible. This
flexible section should be installed with
no bends and covered with insulating mater-
ial. The exhaust pipe should be properly
supported by brackets to eliminate any
strain on the manifold flange studs. Many
installations use flexible rubber exhaust
hose for the water cooled section of the
exhaust line because of the ease of instal-
lation and flexibility. Provide adequate      Checking The Back Pressure
                                              1. Exhaust pipe flange
                                              2. Exhaust line
                                              3. Transparent plastic hose, partly filled
                                                 with water. Measurement "A" may not
                                                 exceed 39" for normally asperated
                                                 engines and 19.5" for turbo-charged

                                              WATER CONNECTIONS
                                                 Seacocks and strainers should be of the
                                              full flow type at least one size greater
                                              than the inlet thread of the sea water
                                              pump. The strainer should be of the type
                                              which may be withdrawn for cleaning while
                                              the vessel is at sea.
     WATER LIFT EXHAUST SYSTEM WITH              Water lines can be copper tubing or
         "HYDRO-HUSH" MUFFLER                 wire-wound, reinforced rubber hose. In
any case, use a section of flexible hose       the use of unnecessary fittings and con-
that will not collapse under suction, be-      nectors. The shut off valve in the line
tween the hull inlet and engine and between    between the fuel tank and engine should be
the outlet and the exhaust system. This        of the fuel oil type, and it is important
takes up vibration and permits the engine      that all joints be free of pressure leaks.
to be moved slightly when it's being re-          Keep fuel lines as far as possible from
aligned. Do not use street elbows in           exhaust pipe for minimum temperature, to
suction piping. All pipe and fittings          eliminate "vapor locks".
should be of bronze. Use sealing compound         The fuel piping leading from the tank
at all connections to prevent air leaks.       to the engine compartment should always be
The neoprene impeller in the sea (raw)         securely anchored to prevent chafing.
water pump should never be run dry.            Usually the copper tubing is secured by
                                               means of copper straps.
FUEL TANK AND FILTERS                             The final connection to the engine
    Fuel tanks may be of fiberglass, monel,    should be through flexible rubber hoses.
aluminum, plain steel or terne plate. If
made of fiberglass, be certain that the        ELECTRIC PANEL
interior is gel coated to prevent fibers          The Westerbeke all-electric panel util-
from contaminating the fuel system.            izes an electronic tachometer with a
Copper or galvanized fuel tanks should not     built-in hour meter. Tachometer cables
be used. It is not necessary to mount the      are no longer required, except for the
tank above the engine level as the fuel lift   Skipper mechanical panel. Mounted on the
pump provided will raise the fuel from the     panel are an ammeter, water temperature
tank. The amount of lift should be kept        gauge and oil pressure gage. Each instru-
minimum (6 feet being maximum). If a tank      ment is lighted. The all-electric panel
is already installed above engine level it     is isolated from ground and may be mounted
can be utilized in this position. Great        where visible. It is normally pre-wired.
care should be taken to ensure that the fuel
system is correctly installed so that air-
locks are eliminated and precautions taken
against dirt and water entering the fuel.
   A primary fuel filter of the water col-
lecting type should be installed between
the fuel tank and the fuel lift pump. A
recommended type is available from the
list of accessories. The secondary fuel
filter is fitted on the engine between the
fuel lift pump and the injection pump and
has a replaceable element.                         WESTERBEKE ALL-ELECTRIC PANEL
    As the fuel lift pump has a capacity in
excess of that required by the injection
pump, the overflow is piped to the fuel
tank and should be connected to the top of
the tank or as near the top as possible.
    To insure satisfactory operation, a
diesel engine must have a dependable sup-
ply of clean diesel fuel. For this reason,
cleanliness and care are especially im-
portant at the time when the fuel tank is
installed, because dirt left anywhere in
the fuel lines or tank will certainly
cause fouling of the injector nozzles when         SKIPPER MECHANICAL TACH PANEL
the engine is started for the first time.
                                               ELECTRICAL EQUIPMENT
FUEL PIPING                                       Most Westerbeke engines are supplied
   We recommended copper tubing together       pre-wired and with plug-in connectors.
with suitable fittings, both for the supply    Never make or break connections while the
line and the return line. Run the tubing       engine is running. Carefully follow all
in the longest pieces obtainable to avoid      instructions on the wiring diagram sup-

plied, especially those relating to fuse/
cicuit breaker requirements.
   Starter batteries should be located as
close to the engine as possible to avoid
voltage drop through long leads. It is
bad practice to use the starter batteries
for other services unless they require low
amperage or are intermittent'. In cases
where there are substantial loads (from
lights, refrigerators, radios, depth
sounders, etc.) it is essential to have a
complete, separate system and to provide
charging current for this by means of a
second alternator or "alternator output
split ter" .
    Starter batteries must be of a type
which permits a high rate of discharge
 (Diesel starting).

   Carefully follow the recommended wire
sizes shown in the wiring diagrams. Plan
installation so the battery is close to
engine and use the following cable sizes:

     #1 -   for distances up to 8   feet
     #1/0   - for distances up to   10 feet
     #2/0   - for distances up to   13 feet
     #3/0   - for distances up to   16 feet

   The recommended practice is to have the
stop-run lever loaded to the run position
and controlled by a sheathed cable to a
push-pull knob at the pilot station. The
throttle lever should be connected to a
Morse type lever at the pilot station by
a sheathed cable.
   The transmission control lever may be
connected to the pilot station by a flex-
ible, sheathed cable and controlled by a
Morse type lever. The single-lever type
gives clutch and throttle control with
full throttle range in neutral position.
The two-lever type provides clutch control
with one lever and throttle control with
the other.
   Any bends in the control cables should
be gradual. End sections at engine and
transmission must be securely mounted.
After linkages are completed, check the
installation for full travel, making sure
that, when the transmission control lever
at the pilot station is in forward,
neutral and reverse, the control lever on
the transmission is on the respective
detent. Check the throttle control lever
and the stop-run lever on the fuel injec-
tion pump for full travel.
    The engine is shipped "dry" ... with lub-      The fuel injection system of a compres-
ricating oil drained from the crankcase         sion ignition engine depends upon very
and transmission. Therefore, be sure to         high fuel pressure during the injection
follow these recommended procedures care-       stroke to function correctly. Relatively
fully before starting the engine for the        tiny movements .of the pumping plungers pro-
first time.                                     duce this pressure and if any air is pres-
1. Remove oil filler cap and fill oil sump      ent inside the high pressure line, then
    with heavy duty, diesel lubricating oil     this air acts as a cushion and prevents the
    to the highest mark on the dipstick.        correct pressure, and therefore fuel injec-
    See table under Maintenance for an ap-      tion, from being achieved.
    proved lubricating oil. Do not over-           In consequence it is essential that all
    fill. Select an approved grade from         air is bled from the system whenever any
    the listing and continue to use it.         part of the system has been opened for
2. If the Reverse Gear has a manual clutch,     repair or servlclng. Running out of fuel
    fill to the highest mark on the dip-        is a misfortune that also necessitates
    stick with S.A.E. 30 lubricating oil.       complete bleeding of the system before the
    You may use the same oil as in the en-      engine can be restarted.
    gine.                                          The following instructions for fuel
    If Reverse Gear is hydraulic, fill to       system bleeding apply to typical systems
    the highest mark on the dipstick with       using in-line DPA pumps (shown in Figs.l
    type A Hydraulic fluid. Do not over-        and 2).
    fill.                                          Before priming and bleeding, insure
3. Fill fresh water cooling system only         that the outside of the bleed screws and
    after opening all pet-cocks and plugs       surrounding area is thoroughly clean to
    until all entrapped air is expelled.        prevent dirt and foreign matter entering
    On fresh water cooled engines, fill the     the system.
    fresh water cooling system with fresh
    clean water and/or anti-freeze solution     DPA DISTRIBUTOR PUMPS The following prim-
     (see Cold Weather precautions in Main-     ing and venting sequence is applicable to
    tenance Section).                           both mechanically and hydraulically govern-
    Use a 50-50 anti-freeze solution if cold    ed DPA pumps. The only difference is the
    weather is to be experienced.               physical location on the pump of the gov-
    Fill surge tank to within one inch of       ernor bleed screw "D" and this is indi-
    the top. Check this level after engine      cated in the appropriate illustration,
    has run for a few minutes. If trapped
    air is released, the water level may
    have dropped. If so, refill tank to
    within one inch of top and replace
    filler cap.
4. Ensure battery water level is at least
    3/8" above the battery plates and bat-
     tery is fully charged so that it is
    capable of the extra effort that may be
     required on the first start.
 5. Fill fuel tank with clean Diesel fuel
    oil; No. 2 diesel fuel oil is recom-
    mended. The use of No. 1 is permissible
     but No. 2 is preferred because of its
     higher lubricant content.
NOTE: If there is no filte~ in the filler
 of the fuel tank, the recommended proced-
 ure is to pour the fuel through a funnel         Fig. 1
 of 200 mesh wire screen.
 6. Fill grease cup on water pump, if pres-
     ent, with a good grade of water pump
Fig. 1 for mechanically governed and Fig.    bleeding proceeds as follows.
2 for hydraulically governed pumps.              Leave the governor bleed screw "D"
                                             slackened. Next slacken any two injector
                                             pipe line connections at the injector end.
                                             Set the throttle to the fully open pos-
                                             ition and turn the engine until fuel free
                                             from air flows from the unions. Then re-
                                             tighten the loosened injector pipe unions.
                                                  Start the engine and run it at fast
                                             idling speed until air-free fuel exudes
                                             from the governor bleed screw "D". Tighten
                                             this screw and stop the engine.
                                                  Governing may be erratic during this
                                             procedure, therefore stand by to stop the
                                             engine should any excessive engine speed
                      '"'-     'b. _ 0\
     --------o(t..'    ~ ~~.'
                     '~J). Jf'
                                .;.,. :----..develop.
                                             RECOMMENDED SPARES Owners are often in
                     "Q.\)                   doubt as to the amount of fuel injection
    Fig. 2                                   equipment spares to carry. A great deal
                                             depends upon the use of the craft and its
   If the fuel system is fitted with a       location. General coastal use in well-
fuel feed pump, slacken both the filter      populated areas is one thing, but voyaging
bleed screw "A" and the injection pump       up the Amazon delta, for example, would be
fuel inlet union "B", and operate the hand   quite different and would require a com-
priming lever of the feed pump until fuel    prehensive spares kit.
free from air issues from both the vents.         Generally speaking, the average boat
Tighten both the vent connections. In a      owner    is within relatively easy reach of
gravity fed fuel system turn on the fuel     service    centers and requires spares only as
and carry out the same procedure with the     insurance   against breakdown and for general
bleed screw and fuel inlet.                  servicing within the scope of the owner or
   Slacken the vent valve fitted to one of   crew.
the two hydraulic head locking screws "c"         A suitable kit for such a purpose would
and the bleed screw "D" on the governor      consist of a replacement filter element and
housing. Operate the hand priming lever of   a set of sealing and "0" rings for each
the feed pump, until fuel free from air       filter. Spare bleed screws for pumps and
bubbles issues from the vent "c" and then     filters are also required, for screws are
tighten this bleed screw.                    easily    lost or damaged in a boat when bleed-
NOTE: The space within the governor hous-     ing  the  system. A full set of high pressure
    ing (vented by screw "D") is normally     injection    pipes should also be carried, for
    filled, and its contents lubricated,     a  fractured    or cracked pipe could occur at
    by fuel oil back-leaked from the pump     any  time  and  no patching is possible with
    plungers, the pump rotor and the ad-      these pipes. The correct set of pipes can
    vance device if fitted. This is the       be obtained from the engine manufacturer's
    normal way in which this space becomes    agent or service center and will be supplied
    filled with oil and this can naturally   already bent to shape and cleaned intern-
    take a long time at feed pump pressures. ally with both ends plugged against the
   However, if the reason that the pump is    entry of dirt. They will be supplied pack-
being vented is because a pipe line or in-    ed as a set and it is important to keep
jector or filter element has been changed     them this way until required for use. It
or serviced or the system has run out of      is vitally important that the internal sur-
fuel, then the governor housing will still    face   of the pipe is kept scrupulously
be filled with fuel oil and bleeding by       clean   until fitted to the engine.
means of the hand priming lever of the            A  spare  set of fuel injectors of the
feed pump will suffice. In this event,        right type and correctly set for the par-
close the governor bleed screw "D" as soon    ticular engine together with a set of the
as fuel free from air issues from the vent.   correct seating washers will not only en-
   If, however, a new pump has been fitted    able defective injectors to be changed
to the system, then its governor housing      when required but will also permit engine
will most likely be empty of fuel oil and     use while one set is away being serviced.
Do be careful to check with the engine          cap when refueling - see that it doesn't
parts list regarding whether the engine         pick up dirt or grit - this is how quite
requires injector seating washers or not.       a lot of dirt gets into the tank.
    Additionally, spare banjo bolts and            Avoid dubious sources of fuel.  Job
washers for back leak pipes and low pres-       lots of unknown origin are not always the
sure pipes are handy things to have when a      bargain they appear to be and fuel inject-
joint starts leaking. Remember no equip-        ion equipment is expensive to renew when
ment ever breaks down when it is station-       damaged.
ary in port.   Breakdowns and trouble occur
when the equipment is working - and that        WHEN ENGINE STARTS
means at sea!                                   1. Check Oil Pressure immediately. Normal
    Do not forget the tools.  Always carry         oil pressure is approximately 50 psi at
the correct spanners for the job - hammers         operating speeds, 15 psi when idling.
and adjustable wrenches may be all right           (Extremely hot engine.)
in some locations, but please, not around       2. Check Sea Water Flow.   Look for water
your fuel injection equipment on your              at exhaust outlet. Do this without
craft.                                             delay.
HINTS AND TIPS It is essential to stress        3. Recheck Crankcase Oil. After the en-
the need for absolute cleanliness of the           gine has run for 3 or 4 minutes, subse-
fuel at all times.   This requirement also         quent to an oil change or new installa-
extends to methods of operating and servic-        tion, stop the engine and check the
ing the equipment and to precautions about         crankcase oil level. This is import-
refueling.                                         ant as it may be necessary to add oil
    A useful hint when changing filter ele-        to compensate for the oil that is re-
ments is to obtain a polythene bag large           quired to fill the engine's internal
enough and strong enough to hold the filter        oil passages and oil filter.    Add oil
element and put this around the element and        as necessary.   Check oil level each day
filter head before unscrewing the center           of operatjon.
bolt. Undo the center bolt and allow ele-       4. Recheck Transmission Oil Level.    (This
ment, oil and base all to go into the bag.         applies only subsequent to an oil change
Then empty the bag into a bowl or container        or a new installation.) In such a case,
large enough for the contents to be separ-         stop the engine after running for sev-
ated and the base and sealing rings recov-         eral minutes at 800 rpm with one shift
ered if required.                                  into forward and one into reverse, then
    Granulated pieces of substance familiar        add oil as necessary.   Check oil level
to all cat owners who live in apartments           each day of operation.
and sold for use in cat litter boxes is         5. Recheck Expansion Tank Water Level, if
ideal for soaking up diesel fuel spilled           engine is fresh water cooled.    (This
when venting or removing pipe lines. Put           applies after cooling system has been
the material down before working on the            drained or filled for the first time.)
system.                                            Stop engine after it has reached oper-
    Barrier creams of the oil-defying kind         ating temperature of l7s o F and add
are useful and make life much easier when          water to within one inch of top of tank.
removing the grime from hands. Put on the       WARNING:   The system is pressurized when
cream before the job is tackled and then        overheated and the pressure must be re-
 dirt, grease and cream are removed together    leased gradually if the filler cap is to
when the job is completed.                      be removed.   It is advisable to protect
    In the majority of fueling installations    the hands against escaping steam and turn
fuel will be supplied through a hose -          the cap slowly counter-clockwise until the
always wipe the pump nozzle with a clean        resistance of the safety stops is felt.
non-fluffy piece of cloth before use.    None   Leave the cap in this position until all
of those grubby old swabs, please - they        pressure is released. Press the cap down-
will do far more harm than good.    If you      wards against the spring to clear the
 spill any fuel on tank, deck or fittings,      safety stops, and continue turning until
wipe it off right away. Diesel fuel oil         it can be lifted off.
does not evaporate as does gasoline, and        6. Warm-up Instructions. As soon as pos-
 if left, will gather dirt and grit, will          sible, get the boat underwa.y but at re-
 track everywhere and keep on smelling.    Be      duced speed, until water temp. gauge
careful where you put down the fuel tank           indicates l30-lS0 0 F. It necessary, en-
   gine can be warmed up with the clutch      reading after a stop does not neces-
   in neutral at 1000 rpm. Warming up         sarily signal alarm against restarting.
   with clutch in neutral takes longer and    If there is no functional difficulty,
   tends to overheat the transmission, if     temperatures will quickly return to
   partial engagement occurs, which can be    normal when engine is operating.
   detected by propeller shaft rotation.
7. Reverse Operation. Always reduce en-
   gine to idle speed when shifting gears.
   However, when the transmission is en-
   gaged, it will carry full engine load.
NOTE: The SAO trans~ission requires that,
when backing down, the shift lever must be
held in the reverse position, since it has
no positive overcenter locking mechanism.

1. Position shift lever in neutral.
2. Move throttle lever to idle position.
3. Pull fuel push-pull STOP control out.
   (The stop control functions by cutting
   off the fuel from the fuel injection
NOTE: Idle engine for a few minutes to
dissipate heat gradually before shutdown.

1. Never run engine for extended periods
   when excessive overheating occurs as
   extensive internal damage can be cau8~d.
2. DO NOT put cold water in an overheated
   engine. It can crack cylinder head,
   block, or manifold.
3. Keep intake silencer free from lint,
4. Do not run engine at high RPM without
   clutch engaged.
5. Never Race a Cold Engine as internal
   damage can occur due to inadequate oil
6. Keep the engine and accessories clean.
7. Keep the fuel clean. Handle it with
   extreme care because water and dirt in
   fuel cause more trouble and service in-
8. Do not allow fuel to run low, because
   fuel intake may be uncovered long
   enough to allow air to enter the
   system, resulting in lost time re-
   quired for priming.
9. Do not be alarmed if temperature gauges
   show a high reading following a sudden
   stop after engine has been operating at
   full load. This is caused by the
   release of residual heat from the heavy
   metal masses near the combustion
   chamber. Prevention for this is to run
   engine at idle for a short period
   before stopping it. High temperature

                  TEN MUST RULES

IMPORTANT                 IMPORTANT                    IMPORTANT

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

  1. Keep this Manual handy and read it whenever in doubt.
  2. Use only filtered fuel oil and check lube oil level daily.
  3. Check cooling water temperature frequently to make sure it is 1900
     or less.
  4. Close all drain cocks a~d refill with water before starting out.
  5. Investigate any oil leaks immediately.
  6. Race the engine in neutral.
  7. Run the engine unless the gauge shows proper oil pressure.
  8. Break the fuel pump seals.
  9. Use cotton waste or fluffy cloth for cleaning or store fuel in a
     galvanized container.
 10. Subject the engine to prolonged overloading or continue to run it
     if black smoke comes from the exhaust.


    After you have taken delivery of your
engine, it is important that you make the
following checks right after the first
fifty hours of its operation:
Do the following:
  1. Retorque the cylinder head bolts.
   2. Retorque the rocker bracket nuts and
      adjust valve rocker clearance.
   3. Check and adjust, if necessary, the
      forward drum assembly and the reverse
      band on manual SAO and SA-l trans-
   4. Change engine lubricating oil and oil
   5. Check for fuel and lubricating oil
      leaks. Correct if necessary.
   6. Check cooling system for leaks and in-
      spect water level.
   7. Check for loose fittings, clamps,
      connections, nuts, bolts, vee belt
      tensions etc. Pay particular atten-
      tion to loose engine mount fittings.
      These could cause mis-alignment.
Do the following:
  1. Check sea water strainer, if one has
     been installed.
  2. Check water level in cooling system.
  3. Check lubricating oil level in sump.
     Fill to highest mark on dipstick.
  4. Turn down grease cup on water pump,
     if used, one full turn.
  5. Check lubricating oil level in trans-
     mission. Fill to highest mark on
     dipstick.                                 FIGURE 1
Do the following:
  1. Check generator or alternator "V"
     belt for tension.
  2. Check water level in battery.
  3. Change oil in sump. Oil may be
     sucked out of sump by attaching a
     suction hose (3/8" ID) over the out-
     side of the oil sump pipe, located
     aft of the dipstick. Figure 1.
     See Note, next page.
  4. Replace lubricating oil filter. Fig. 2.
     See Note, next page.
  5. Fill sump with approximately 4.5 US
     quarts of diesel lubricating oil to
     high mark on dipstick. Do not over
     fill. See Note next page.                 FIGURE 2

CAUTION: The use of different brands of       3. Fill fresh water cooling system with
 lubricating oils during oil changes has         antifreeze of a reputable make.    (Refer
 been known to cause extensive oil sludg-        to Cold Weather Precautions.)
 ing and may in many instances cause com-     4. Start engine. When temperature gauge
 plete oil starvation.                           indicates l75 0 F, shut engine down and
 6. Start engine and run for 3 or 4              drain lubricating oil. Remove and re-
    minutes. Stop engine and check oil           place filter. Fill sump with High De-
    filter gasket for leaks. Check oil           tergent Lubricating Oil.
    sump level. This is important as it       5. Remove air filter. Carefully seal air
    may be necessary to add oil to com-          intake opening with waterproofed adhes-
    pensate for the oil that is required         ive tape or some other suitable medium.
    to fill the engine's internal oil         6. Seal the exhaust outlet at the most ac-
    passages and oil filter. Add oil as          cessible location as close to the en-
    necessary. Change oil in transmission.       gine as possible.
    Use SAE 30, High Detergent Lubricating    7. Remove injectors and spray oil into
    Oil, Service DG, DM, or DS. Do not           cylinders.
    overfill. See note below.                 8. Replace injectors with new sealing
                                                 washer under each injector. Turn engine
IMPORTANT NOTE:                                  slowly over compression.
   IT IS MANDATORY THAT THE CHECKS 3, 4, 5    9. Top off fuel tank completely so that no
AND 6 BE ATTENDED TO WHEN TOTAL OPERATING        air space remains, thereby preventing
TIME REACHES 150 HOURS. IN SOME INSTANCES,       water formation by condensation.
THIS TOTAL IS REACHED BEFORE END OF SEASON. 10. Leave fuel system full of fuel.
                                             11. Change fuel filters before putting the
  7. Clean Air Filter. The time period for       engine back in service.
     replacing the air filter depends on     12. Wipe engine with a coat of oil or
     operating conditions, therefore, under      grease.
     extremely dirty conditions, the season- 13. Change oil in transmission.
     al frequency should be increased. The 14. Disconnect battery and store in fully
     correct time periods for replacing the      charged condition. Before storing the
     filter will greatly assist in reducing      battery, the battery terminals and
     bore wear, thereby extending the life       cable connectors should be treated to
     of the engine.                              prevent corrosion. Recharge battery
  8. Check engine for loose bolts, nuts,         every 30 days.
     etc.                                    15. Check alignment.
  9. Check sea water pump for leaks.
 10. Wash primary filter bowl and screen.
     If filter bowl contains water or sedi-
     ment, filter bowl and secondary oil
     fuel filter need to be cleaned more
 11. Replace secondary fuel filter element.
 12. Replace air filter.

1. Drain fresh water cooling system by re-
   moving the surge tank pressure cap and
   opening all water system petcocks.
2. Remove zinc rod (usually located in
   heat exchanger) and see if it needs
   replacing. The zinc rod will take
   care of any electrolysis that may occur
   between dissimilar metals. Insert new
   zinc if necessary.

                                  LUBRICATING OILS

   Lubricating oils are available for Westerbeke Diesel engines which offer an improved
standard of performance to meet the requirements of modern operating conditions such as
sustained high speeds and temperatures.

   These oils meet the requirements of the U. S. Ordnance Specification MIL-L-2l04B
(API Service CC). Any other oils which also conform to these specifications, but are
not listed here are, of course, also suitable.

                                                                S.A.E. DESIGNATION
        COMPANY                         BRAND
                                                        00/45 0 F     45 0 /80 0 F OVER 80 0 F

American Oil Co.         American Supermil Motor Oil      lOW          20W/20         30

BP Canada Limited         BP Vanellus                     lOW          20W/20         30
                          BP Vanellus                   10W/30         10W/30      10W/30

Chevron Oil Co.           RPM DELO Multi-Service Oil      lOW          20W/20         30

Cities Service Oil Co.    CITGO Extra Range               lOW          20W/20         30

Continental Oil Co.       CONOCO TRACON OIL               lOW          20W/20         30

Gulf Oil Corporation     Gulflube Motor Oil X.H.D.        lOW          20W/20         30

Mobile Oil Company       Delvac 1200 Series              1210           1220         1230

Shell Oil Company         Shell Rotella T Oil             lOW          20W/20         30

Sun Oil Company          Subfleet MIL-B                   lOW          20W/20         30

Texaco, Inc.             Ursa Oil Extra Duty              lOW          20W/20         30



The following sections contain detailed
information relating to the proper
operating characteristics of the major
components and systems in the engine.
Included are disassembly, rework and
reassembly instructions for the
guidance of suitably equipped and
staffed marine engine service and
rebuilding facilities. The necessary
procedures should be undertaken ~
by such facilities.
Additional operating characteristics
are included in the Operation Section
of this manual.
Any replacements should be made only
with genuine Westerbeke parts.
II              technical data

Bore (nominal) .....                                 3in (76.2mm)
                                                                                       DS/WPD3   a                technical data

                                                                                                 Bore (nominal) ...                           3in (76.2mm)

                                                     2.25in (57.15mm)                                                                         2.625in (66.68mm)
Power and speed (B.S. continuous rating):                                                        Power and speed (B.S. continuous rating):
                                                     2.4   bhp   at   1500   rev/min                                                          2.8   bhp   at   1500   rev/min
                                                     3.0   bhp   at   1800   rev/min                                                          3.3   bhp   at   1800   rev/min
                                                     3.5   bhp   at   2100   rev/min                                                          4.0   bhp   at   2100   rev/min
                                                     4.2   bhp   at   2500   rev/min                                                          5.0   bhp   at   2500   rev/min
                                                     5.0   bhp   at   3000   rev/min                                                          6.0   bhp   at   3000   rev/min
                                                     5.5   bhp   at   3600   rev/min                                                          6.5   bhp   at   3600   rev/min
Cubic capacity......    . ...................... .   15.9 in 3 (261 cm 3 )                       Cubic capacity .....                         18.5 in 3 (304 cm 3 )
Compression ratio ........                           16.25 to 1                                  Compression ratio.                           17 to 1
Lubricating oil pressure (min.)........              35 Ibflin' (2.46 kgflcm')                   Lubricating oil pressure (min.).             35 Ibf/in' (2.46 kgflcm')
Fuel injection release pressure..                    2350/2650 Ibf/in' (165.2/186.3 kgflcm')     Fuel injection release pressure..            235012650 Ibflin' (165.2/186.3 kgf/cm')

Fuel. injection timing (by spill):                                                               Fuel injection timing (by spill):
  Fixed speed                                                                                      Fixed speed
    Up to 2200 rev/min.                              23° before TOC                                   Up to 2200 rev/min                      26° before TOC
     2201 to 2700 rev min                            26° before TOC                                   2201 to 2700 rev/min                    28° before TOC
     2701 to 3300 rev min                            29° before TOC                                   2701 to 3300 rev/min                    32° before TOC
     3301 to 3600 rev min                            34° before TOC                                   3301 to 3600 rev/min                    33° before TOC
  Variable speed                                     29° before TOC                                Variable speed                             28° before TOC
Inlet valve opens.                                   13° before TOC                              Inlet valve opens.                           13° before TOC
Inlet valve closes ..                                38° after BOC                               Inlet valve closes..                         38° after BOC
Exhaust valve opens                                  38° before BOC                              Exhaust valve opens. .....................   38° before BOC
Exhaust valve closes                                 13° after TOC                               Exhaust valve closes..                       13° after TOC
Oil capacity.                                        3';' pints (1.9 litres)                     Oil capacity                                 4% pints (2.7 litres)

                               Lubricating oil- Disregard weights on page 21 of ~eneral Section and use lOW
                               or multiviscosity 10/30w high detergent oil which meets API service CC, CE or
                               SE or meets Mil Spec 2104-B. Use non-detergent oil for the first 50 hours
                               on a generator set then use high detergent.
a   technical data                                                                    DS/W7/WPD3/WPD4

    Camshaft end float..                                0.003/0.01 Oin (0.08/0.25mm)
    Crankshaft end float (new)                          0.005/0.017in (0.13/0.43mm)
    Crankshaft end float (not to exceed)                0.020in (0.51 mm)
    Crankpin ovality (not to exceed).                   0.0025in (0.063mm)
    Cylinder bore wear (not to exceed)..                0.01 Oin (0.25mm)
    Piston ring gap (new)                               0.012/0.01 7in (0.3010.43mm)
    Piston ring gap (not to exceed)..                   0.045in (1.14mm)
    Exhaust valve lift by decompressor (max.)           0.015in (0.38mm)
    Bumping clearance ......... .........               0.02210.026in (0.56/0.66mm)
    Valve rocker clearance (cold) .....                 0.004in (0.1 Omm)
    Valve depth from cylinder head face (new)           0.039/0.057in (0.99/1.45mm)
    Main bearing clearance (new)..                      0.0008/0.0029in (0.02010.077mm)
    Large erd bearing clearance (new)..                 0.001 010.OO35in (0.025/0.090mm)
    Small end bush diameter (fitted)..                  0.8753/0.8757in (22.233/22.243mm)
    Reduction gear power take-off shaft end
      floaL                                             0.002/0.005in (0.05/0.13mm)

    Cylinder reboring diameters:
      Standard .............................. ..        3.000/3.001 in (76.20176.23mm)

         0.020in.                                       3.020/3.021 in (76.71176. 73mm)
         0.030in.                                       3.03013.031 in (76.96/76.99mm)
         0.040in ..                                     3.04013.041 in (77.22177.24mm)

     Crankshaft regrinding diameters:
                                                             Main journal and crankpin
       Standard ...                                     1.6250/1.6245in (41.275/41.262mm)

        0.010in.                                        1.6150/1.6145in (41.021/41.008mm)
         0.020in                                        1.6050/16045in (40.767/40.754mm)

     Lubricating oil pump:
       Rotor end clearance (new) ...                    0.OO1/0.0025in (0.025/0.064mm)
       Rotor end clearance (not to exceed) .            0.OO5in (0.127mm)
       Rotor form clearance (new).                      0.002/0.005in (0051/0.1 27mm)
       Rotor form clearance (not to exceed) ....        0.008in (0.203mm)
       Shaft/bore clearance (new) ....                  0.OO15/0.003in (0.038/0.076mm)
       Shaft/bore clearance (not to exceed) ...         0.OO5in (0.127mm)
       Rotor shaft diameter (new).                      0.5918/0.5923in (15.032/15.044mm)

                                         **           **
     TORQUE SPANNER SETIINGS                                                                Ibf ft   kgf m
       Large end bolt..                                                                       25      3.46
       Cylinder head nut                                                                      20      2.77
       Injector stud nut ...                                                 ...AB1W          10      1.38
       Injector stud nut                                          .................. AC1W     13      1.80
       Flywheel nut .................. ..                                                   155      21.43
       Flywheel extension or gearwheel bolt..                                                 27      3.73
       Lubricating oil pump screw ....                                                        10      1.38
       Lubricating oil filter centre bolt                                                     10      1.38
       Fuel pump delivery union body ........................ .                               15      2.07
       Crankshaft and camshaft extension shaft screw                                          14      1.94
       Crankshaft gearwheel retaining screw ...                                               27      3.73
       Camshaft gearwheel retaining screw ..................................... .             27      3.73
       Starting handle shaft retaining screw (Raised Hand Starting) ....                      27      373
       Mounting plate screw (4: 1 Hand Starting) ................................. ..         18      2.49
       Sliding plate locating screw (4: 1 Hand Starting).                                     18      2.49
       Sliding plate stop screw (4: 1 Hand Starting) (Flywheel end) .......                    8      1.10
       Gearwheel retaining clip screw (4:1 Hand Starting) (Flywheel
        end)..                                     ....... ........                           12      1.66
       Gearwheel retaining screw (4: 1 Hand Starting) (Gear end) ...                          18      2.49


DS Marine Engine
     A.    Preparation Arter Installation
The engine is shipped "dry," that is, with lubricating oil drained from crankcase
and transmission. The following procedures should be checked methodically before
starting the engine for the first time.
     (1)   Remove the engine lubricating oil filler cap (push down and twist) and fill
           sump with lubricating oil to high mark on dipstick,        approximately
           3. 25 pints. Do not overfill. Select an approved grade (see Technical
           Data "Approved Lubricants") and continue to use it.
     (2)   Remove square head screw plug in top of transmission housing and fill
           with lubricating oil to high level mark on dipstick. Use SAE 30 High
           Detergent Diesel Lubricating Oil. Replace screw plug.
     (3)   Fill fuel tank. No. 2 Diesel fuel oil is recommended. No. 1 fuel oil is
           permissible but No.2 is preferred because of its higher lubricant quality.
     (4)   Lift the decompression lever (A, Fig. B1) vertically and rotate the drive
           pulley counter- clockwise approximately 12 revolutions to circulate the
           lubricating oil. Replace decompression lever to its horizontal position.
           (The decompression lever releases the pressure in the cylinder allowing
           the engine to crank with no resistance. )




                       ..   .~   ----

                            Fig.        Bl.   Bleed and Prime Fuel System
                    A-       Decompression lever
                    B-       Stop/Run lever
                    C -      Inlet Vent Screw
                    D-       Vent Screw on injection pump
                    E -      Priming Plunger
                    F -      Overload stop lever (DS Marine Engine only)
                    G-       Fuel line union nut

    (5)   Check that the starter battery is fully charged and that all electrical con-
          nections are properly made and all circuits in order.
    (6)   Open cooling system inlet and outlet sea-cocks. There is no need to
          prime the cooling system as the pump is self-priming.
    (7)   Bleed and prime fuel system, refer to Par. B, below.
    B.    To Bleed and Prime the Fuel System (Fig. B1)
    (1)   Position shift lever in neutral.
    (2)   Set throttle control lever to full speed position.
    (3)   Move STOP/RUN lever (B) to RUN position.
    (4)   Loosen inlet vent screw (C) on top of fuel filter, operate the hand priming
          lever of the fuel lift pump, and when fuel oil free of air bubbles issues
          from vent screw, tighten screw.
NOTE: If the cam on the camshaft driving the fuel lift pump is on maximum lift,
then it will not be possible to operate the priming lever of the fuel lift pump. If
such a condition arises proceed as follows:
          (a)   Lift decompression lever (A) to vertical position.
          (b)   Revolve drive shaft pulley by hand until the fuel lift pump priming
                lever can be operated.
          (c)   Position decompression lever (A) in horizontal position.
    (5)   Loosen the outlet vent screw also on top of the fuel filter, operate the
          priming lever as in step (4) above, and then tighten screw.
    (6)   Loosen the vent screw (D) on injection pump, operate priming lever as in
          step (4) above, and then tighten screw.
    (7)   Loosen the fuel line union nut at the fuel injector (fuel line between fuel
          injection pump and fuel injector). Operate the starter- generator and when
          fuel oil free of air bubbles issues from union, tighten union nut.
NOTE: Do not crank engine for more than 20 seconds at a time, and leave at rest
2 minutes before attempting to crank engine again.
    C.    To Start (Fig. B1)
    (1)   Position shift lever in neutral position.
    (2)   Move throttle control lever to full speed position.
    (3)   Position STOP /RUN control lever (B) to RUN position.
    (4)   Push down and release the overload lever (F). (The overload lever sup-
          plies an excess of fuel oil to the injection pump for instant starting. )
    (5)   Lift the decompression lever (A).
    (6)   Operate the starter-generator control. As soon as engine starts to crank,
          replace decompression lever in horizontal position. When engine fires,
          release starter-generator control.
    (7)   Immediately after engine has started, move throttle control lever back so
          that engine will run at fast idling rpm.
    (8)   Refer to paragraph 12 tt Procedure After Starting. !t
    D.    To Stop
    (1)   Move shift lever to neutral position.
NOTE: Let engine run a few minutes at idling speed before shutting off. This
permits the water circulation to dissipate excessive heat from the metal masses
    (2)   Move the STOP /R UN lever to the STOP position, and hold in this position
          until engine shuts off.
    (3)   Turn key switch to off position.

WPD-3 Marine Generator
     E.    Preparation After Installation
The Generator set is shipped "dry, II that is, with lubricating oil drained from
crankcas e.  The following procedures should be carried out, and checked
methodically before starting the generator set for the first time.
     (1)   Remove the engine lubricating oil filler cap (push down and twist) and fill
           sump with lubricating oil to high mark on dipstick approximately
           3. 25 pints. Do not overfill. Select an approved grade listed and continue
           to use it. (Refer to Technical Data, "Approved Lubricants. I~
     (2)   Fill fuel tank. No.2 diesel fuel oil is recommended. No. 1 is permissible
           but No. 2 is preferred because of its higher lubricant quality.
     (3)   Lift the decompression lever (A, Fig. B2), that is, vertically, and rotate
           the drive pulley counter-clockwise by hand approximately 12 revolutions
           to circulate the lubricating oil. Replace decompression lever to its hori-
           zontal position. (The decompression lever releases the pressure in the
           cylinder allowing the engine to crank with no resistance. )




                                         Fig. B2

     (4)   Ensure power switch is in OFF /REMOTE position.
     (5)   Connect a fully charged 12 volt battery to (+) and (-) battery studs on side
           of control box. IMPORTANT: Ensure correct polarity.
     (6)   Ensure that all air inlet and outlet vents are unobstructed.
     (7)   Open cooling system, inlet and outlet sea-cocks.          (The pump is self-
           priming. )
     (8)   Bleed and prime fuel system (refer to Par. F, below).
     F.    Bleed Fuel System (Fig. B2)
     (1)   Ensure power switch is in OFF/REMOTE position.
     (2)   Move STOP /RUN lever (B) to RUN position.
     (3)   Loosen inlet vent screw (C) on top of fuel filter, operate the hand priming
           lever of the fuel lift pump, and when fuel oil free of air bubbles issues
           from vent screw, tighten screw.

NOTE: If the cam on the camshaft driving the fuel lift pump is on maximum lift,
then it will not be possible to operate the fuel lift pump hand primer. In this case,
proceed as follows:
          (a)   Lift decompression lever (A) to vertical position.
          (b)   Revolve drive shaft pulley by hand until the fuel lift pump priming
                lever' can be operated.
          (c)   Position decompression lever (A) in horizontal position.
    (4)   Loosen the outlet vent screw also on top of the fuel filter, operate the
          priming lever as in step (3) above, and then tighten screw.
    (5)   Loosen the vent screw (D) on injection pump, operate priming lever as in
          step (3) above, and then tighten screw.
    (6)   Loos en the fuel line union nut at the fuel injector (fuel line between fuel
          injector pump and fuel injector). Turn START switch on control panel to
          START which causes starter motor to start and may cause the engine to
          fire up.   Read Section 10 below regarding time limits on energizing.
          When fuel oil free of air bubbles issues from the loosened union, tighten
          union nut.
    G.    To Start and Stop
    (1)   Do not operate START switch for more than 20 seconds at a time, and
          leave at least 10 seconds before attempting another start.
    (2)   Start the plant and run without electrical load, checking for fuel oil ,
          lubricating oil and coolant leaks. If any leakage, take immediate steps to
          remedy it. Stop the plant after approximately 5 minutes, allow time for
          oil to settle, then check lubricating oil level. Add oil as necessary to
          high mark on dipstick.
    (3)   If practical, allow the plant to warm up a short time before connecting a
          heavy load. Keep the load within the nameplate rating. Continuous gener-
          ator overloading may cause high operating temperatures that can damage
    (4)   To stop generator set it is advisable to run on light load for a few minutes
          before shutting off. This permits the water to circulate and dissipate
          excessive heat from the metal masses gradually.
          (a)   To Start Generator Set (with Electric START and Bowdoin STOP /
                RUN Control Cable).
                (1)   Push STOP/RUN control knob.
                (2)   Switch STARTER switch to ON and hold till engine fires, then
                      release switch.
                (3)   To Stop Generator Set, pull out STOP/RUN control knob. Turn
                      switch to OFF position.
          (b)   To Start Generator Set (with Electric START/STOP - OPTIONAL)
                (1)   Hold control switch on control panel to "START". When engine
                      fires release switch (it will return to center position).
                (2)   To STOP GENERATOR SET - turn switch to OFF/REMOTE
          (c)   To Start Generator Set (with Automatic Failure shutdown -
                (1)   Simultaneously throw control switch to START and OIL DEFEAT
                      (oil override) switch to right. (This can be done by squeezing
                      both switches with thumb and index finger of one hand. )

NOTE: The function of the oil defeat switch is to bypass the flow of current around
the Normally Open low oil shutdown switch during starting until sufficient oil pres-
sure is developed during cranking to close- the switch. If the switch is released
before sufficient pressure is developed the fuel start solenoid will automatically
return to the off position.
                 (2)   Release control switch when engine fires.
                 (3)   Release OIL DEFEAT switch when oil pressure builds up.
                 (4)   To Stop Generator Set - Turn switch to OFF /REMOTE position.
           (d)   To Start Generator Set (from Remote Control Panel).
                 (1)   Place control switch on generator set to OFF /REMOTE.
                 (2)   Start generator set from remote control panel as in Par.       (b)
NOTE: The generator set can be controlled ONLY from the Remote Control Panel
from this time on. If it is desired to control generator set from generator panel,
the control switch on the Remote Panel must first be placed in the OFF/REMOTE
                 (3)   To Stop Generator Set - Turn switch to OFF /REMOTE position.
           (e)   To Start Generator Set (from Remote Control Panel when Automatic
                 Failure Shutdown OPTION included. )
                 (1)   Place Control Switch on generator set to OFF / REMOTE.
                 (2)   From Remote Control Panel, follow same procedure as in Par
                       (c) above.

     (a)   Below 55 0 F (13 0 C) and if the engine is cold, it is essential to prime the
           engine for hand starting, and advisable if battery power is low when elec-
           tric starting. Proceed as follows:
           (1)   Remove the priming plunger (E, Fig. Bl).
           (2)   Fill the priming chamber with engine oil - NOT fuel.
           (3)   Replace the priming plunger and press down.
           (4)   It is advisable to keep a quantity of lubricating oil in a suitable con-
                 tainer for this purpose.
     (b)   Should the engine fire and then stop, prime again and release the overload
           stop lever (F), if fitted, before attempting to start.
     (c)   Below 32 0 F (OOC) and if the engine is cold, prime the engine twice.
     (d)   If under cold conditions the engine does not run up to its rated speed after
           starting, operate the priming plunger again while the engine is running.
     (e)   To minimize cold starting difficulties, ensure that an SAE lOW viscosity
           engine oil is used (see '~pproved Lubricants," Technical Data). It will
           also help starting to use No. 1 Diesel fuel.

     (a)   Check the oil pressure immediately after the engine has started. Under
           no conditions must the engine be operated with too low oil pressure.
           Minimum oil pressure approximately 70 psi at 3000 rpm.
     (b)   Check sea-water flow at outlet thru-hull fitting. Do this without delay.
NOTE: On new installations or subsequent to an oil change, run engine briefly
then stop the engine and check the engine sump and transmission (if fitted) oil
levels. It is important that oil required to fill the internal passages and oil filter
is compensated for. Add lubricating oil as necessary. Check oil level every day
of operation.

    (c)   On DS Marine Engine, when operating the engine, make gear shifts ahead
          and astern quickly and decisively. This is because jaw clutches are used
          in the SSR transmission and quick engagement prevents the clashing of
          teeth that will occur if you attempt easy engagement as you would with
          friction clutches. This is also a reason for using the Morse MI simple
          lever control, which automatically places throttle in idle position before
          each gear shift.
NOTE: On DS engines, the transmission is in FORWARD when the shift lever is
moved (aft) toward the stern of the boat and in REVERSE when shift lever is moved
(forward) toward bow.

    (a)   DON'T stop the engine by means of the decompressor. This will lead to
          damaged valve seats and cylinder head joints.
    (b)   DON'T stop the engine by allowing the fuel tank to run dry. This will let
          air into the fuel lines and make it necessary to bleed and prime the
    (c)   DON'T remove or alter the setting of the overload stop if fitted, or oper-
          ate the overload stop lever when the engine is running. This will cause
          overheating, excessive wear and possibly piston seizure.
    (d)   DON'T forget to drain the cooling system before leaving the engine to
          stand idle in cold weather.
    (e)   If the engine is used infrequently, extended shutdown periods can result in
          difficult starting. Run the engine a few minutes frequently to keep it well

After a customer has taken delivery of his DS engine or WPD-3 Generator, it is
advisable, in his own interest, that a general checkover of the engine be carried
out after the first 50 hours in service. The checkover should be comprised of the
following points:
    (a) Drain engine oil sump, change filter and fill sump with lubricating oil
        (refer to Par. l8(c).
    (b) Clean pre-filter (water trap and screen assembly) if installed.
    (c) Replace engine mounted fuel filter (refer to Par. l8(b)).
    (d) Check tightness o{ cylinder head nuts. The cylinder head must NOT be
        tightened when the engine is hot. (Refer to Par. 38 (g), and (h), 1 and 2.)
    (e) Check valve rockers clearance (refer to Par. 39).
    (f) DS Marine Engine Only - Check slackness in starter-generator belt. The
        slackness should not be more than 1/2 in. (13 mm).
    (g) WPD- 3 Marine Generator Set - Examine connections in control box.
    (h) Check all engine external bolts and nuts for tightness, especially motor
        mounting nuts.
    (i) Top up battery with distilled water.
    (j) Bleed fuel system.
    (k) Start engine and run for 5 minutes checking fuel pipes from tank to fuel
        injector for leaks, especially around the filter gasket(s). Rectify any
    (1) Check and rectify any oil leak around lubricating oil filter gasket.
    (m) Check and rectify any cooling system leaks.
    (n) Wipe off all lube, fuel, and water drippings. Keep your engine clean so
        that any leaks which develop are detected at once.
Hereafter the maintenance periods should be in accordance with maintenance
    A.       Air Filter
The time period for cleaning the air filter depends on operating conditions, there-
fore, under dirty conditions, the time period of 250 hours recommended for clean-
ing should be decreased. The correct maintenance of the air filter will greatly
assist in reducing bore wear thereby extending the life of the engine.
To clean the air filter proceed as follows:
       (1)   Unscrew the thumb screw securing the air filter to its manifold and
             remove filter.
       (2)   Separate the two halves of the air filter and remove the paper element.
       (3)   The element may be cleaned by blowing compressed air from the inside to
             the outside. Do not attempt to clean the element by any other means.
       (4)   A strong light directed into the inside of the element and viewed from the
             outside will reveal any damage to the paper corrugations. If the element
             is damaged or shows a large deposit of dirt, replace element.
       (5)   Thoroughly wash out the two halves of the air filter in clean diesel fuel
       (6)   Dip the thumb screw half of the air filter in a bath of clean engine oil and
             allow to drain before refitting.
       (7)   Position the paper element between the two halves of the air filter.
       (8)   Secure air filter to its manifold with sealing ring between air filter and
             its manifold.
       B.    Fuel Oil Filters
It is essential to use clean diesel fuel oil free from water or contamination.  Pro-
vided clean fuel oil is used, no trouble should be experienced with the fuel system.
       (1)   The first filter should be a gauze trap in the filler of the fuel tank; this
             must not be removed when fuel is being poured into the tank. It should be
             taken out every 500 hours, cleaned, washed in fuel oil, and immediately
             replaced. If there is no filter in the filler of the fuel tank the fuel should
             be poured through a fine gauze strainer.
       (2)   The second filter (optional) should be a pre-filter (water trap and screen
             assembly) installed in the fuel line between the fuel tank and the fuel lift
             pump. This filter should be cleaned every 250 hours unless the condition
             of the fuel warrants more regular attention.
       (3)   The third final filter (Fig. Cl) is mounted to a bracket secured to the
             engine front cover. It is an element type filter and must be replaced
             every 250 hours.     To replace this filter element proceed as follows:
             (a)   Unscrew the bolt on the bottom of the fuel filter bowl from filter head
                   (3) and withdraw the bowl with its attached bolt. Remove and discard
                   element. Do not remove bolt from bowl.
             (b)   Remove the bowl "0 11 ring gasket (4) from its groove in the filter
                   head. Replace new 110 11 ring gasket.
NOTE: When replacing new 110 11 ring gasket, locate the new gasket in the groove
at four diametrically opposite points and seal it all around the groove. Do not fit
the gasket at one point and then work it around the groove as the rubber may
stretch, thus leaving a surplus which may cause an oil leak.



                              5   ~----~----                    @-1'2
                              6   -----f

                              7   ---f

                             Fig. Cl.      Fuel Filter Assembly

                1.   Screw-vent                     7.   Bowl
                2.   Washer                         8.   Bolt - center
                3.   Head                           9.   Seal bolt (lower)
                4.   "0" ring bowl                 10.   Spring
                5.   "0" ring element              11.   Washer
                6.   Element                       12.   Seal bolt (upper)

          (c)   Remove the element "0" ring gasket (5) from filter head. Replace
                new" 0" ring.
          (d)   Thoroughly clean out filter bowl using clean diesel fuel oil.
          (e)   Install filter bowl with new element to filter head and tighten bolt
          (f)   Bleed and prime fuel system.
          (g)   Start engine and check for leaks in the fuel line and around filter head
    C.    Lubricating Oil Filter
The importance of clean lubricating oil cannot be stressed too highly and   refer-  all
ences to engine oil should be taken to mean High Detergent, Diesel Lubricating Oil.
Refer to Technical Data for an approved lubricating oil.
If the time period specified (250 hours) for replacement of the filter and the use of
the same brand of oil is used during oil changes, a very long life can be obtained
from the engine.
To replace the filter element (Fig. C2) proceed as follows:
    (1)   Run engine until engine oil is warm.
    (2)   Drain sump by removing plug at bottom of sump or the oil may be sucked
          out of the sump by inserting a suction hose in oil filler opening.
    (3)   Unscrew the bolt (4) at the center of the filter bowl (3) and withdraw filter
          bowl, element and 'btl ring. Discard element.
    (4)   Thoroughly clean out filter bowl using clean diesel fuel oil.
    (5)   Secure bowl with new element and "0" ring to crankcase. Torque bolt to
          figure shown under Technical Data.
      (6)     Fill sump with High Detergent lubrication oil. See ''Approved Lubricants"
              General Data.
      (7 )    IMPORTANT. Start engine and run for 5 minutes and check for leaks
      (8)     Shut down engine. Check oil sump level and add oil as necessary.

                                               1                     2           3    4

                                      Fig. C2.        Lubricating Oil Filter

                                 1.    Gasket                            3.     Bowl
                                 2.    Filter element                    4.     "0" ring
     A carbon deposit forms on piston dnd cylmo(>r head and the presence of an excessive carbon deposit is
  usually indicated by a dirty exhaust and J falling off of power.
     Decarbonising necessitates the removal of the cylinder head, followed by the removal of all carbon and
  the grinding in of the valves. These operations are described in subsequent paragraphs.

       (a)    Drain the cylinder and cylinder head.

       (b)    Disconnect the water outlet pipe from the cyl'ndel head, and the water injection elbow.

       (c)    If a heat exchange is fitted remove the inlet and outlet pipes.

       (d)    Drain and remove fuel tank.

        (e)   Remove the air cleaner, air inlet manifold and h",ather adaptor.

        (f)   Disconnect the exhaust pipe at the first joint.

        (g)   Disconnect the water inlet pipe from the cylind", head.

        (h)   Disconnect the rocker box oil pipe.

        (j)   Disconnect the fuel pipes and remove the fuel injector.

        (k)   Remove the rocker cover.

        (I)   Remove the rocker assembly and withdraw the push rods.

        (m)   Remove the cylinder head nuts and lift off the cylir;der head.

        (a)   Hold the valve on the seat and depress the valve spring cap ann remove the split collets. Valve and
              spring cal ('OW be removed.

  (a)   Turn the crankshaft until the piston is at the top of its stroke.

  (b)   Scrape the carbon from the cylinder head and the top of the piston with a broad blunt tool. Emery
        cloth must NOT be used. Do not allow carbon dust to fall between the piston and the cylinder

  (c)   Thoroughly clean out the exhaust and inlet ports and manifolds.

  (dl   DO NOT remove the air cell from the cylinder head. If a carbon deposit has formed in the air cell
        nozzle, it may be cleaned with a soft piece of wire.

  (e)   Make sure that the recesses at the end of the valve guide bores are free from carbon.

  (f)   Thoroughly clean the valves and examine the valve seats. If these show signs of pitting, they should
        be ground in.

  (g)   Make sure the valves are seating properly. Leaking valves cause loss of compression and difficult


  (a)   EXTREME CARE ANO CLEANLINESS is essential at all times when removing or replacing the
        valve guides.
  (b)   Thoroughly wash the cylinder head with petrol or paraffin to ensure that all carbon, oil and dirt
        has been removed.

  (c)   To remove the valve guides, place the cylinder head in boiling water for two minutes. Support the
        head on blocks at least % in. (12 mm) thick, to prevent the valve guides bottoming. Press out the
        guides from the valve seat side with the aid of a hand press and punch.

  (d)   If a press is not available, a drift may be used, but SPECIAL CARE MUST BE TAKEN to avoid the
        drift slipping, scoring or otherwise damaging the bores.
  (e)   DO NOT USE EXCESSIVE FORCE if heavy resistance is encountered, but replace the cylinder
        head in boiling water for a further two minutes.
  (f)   When pressing out the guides ensure that the punch does not score or damage the bores in any way.
        Failure to observe this precaution may result in the new guides being loose in the cylinder head.

  (a)   Before fitting new guides, ensure the bores in the cylinder head and the body of the guides are

  (b)   Place the cylinder head in boiling water for two minutes, enter the guides squarely in the bores
        from the rocker box side, and press home to the shoulder.

  (c)   If a press is not availabie, a drift may be used, but SPECIAL CARE MUST BE TAKEN to avoid the
        drift slipping, scoring or otherwise damaging the bores.

  (d)   The valve guides have a bonded coating and MUST NOT BE REAMED.
  (e)   Grind in the valves.


  (a)   Care must be taken that the valves are returned to their correct seating for this operation.

  (b)   Place a very small quantity of grinding paste evenly around the valve seat and insert the valve.
        Partially rotate the valve backwards and forwards on its seating, exerting a gentle but firm pressure.

  (c)   Periodically lift the valve from its seating and give it half a turn, thus ensuring that the grinding
        paste is evenly spread.

  (d)   It is unnecessary to continue grinding once the faces of the valve and its seating have a clean, even,
        matt·surfaced appearance. A polished surface must not be expected and is unnecessary.

  (e)   Wash out the ports thoroughly with petrol or paraffin making sure that all traces of grinding paste
        are removed from the valves and guides.

  (t)   Replace the valves and rotate them backwards and forwards a few times. If the valves have been
        correctly ground a thin polished line will appear all round the seat.

      (a)   Generally reverse the instructions for removal and dismantling. The rocker bushes and push rod
            ends should be smeared with molybdenum-disulphide grease before assembly.
      (b)   It is IMPORTANT that the exhaust and inlet valves be returned to their correct positions.
      (c)   If the valves are distorted or very badly pitted, new ones must be fitted and ground in.
      (d)   If the valve guides show signs of wear or scoring, they should be replaced.
      (e)   Whenever the cylinder head is removed after the engine has been run, a new gasket MUST be
      (f)   Before replacing the cylinder head, smear the top of the gasket with 'Golden Hermatite' to prevent
            sticking. If the gasket sticks to the cylinder head, its removal may cause damage and so accelerate
      (g)   As the engine is fitted with long through studs from crankcase to cylinder head it is MOST
            IMPORTANT that the cylinder head nuts are correctly tightened and in the right sequence.
      (h)   It is advisable to use a torque spanner for tightening the cylinder head nuts. It should be set to the
            figure shown under Technical Data. Proceed as follows:
            (i)    Screw down each cylinder head nut until fihger tight.
            (ii)   Tighten each nut a quarter of a turn at a time, livorking diagonally across the cylinder head,
                   until all the nuts are tight.
            (iii) After approximately 20 hours running check again for tightness.

      (j)   Do not replace the heat exchanger until after the cylinder head nuts have been tightened.
      (k)   When reassembly is complete and before attempting to start the engine, bleeq and prime the fuel

      (a)   To adjust the clearance, set the engine with valves closed (TOe of firing stroke), loosen the locknut
            (AI and turn the rocker adjusting screw (B) with a screwdriver. Measure the gap with a feeler gauge,
            and when the correct setting is obtained (see Technical Data) retighten the locknut. Recheck the
      (b)   IMPORTANT. The cylinder head must be firmly bolted in position, with all nuts finally tightened,
            before the rocker clearances are adjusted.


   (a)    Remove the cylinder head.

   (b)    Lift the cylinder off the crankcase and draw it off the piston.

   (c)    To remove the piston, take out one gudgeon pin circlip and push out the gudgeon pin. If the
          gudgeon pin is a tight fit in the piston, wrap the piston in a cloth soaked in hot water. After a few
          minutes the gudgeon pin will be released and can be pushed out.


   (a)    When the cyl inner bore wear has reached the maximum (see Technical Data) the cylinder should
          be boren out an oversize piston and rings fitted.

   (ll)   The cylinder should be rebored and honed to the sizes shown under Technical Data.


   Excessive lubricating oil consumption, loss of compression and knocking are signs that a piston may need

   (a)    If the ring gaps are excessive (see Technical Data) the rings should be renewed. To measure the
          gaps remove the rings from the piston noting the order of assembly and which ring face is upper-

   (b)    Remove all the carbon deposit from the rings and ring grooves. The small holes (A) in the scraper
          ring grooves should receive attention as their purpose is to return excess oil to the sump.

   (c)    Insert the piston into the cylinder bore with the crown towards the bottom end of the bore to
          about '/, in. (13 mm) from the bottom edge. Insert the rings one at a time, pushing each ring hard
          up against the piston crown to ensure that it is level in the cylinder bore. Withdraw the piston
          sufficiently to allow the gap to be checked with a feeler gauge.

   (el)   Assemble the rings on the piston in the correct order with the correct face uppermost. Rings
          should not be slack or stuck fast in the groove.

   (e)    When the engine has been fully run·in, the bore will have a highly polished and very hard surface.
          If new rings are fitted without the cylinder being rebored or resleeved, the new rings will not bed
          in satisfactorily. Under these conditions the cylinder should be removed and the hard polished
          bore lightly roughened using a medium grade emery cloth. The roughening should be carried out
          radially, by hand, and should be sufficient only to produce a matt surface in the bore. After this
          treatment the cyl inder must be thoroughly washed in petrol or paraffin to remove all traces of


      (a)   Take care that the piston ring gaps are not in line, but well distributed around the piston circum·

      (b)   Replace the shims between the cylinder and cl·ankcase. The thickness of the shims controls the
            bumping clearance between the piston and cylinder head at TDC.

      (c)   Before comp:eting reassembly check the bumping clearance (see Technical Data) as follows:
            (i)   Insert a length of lead wire or soft solder through the injector pOl't in the cylinder head. Pull
                  through sufficient to allow approximately 1 in. (25 mm) to be positioned flat on the cylinder
                  head iJetween the inlet and exhaust valves. Wind any surplus wire around the injector studs,
            (ii)  Replace the cylinder head, fitting a new gasket, and tighten the nuts in the corl'ect sequence
                  with a torque.
            (iii) Turn the engine ovel' TDC and then carefully remove the wire.
            (iv)  Measure the thickness of the now flattened wil'e with a micrometer. If the clearance is out·
                  side the limit, adjust by changing one or more of the shims at the base of the cylinder, and
                  recheck the bumping clearance.

      (d)   After completing reassembly, check the valve rocker clearance.


      (a)   Remove cylinder head and cylinder.

      (b)   Check for undue play or shake in the large and small end bearings.


      (a)   Remove piant from vessel.

      (b)   Remove cylinder head and cylinder.

      (c)   Drain oil from enlJine sump.

      (d)   Remove the generator.

      (e)   Stand the engine on the bellhousing. To protect the studs support the engine on two pieces of
            wood of suitable thickness.

      (f)   Remove the sump.

      (g)   Unscrew the large end bolts and withdraw the connecting rod and piston assembly, being careful
            to note in which position the bearing halves are fitted.


      (a)   When fitting a small end bush take care that the oil hole coincides with that in the connecting rod
            and that the bush enters the connecting rod squarely. In the absence of a press, a block of wood
            and mallet may be used for driving it home.

      (b)   New small end bushes are supplied with a reaming allowance, alld after fitting must be reamed to
            the size shown under Technical Data.

      (c)   Large end bearings are of the precision thin wall steel back type and consist of two half shells lined
            with bearing metal. They should be replaced in their original positions.

      (d)   New bearinqs are machined to qive the required fit when in position and should not be scraped or
            bedded in, neither should shims of any description be fitted. If the faces of the connecting rod or
            its cap are filed the rod becomes useless regarding replacement bearing shells, When fitting, make
            sure that the connecting rod bore, the outside of the shells and their split faces are clean.

      (e)   Connecting rods and caps are stamped with an assembly serial number and care must be taken that
            numbers are correctly assembled and on the same side.

      (f)   Undersize bearings are obtainable from


  (a)    Generally reverse the instructions for removal, making sure that the connecting rod cap is away
         from the depstick side of the engine.

  (b)    It is advisable to use a torque spanner for tightening the large end bolts. It should be set to the
         figure shown under Technical Data.

  (c)    Do not over·tighten the large end bolts or the bearing may distort. If a torque spanner is not
         available, the bolts may be tightened using a moderate force on a spanner gripped approximately
         8 in. (200 mm) from the bolt.

  (d)    When replacing the cylinder and cylinder head, check the bumping clearance and valve rocker


  (a)    Remove the generator and bellhousing adaptor.

  (b)    Secure the flywheel by inserting a hexagon wrench key or steel rod through the timing hole in the
         bellhousing, and locating it in the hole in the flywheel periphery. This rod must not be loose, but a
         good fit in the flywheel hole.

  (c)    Bend back the tabwasher and remove the flywheel retaining nut.

  (d)    Remove the securing rod.

  (e)    A simple extractor will be required to remove the flywheel, as it is fitted on a tapered shaft and
         located by a key.

  (f)    Remove the flywheel locating key.


  (a)    Generally reverse the instructions for removal.

  (b)    Ensure that the flywheel locating key is replaced in the crankshaft before fitting the flywheel.

  (c)    A new tabwasher must be fitted before tightening the flywheel retaining nut. It is adivsable to use
         a torque spanner for tightening the flywheel nut, and should be set to the figure shown under
         Technical Data.

  (d)    When the nut is tight, knock up the tabwasher.


  (a)    Remove the cylinder head, cylinder, connecting rod and flywheel.

  (Il)   Remove the solenoid and starter motor, if fitted.

  (c)    Remove the fuel and oil pipes, and place them in a clean container filled with clean fuel. (See Fuel
         System) .

  (d)    {Deleted}

  (e)    Remove the gear cover. This is dowelled to the crankcase.

  (f)    Remove the crankshaft gearwheel retaining bolt. Withdraw the gear wheel with a simple extractor.

  (g)    Remove the nuts retaining the flywheel end main bearing housing. Remove the housing taking
         care not to damage the oil seat.

  (h)    Withdraw the crankshaft by pulling towards the flywheel end.

        (a)   Carefully examine the bearing journals and crankpin. They should be free from score marks and
              ovality should not exceed the maximum (see Technical Data).

        (b)   If these defects are present the crankshaft should be reground to the diameter shown under Tech·
              nical Data and undersize bearings fitted.

        (c)   Carefully clean out the oil holes and make sure they have radiused edges.


        (a)   Main bearings are of the rrecision thin wall steel backed sleeve type lined with bearing metal.

        (b)   When removing a gear end bearing from the crankcase or a flywheel end bearing from the bearing
              housing, heat the crankcase or bearing housing to a temperature of 931120 0 C (2001250 0 F) before
              pressing out the bearing.

        (c)   When fitting a bearing, the crankcase or bearing housing should again be heated as above and the
              outer surface of the bearing should be smeared with molybdenum·disulphide grease or tallow
              before pressing in. It is an advantage if the bearing can be placed in a domestic type refrigerator for
              a time before fitting.

        (d)   Do not remove the bearings unnecessarily or their tightness in the crankcase or bearing housing
              may be affected. It is not advisable to remove the bearings more than five times.

        (e)   When fitting a bearing take care that it enters squarely.

        (f)   New bearings are machined to give the required fit when in position and should not be scraped or
              bedded in, neither should shims of any description be fitted.

        (g)   Undersize bearings are obtainable.


        (a)   Generally reverse the instructions for removal.

        (b)   Fit new bearings if the old ones have excessive clearance or show signs of the metal having run.

        (c)   If the main bearing housing has been removed make sure it is correctly fitted with the oil drain
              hole at the bottom.

        (d)   When fitting new thrust washers, be sure that the grooved sides are away from the bearing housing
              and that the tongues (A) are located in their respective recesses. Fit new pins (B).
        (e)   Before completing the assembly, check the end float (Y) and if excessive fit new thrust washers
              (see Technical Data).

        (f)   When assembling the gearwheels make sure that the teeth marked with dots are in their relative

        (g)   {Deleted}

        (h)   {Deleted}

        (j)   Replace the water pump, ensuring that the impeller is correctly fitted to the shaft.

        (k)   Check the bumping clearance.

        (I)   Bleed and prime the fuel system.

                            'J .
                                   ,"1      . ." ,

                                   \ " -,', " j


                                                                FIG. 11


  (a)   Drain the engine sump.

  (b)   Remove the starter motor, if fitted.

  (c)   Drain and remove the fuel tank. Remove the fuel pipes placing them in clean fuel (see Fuel
        System). Remove fuel injection pump. Cover holes in injector against admission of dirt, etc.

  (d)   Remove the water pump, raised hand starting assembly and gear cover.

  (e)   Remove the rocker cover, rocker support and rocker assembly and withdraw the push rods.

  (f)   Turn the engine onto its side to prevent the tappets from falling into the sump.

  (g)   Remove the extension shaft from the camshaft gearwheel.

  (h)   Remove the screw (A) retaining the camshaft thrust plate. These are accessible through holes in
        the gearwheel. Withdraw the camshaft and gearwheel assembly from the gear end of the engine.

  (j)   The gearwheel is a tight fit on the camshaft. To fit a new thrust plate, remove the gearwheel
        retaining bolt and press the shaft from the gearwheel. The gearwheel is keyed to the shaft.


  (a)   Carefully examine the faces of the cams. If these are worn or chipped it will be necessary to fit a
        new camshaft.


                   FIG. 12


  (a)   Generally reverse instructions for removal.

  (b)   When assembling the gearwheels make sure that the teeth marked with dots are in their relative

  (c)   Bleed and prime the fuel system, retime the fuel injection pump and adjust the valve clearances.

  (d)   Refill the engine sump with lubricating oil.


  (a)   Remove the water pump, raised hand starting assembly and gear cover.

  (b)   Remove the screws (A) securing the governor assembly to the crankcase and withdraw it.


        (a)     Remove the governor.

        (b)     Remove the gearwheel from the camshaft.

        (c)     Move the stop/run lever (B) to the 'RUN' position, i.e. horizontal.
        (d)     Remove the screws (e) securing the governor stop cover (D), or speed control bracket if fitted
                and remove it.

        (e)     Loosen the governor bracket screw (E). and remove the bracket (F), speeder spring and speeder
                spring plunger.

        (f)     Remove the operating shaft plug (G) and withdraw the shaft (H) and fuel pump operating lever (J).

        (g)     Remove the pin (K) securing the overload stop lever (L) if fitted, and remove the lever. DO NOT
                loosen the screw (M) clamping the overload stop cam (N) to the spindle. The cam is set
                             and should not be disturbed unless a new fuel pump is fitted (see instructions given
                under 'To fit new fuel injection pump').

        (h)     Remove the overload stop cam and spindle assembly and the return spring (P).


        (a)     Thoroughly clean all parts in paraffin or clean fuel, paying particular attention to all bearings and
                governor balls.

        (b)     Examine the faces of the governor sliding and rotating housings for signs of wear. If worn, the
                governor assembly must be replaced.

        (c)     If oil leaks at the overload stop spindle or the stop/run lever spindle (R), carefully remove the
                spindle and renew the oil seal. When refitting the spindle ensure that it is free from burrs.




  (a)   Generally reverse the instructions for removal.

  (b)   Ensure that the fuel pump lever fork end is correctly located on the fuel pump rack ball (S).

  (c)   Before replacing the overload stop assembly, adjust the governor linkage to the correct position
        as follows:-:
        (i)    With the governor bracket screw (E) loose, make sure that the governor bracket fork ends
               are hard against the governor thrust bearing when the faces of the governor sliding and
               rotating housings are together.
        (ii)   Push the fuel pump operating lever as far as possible to the fuel pump fully open position.
        (iii) Tighten the governor bracket locking screw.
        (iv) Check the setting (X) between the operating shaft bush and the operating lever with a
               feeler gauge. This should be O.010in (O.25mm).
        (v)    Replace the overload stop assembly.
  (d)   If the overload stop cam has been moved on its spindle, the overload setting will have to be
        checked. For procedure, see 'To fit new fuel injection pump'.


  (a)   The lubricating oil system i~. as follows:-
        (i)   A rotary oil pump (A) is mounted in the crankcase at the gear end. The pump is driven by a
              gear from the camshaft.
        (ii)  Oil is drawn through a strainer (S) and fed to the filter (C).
        (iii) Oil flows from the filter via a hole in the crankcase to the gear end main bearing. It is then
              transferred via holes in the crankshaft to the large end bearing and the flywheel end main
        (iv) The valve rockers are supplied by an external pipe.
        (v)   A pressure relief valve is incorporated to control the oil pressure.

  (b)   The cylinder, small end bearing and camshaft are splash lubricated.

  (c)   The crankcase can be drained by removing the plug at the bottom of the sump.

  (d)   Oil must always be CLEAN and containers, funnels, etc., must be kept in a spotless condition.
        Use only approved oil. Cheap, unsuitable or dirty oil will cause trouble.

                                         FIG. 15


        (a)   Unscrew the bolt at the centre of the filter cover and withdraw the cover and element.

        (b)   Thoroughly clean out the cover and renew the joint ring.

        (c)   If the element shows a large deposit of dirt, it should be replaced
              Do not attempt to clean the element.
        (d)   When replacing the element, it is advisable to use a torque spanner for tightening the centre bolt.
              It should be set to the figure shown under Technical Data.


        (a)   To remove
              (i)   Drain oil from the sump.
              (ii)  Remove sump.
              (iii) Remove the centre bolt and spring plate and remove the strainer.

        (b)   To clean, wash the strainer in clean paraffin or fuel.

        (c)   To replace, generally reverse the instructions for removal, making sure that the strainer is correctly
              seated in the sump.


        (a)   Drain the engine sump.

        (b)   (Deleted)
        (c)   Remove the water pump, raised hand starting assembly and gear cover.

        (d)   Loosen the oil pump gearwheel retaining nut.

        (e)   Remove the camshaft and gearwheel assembly.

        (f)   Remove the nut retaining the oil pump gearwheel and remove the gearwheel. The gearwheel is
              keyed to the shaft.

        (g)   Remove the screws securing the pump and withdraw the pump.

        (h)   The backplate is dowelled to the body.


        (a)   Thoroughly clean all parts.

        (b)   Carefully examine the rotor and stator. If they are scored or show signs of wear fit new parts.


        (a)   Generally reverse the instructions for removal.

        (b)   Pour a small quantity of engine oil into the pump through the port before assembling the pump to
              the engine.

        (c)   It is advisable to use a torque spanner for tightening the oil pump screws. It should be set to the
              figure shown under Technical Data.

      67. FUEL SYSTEM

        (a)   Fuel from the tank flows through a filter to the injection pump which supplies it under high
              pressure to the injector.

        (b)   A small amount of fuel is always leaking back along the injector nozzle needle and this is returned
              to the fuel system by a pipe.

        (c)   The quantity of fuel injected during each cycle is very small and the fuel injection equipment is
              manufactured to very fine limits. IT REQUIRES EXTREME CARE AND ABSOLUTE CLEAN-
              LINESS IN HANDLING.

        (d)   Should any part of the fuel system, including pipes, be removed from the engine, it should be
              placed in a clean container which is filled with clean fuel. NO FI LING, GRINDING, SCRAPING

     (e)     Replace the equipment wet. No rag, cloth or waste should touch it.

     (f)     Unless the user has been trained in the care and repair of fuel injection equipment, he should not
             dismantle it in any way other than as described in subsequent paragraphs.

     (g)     Fuel pumps and injectors should be returned to an authorised agent for repair or replacement. Users
             are advised to keep a nozzle in their spares kit so that a faulty one can be renewed immediately.

68. TO CLEAN FUEL FILTER                  (Refer to Paragraph 18B l

69         (Deleted).


     (a)     Drain the fuel tank.

     (b)     Remove the solenoid and starter, if fitted.

     (c)     Remove the tank·to-pump and pump·to-injector fuel pipes.

     (d)     Remove the pump, noting the number and total thickness of shims between the fuel pump and


     Fixed       sp~d   engines

     (a)     Thoroughly clean the exterior of the pump.
     (b)     Unscrew the union body (A) and lift out the delivery valve spring (8) and the delivery valve (C).

     (c)     Withdraw the delivery valve seat (D), the joint (E) and the ring (F),

     (d)     Rotate the circlip (G) in its groove.until the dowel (H) is between the ends of the circlip.

     (e)     Press down the tappet and roller assembly against the spring pressure and shake out the dowel (H).

     (f)     Remove the tappet (J) together with the roller and roller pin. Note the number and thickness of
             the calibrating shims (K) between the tappet and the lower spring plate (L).

     (g)     Remove the lower spring plate (Ll, the plunger (M) and the plunger spring (N). Note the C!ssembly
             mark on the plunger arm farthest from the rack (P).

     (h)     Remove the upper spring plate (R) and the pinion (S). Note the assembly marks on one tooth of
             the pinion (S) and on the rack (P). Note also the relative position of the 'STOP' mark and arrow
             on the rack before sliding out the rack from the pump body.

     (j)     Remove the element locating screw (T) and push out the element (U) through the top of the

Variable Speed Engines
NOTE: Fuel injection pumps fitted to all variable speed engines are subject to
special calibration by the manufacturer and only the delivery side may be dis-
mantled. The pump / control side must not be dismantled and should be returned to
the manufacturer.
           (a)     Thoroughly clean the exterior of the pump.
           (b)     Unscrew the delivery union body (A). lift out the delivery spring (B) and
                   the delivery valve (C).
           (c)     Withdraw the delivery valve seal (D). the gasket (E) and sealing ring (F).

        (a)   Each plunger of a pump assembly is mated to one element and must never be used in another.

        (b)   Make sure the delivery valve joint and ring are in good condition and that the valve is seating
              correctly. Leaking valves cause loss of fuel injection pressure and difficult starting.

        (c)   Make sure the rack is free throughout its travel.


        (a)   Generally reverse the instructions for removal and dismantling.

        (b)   Thoroughly clean all parts in clean fuel and assemble wet.

        (c)   The ring (F) should be fitted over the lower shoulder of the union body (A) before the union
              body is screwed into the pump body. Failure to observe this precaution may result in the ring
              being crushed between the union body and the joint (E). A torque spanner is advisable for tighten·
              ing the union body. It should be set to the figure shown under Technical Data.

        (d)   When assembling the rack (P) and pinion (S) make sure that the marked tooth of the pinion is
              opposite the mark on the rack and that the rack is assembled in the pump body so that the 'STOP'
              mark and arrow will be towards the gear end of the engine when the pump is fitted.
        (e)   Make sure that the element (U) can be moved up and down slightly when the locating screw (T) is

        (f)   Replace the plunger (M) with the marked locating arm engaged with the marked slot in the pinion
              (S), i.e., the marked locating arm is towards the locating screw (T).

        (g)   With the element, plunger and pinion correctly assembled, the scroll at the top of the plunger will
              be adjacent to the fuel port in the side of the element when the rack is in the centre of its travel.

        (h)   Replace the tappet (J) making sure that the correct number and thickness of shims is used.

        (j)   Press down the tappet and roller assembly and fit the dowel (H) to engage with the slot in the
              tappet. Rotate the dowel to line up its slot with the ends of the circlip (G) and then turn the circlip
              in its groove until the ends of the circlip are away from the dowel.





                                                      FIG. 16

  (k)         Make sure that the fuel pump cam is away from the fuel pump housing - turn the engine until the
              exhaust or inlet valve is open.
  (I)         Make sure that the fuel pump rack ball engages with the governor fork and that the correct number
              and thickness of shims is fitted between the pump and crankcase.
  (m)         IMPORTANT. New fuel injection pumps require special fitting instructions and these are given in
              the following paragraph.


  Fixed speed engines
  (a)         Make sure that the fuel pump cam is at the bottom of its stroke. Turn the engine until the exhaust
              or inlet valve is open.

  (b)         Turn the STOP/RUN lever (B) until the governor lever fork end is at the centre of the fuel pump

  (c)         Fit the fuel pump. Make sure that the fuel pump rack ball (5) has engaged with the governor lever

  (d)         Time the fuel iniection pump.

Variable Speed Engines
     (a) Repeat procedures (a) thru (c) for "Fixed Speed Engines. "
     (b) Loosen the overload stop cam screw (M).
     (c) Turn the stop/run lever fully towards the "STOP" position and measure
         the distance (Y) between the end of the fuel pump rack and the gear cover
         face using a depth gauge.
     (d) Add 0-500 in. 02-70 mm) (Z) to the depth gauge reading and reset the fuel
         pump rack in this position by turning the stop / run lever towards the
         "RUN" position.
     (e) Hold the rack in this position and set the overload stop cam (N) to just
         touch the overload stop on the fuel pump operating lever. With the over-
         load stop cam in this position, tighten the cam screw (M).
     (f) Check that the total movement from the fully forward (stop) position to the
         overload stop position is 0-500 in. 02-70 mm).
     (g) Time the fuel injection pump.
NOTE: Variable speed engines are fitted with special fuel injection pumps. Quote
the type required when ordering new pumps.


    Before timing the pump be sure the fuel line is bled up to the fuel pump.

        (0)        On fixed speed engines running at speeds above 3000 rev / min. and on all
                   variable speed engines, move the stop/run lever towards the 'STOP"
                   position until it is 10 0 before the vertic~ position. At this position the
                   pump rack will be held away from the retarded spill point. Fix the stop /
                   run lever in this position and carry out the instructions given in sub-
                   paragraphs (b) to (k). On all fixed speed engines running at 3000 rev/min.
                   and below, the stop / run lever may be left in the "RUN" position, i. e. ,
                   horizontal. On variable speed engines, move the speed control to the full
                   speed position. Do not operate the Overload Stop Lever.
   Ib)         Drain the fuel tank. Remove the pump-to·injector pipe and unscrew the union body from the pump.
               Make sure that the union body sealing ring is withdrawn with the union body.
    Ie)        Lift out the delivery valve and spring and place them in clean fuel. Do not disturb the. delivery
               valve seat .or the joint washer. Replace the union body and sealing ring leaving out the delivery
               valve and spring.
        (d)   Turn the flywheel until it is a quarter of a turn before TOC on the compression stroke.
        (e)   Pour a quantity of fuel into the tank. A small stream of fuel should then flow from the pump.

        (f)   Turn the flywheel slowly by hand in the normal running direction until the flow from the pump
              stops. Find by repeated trial the EXACT flywheel position at which this happens. This position is
              known as the spill point.
        (g)   When the flywheel is in the exact position where the flow stops, the appropriate timing mark pre-
              ceding the TOe hole in the flywheel should be in line with the hole in the bellhousing.

        (h)   If the timing mark indicates a position before the bellhousing hole, add shims between the pump
              and crankcase until the correct timing is obtained. If the timing mark indicates a position after the
              bellhousing hole, remove shims to obtain the correct timing.

        (j)   Reassemble the fuel injection equipment including the fuel delivery valve and spring. Make sure
              that the union body sealing ring is fitted and is not damaged.

        (k)   Bleed the fuel system.

        (a)   Disconnect the fuel feed and leak-off pipes from the injector.

        (b)   Remove the injector flange nuts and carefully lever out the injector. Examine the joint washer and
              renew if necessary.
        (c)   Reconnect the injector to the pump-to-injector pipe in such a way that the nozzle points away from
              the engine.
        (d)   Turn the engine over slowly. The fuel should squirt out suddenly in a fine mist spray which should
              stop as suddenly. If the nozzle fails to spray, or gives a solid squirt of fuel, or dribbles after the
              spray has stopped. fit a new nozzle.
        (e)   When testing. BE CAREFUL to see that the ~pray is not directed at any exposed part of the body.
              The force behind the spray will cause it to penetrate the skin.


                                                                           - .---- B

                                                                   e .         --D          J--

                                                                   . -.. - - - E           M---


                               FIG. 17
                                                                  cr---           H



  (a)   Thoroughly clean the exterior of the injector.

  (b)   Remove the nozzle holder cap nut (A) and the locknut (B).

  (c)   Remove the spring adjusting screw (C) and remove the spring pad (0), the spring (E) and the spring
        pressure rod (F).

  (d)   Remove the nozzle nut (G) and the nozzle assembly (HI. Each needle of a nozzle assembly is mated
        to one nozzle body and must never be used in another.

  (e)   To ensure a thorough cleaning of all parts they should be left in a bath of clean fuel. After this
        treatment, any remaining carbon can be scraped off with a soft brass wire brush or a piece of clean
        wood or brass.

  (f)   The nozzle holder and nozzle joint faces must be clean with mirror·like appearance. The nozzle and
        nozzle nut clamping shoulders must be clean.
  (g)   The nozzle body fuel holes (J) should be cleaned by pushing a wire or twist drill (K) down to the
        fuel chamber (L) being careful not to scratch the joint face.
  (h)   Insert a nozzle scraper (M) down into the fuel chamber, press sideways and rotate to remove
        carbon, etc.

  (j)   Soft carbon can be removed from the spray hole with a spray hole cleaner (N).

  (k)   Wash the nozzle body and needle in clean fuel and assemble wet.

  (I)   To fit a nozzle assembly to the nozzle holder body, hold it hard against the pressure face and
        tighten the nozzle nut.

  (m)   To complete the assembly of the injector, grease the spring assembly and replace it, together with
        the adjuster, locknut and cap nut.

  (n)   Reset the fuel injector release pressure to the figure shown under Technical Data. A test pump for
        this purpose can be obtained from Petters Ltd. or their agents. To adjust the release pressure,
        loosen the locknut (B) and screw in the adjusting screw (e) to increase the pressure or out to
        decrease it. Tighten the locknut.

  (p)   Injectors not required for immediate use should have pipe connections sealed against the admission
        of dirt, etc.

  (a)   It is MOST I MPORTANT that the pump·to·injector pipe is correctly fitted or the pipe and injector
        may be damaged.
        Proceed as follows:
        (i)    Loosely fit the injector flange nuts.
        (ii)   Fit the pipe and tighten the union nuts finger tight, then give them a third of a turn with a
        (iii) Tighten the injector flange nuts evenly. It is advisable to use a torque spanner for tightening
               the nuts. It should be set to the figure shown under Technical Data.

  (b)   Reconnect the leak·off pipe.

  (c)   Bleed the fuel system.

79. TO ADJUST SPEED CONTROL (Figs. 19 and 20)
The centrifugal forces on the governor balls are transmitted to the fuel pump rack.
These forces, which vary with the speed of the engine, are balanced by an adjust-
able speeder spring (A). This adjustment allows a set range of speed. To adjust
the speed outside this range a different fuel pump and springs may be required and
these are obtainable from the manufacturer.
The speed is set and should not require further adjustment.         However, if the set-
ting is disturbed, adjustments are carried out as follows:
       (a)   Fixed speed
             (1)   Loosen the locknut (C) on the dipstick side of the engine and screw in
                   the adjuster (B) to increase the speed or out to decrease it. Tighten
                   the locknut.

                       Fig. 19   Fixed
                                                             Fig. 20   Variable
       (b)   Variable speed
             (1)   Set the speed control in the idling position.
             (2)   Loosen the locknut (C) and adjust the idling speed to approximately
                   1000 rev/min by screwing in the adjuster (B) to increase the speed or
                   out to decrease it. Tighten the locknut.
             (3)   Set the speed control in the full speed position.



       (a)   Mounting - Make sure the motor is securely mounted on the engine.
       (b)   Lubrication - Bearings are lubricated on assembly and require no atten-
             tion between overhaul periods.
       (c)   Terminals - Main terminals and all circuit connections must be clean and
             tight. Terminal shrouds should be in position.
       (d)   Brush gear - Remove the cover and inspect the brushes and commutator.
             Brushes should be free in their slides. Springs should seat squarely on
             the brushes. See that the insulation is in good condition. The brushes
             and commutator should be free from dust and grease and contact surfaces
             clean, smooth and uniform in colour.
       (e)   Solenoid - The solenoid should move freely and contact faces be clean and
             unburnt. Do not attempt to clean the solenoid without disconnecting the

       Trouble                  Reason                               Causes                                      Suggested Remedy

                     Temperature below               Failure to prime (see Cold Starting)     Prime with lubricating oil
                       13°C (55°F)

                         Fuel supply failure         No fuel in tank                          Fill tank and bleed fuel system
                         Check by turning            Air in pipe line                         Bleed the system
                           engine and listen for     Broken fuel pipe or leaking connection   Repair or renew the pipe or tighten the connection
                           the characteristic        Fuel filter choked                       Fit new fuel filter element
                           squeak in the             Faulty injector nozzle                   Fit new nozzle
                           injector                  Fuel pump plunger sticking               Fit new pump
                                                     Fuel pump tappet sticking                Free and clean tappet

    Engine will                                      Valves sticking                            Free the valves
    not start                                        Cylinder head loose                        Tighten all nuts
                                                     Cylinder head gasket blown                 Fit new gasket
                                                     Piston rings stuck in groove               Check rings and clean the piston
                         Poor compression            Worn cylinder and piston                   Overhaul the engine
                                                                                                Check valve springs
                                                     Valves not seating properly
                                                                                            {   Grind in if necessary
                                                                                                Check the valve clearance

                         Incorrect lubricating oil   Too high a viscosity oil causing           Drain the sump and fill with correct oil
                                                       excessive engine drag
                     I                                 ----
                                                     Air ir, fuel lines                         Bleed the system
                                                     Water in the fuel                          Drain fuel system and fill with clean fuel
                         Faulty fuel supply          Faulty injector nozzle                     Fit new nozzle
                                                     Fuel filter choked                         Fit new filter element
    Engine starts
    but fires                                        Broken valve spring                        Fit new spring
    intermittently       Faulty compression          Sticking valve                             Free the valve
    or soon stops                                    Pitted valve                               Grind or renew

                         Dirty engine                Blocked exhaust pipe or similar            Clean out

                                                     Faulty fuel pump                           Fit new pump
                         Faulty fuel supply          Faulty injector nozzle                     Fit ne", nozzle
                                                     Unsuitable fuel                            Drain the fuel system and fill with correct fuel

    Engine lacks         Out of adjustment           Valve clearances incorrect                 Adjust
    power and/or                                     Fuel timing incorrect                      Adjust
    shows dirty
    exhaust                                          Blocked exhaust pipe or similar            Clean out
                                                     Dirty air cleaner                          Clean out
                                                     Faulty piston ring                         Fit new ring
                         Dirty engine                Excessive carbon on piston and
                                                       cylinder head                            Decarbon ise
                                                     Worn cylinder or piston                    Overhaul the engine
                                                     Carbon on piston crown                     Decarbonise
                                                     Injector needle sticking                   Fit new nozzle
                                                     Fuel timing too far advanced               Adjust timing
                                                     Broken piston ring                         Fit new ring
                          Knocking                   Slack piston                               Fit new piston
                                                     Worn large end bearing                     Renew and check lubrication
                                                     Loose flywheel                             Refit
                                                     Worn main bearing                          Renew and check lubrication

                                                      Cooling system failure:                    Check for leaks or blockages
                                                        Suction pipe blocked                     Remove and clean
                                                        Air leak in suction pipe                 Check and tighten fittings
                                                        Broken water pump rotor                  Replace rotor and check pump
    Faulty                Overheating                   Faulty water pump seal                   Replace seal and check pump
    running                                           Overloaded                                 Reduce the load
                                                      Excessive valve clearance                  Adjust
                                                      Lubricating oil failure                    Check the engine and lubricating oil system for
                                                                                                   damage. If ,n order. top up sump and check running

                                                      Overheati ng                               See above
                          5 peed su rges              Air in fuel pipes                          Bleed the system
                                                      Governor sticking                          Check the governor for correct operation

                                                      Empty fuel tank                            Fill tank and bleed system
                                                      Choked injector                            Fit new I\ozzle
                          Sudden stop                 Fuel pi pe broken                          Repair or renew
                                                      Seized piston                              Fit new cylinder and piston

                          Heavy vibration             Faulty installation                        Check holding down bolts and flexible mountings
                                                                                                  and couplings if fitted
            OTHER OVERHAUL

                 CONTENTS                                   SECTION
MARINE ENGINE ELECTRICAL SYSTEM ..·......·..·.·...·.·.....··.. Q
COOLI NG SYSTEM (EXTERNAL) ..·.......·...···.·..··.·.....·.·.·. R
TRANsr1ISSIONS .··.·...·············.·············.·····...·.·. 5

            Marine Engine Electrical System

        (Keyswitch Start)
               This system is supplied on all 4 and 6
            cylinder Westerbeke diesels produced prior
            to January 1975. Operation is very simple.
            Putting the start switch in the Run posi-
            tion energizes an alarm system (when sup-
            plied). Returning the start switch to Off
            position de-energizes the alarm.
               Turning the start switch to Crank posi-
            tion operates the starting motor and starts
            the engine. Upon starting, the start
            switch is released to the Run position.
               When the engine develops oil pressure,
            voltage is supplied to the alternator for
            excitation and to all instruments. When-
            ever the engine stops, loss of oil pres-
            sure removes voltage from these devices.
               When an engine is furnished with a pre-
            heating device, it is energized by a sep-
            arate push button at the key switch panel.
               When an engine is furnished with an
            electric stop solenoid, it is energized by
            a separate push button at the key switch
            NOTE: It is important that your engine in-
            stallation includes fuses or circuit
            breakers, as described under "Owner's Res-
            ponsibility" on the wiring diagram supplied
            with your engine.

                                        WESTERBEKE 7                  ~1ARINE           ENGINE

                                                WIRI NG               DIAGRAM

                - - - - - - ---------------1                     (REAR         VIEW.)

              I   @                                                                         @I                     @ I~~~ SW ~~~                                   --,
              IOP.G.                                                                       ~~G'I

                                                                                           @         I
                                                                                                                      I                                   0          1
                                                                                                                      I                 @
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            SEE NOTE-D
                                                                                                                   .!.EE NOTE-D



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REGULATOR                                                                                                                                        I
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        WHT                                                                      RED "1&


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                                          ©                                        ©
                                          @                                       ®                        @
                                              OPSENDER                W.TSENDER                          O.P.SW.

                                                                                                                          NOT SUPPLIED
                                                                   DRWG 16672

     · 6


                                   · 10

     ®                                                                          16

                           10      10       10




           1.   Ammeter                           6.   Oil Pressure Gauge
           2.   Start Solenoid                    7.   Water Temperature Gauge
           3.   Motor/Generator                   8.   Oil Pressure Sender
           4.   Regulator                         9.   Water Temperature Sender
           5.   Key Switch                       10.   Battery (Not Supplied)
                                                                    SECTION R
                 COOLING SYSTEM (EXTERNAL)
      The Westerbeke 7 and WPD-4 units are equipped with a fresh water cooling
system. Transfer of heat from the fresh water (closed system) circuit to the
sea (raw) water is accomplished by a heat exchanger, similar to an automobile
radiator. It differs because raw water, not air, cools the engine's fresh
water. An unrestricted fast-flowing stream of sea water flows through the tubes
of the heat exchanger while the fresh water flows rapidly under low pressure
around the tubes of the heat exchanger. The raw water and fresh water never mix
so the water cooling passages in the engine stay clean.
     Heat rejected in combustion, as well as heat developed by friction is
absorbed by the fesh water. The fresh water flows from the expansion tank
to the heat exchanger; here it is cooled and circulated by means of a centrifugal
fresh water pump into the engine block and cylinder head. Openings in the water
jacked around the cylinder bores connect with corresponding openings in the
cylinder head.where the fresh water circulates around the valves and fuel
injectors. When the engine reaches its operating temperature, the fresh
water then passes out through the thermostat into the expansion tank and the
circuit repeats.
     The engine is directly cooled by the unrestricted fast-flowing stream of
sea water which absorbs the heat from the fresh water via the heat exchanger.
This raw water is picked up from the sea by a powerful neoprene impeller
sea water pump, and passes through the heat exhanger. It then, if the unit
is so equipped, flows into the water injected exhaust elbow and overboard
thru the exhaust pipe. If no elbow is used it should be piped directly

          ·      RAW WATER
          >    FRESH WATER                   OVER          RAW
                                             BOARD       WATER
                       HEAT                              PUMP
         SURGE         EXCHANGER
                                                             t--...-    SEA


      The water pump on the W-7 is located on the rear of the transmission and
is aft of the high speed shaft. The water pump is a self-priming, positive
displacement rotary pump, with a brass case and a neoprene impeller. The
impeller has flexible vanes which wipe against a curved cam plate in the
impeller housing, producing the pumping action.
NOTE: As the water pump contains a neoprene impeller, on no account should
        it be run in a dry condition. Always carry a spare impeller and gasket.
The water pump on the WPD~4 is located on the front of the engine and is
driven off the half speed shaft (camshaft)o
     a. Remove the pressure cap from expansion tank.
     b. Remove the hose from the bottom of the water pump. This hose comes
         from the block and will drain the block. Water will also drain out
         of the pump from the heat exchanger and the expansion tank.
     c. The marine engine also has a petcock on the side of the block which
         may be opened. (Petcocks turn counter-clockwise to open).
     d. There is also a plug in the bottom of the heat exchanger which may
         be removed in draining system.
     a. Replace the plug in the heat exchanger, if removed.
     b. Close the petcock, if opened. (Turn clockwise to close).
     c. Replace the hose on the pump.
     d. Pour coolant (50-50 mix of water and permanent anti-freeze) into
          the expansion tank and completly fill system to within one inch
          from top of tank.
     e. Start engine and run until normal operating temperature is reached.
          Stop engine, carefully remove expansion tank filler cap and add coolant
          as required.
      a. Remove pump cover plate and gasket.
      b. Remove impeller.
      c. Coat the neoprene impeller and impeller chamber with a good grade of
          water pump grease only.
      d. Align impeller keyway with shaft key. Care should be taken that
          the impeller blades all lie in the same direction relative to the
          rotation of the pump, i.e., blades trailing.
      e. Secure end cover and gasket with screws and lockwashers.
     a. Drain cooling system as described in Section 5 above. The complete
         system need not be drained as long as the level of the coolant 1S
         below that of the thermostat housing.
     b. Remove the 2 bolts holding the thermostat housing to the expansion
     c. Loosen the clamp and hose at the elbow entering the cylinder head.
     e. Test the thermostat's opening temperature by placing in water. Raise
         the temperature of the water to that stamped on the thermostat.
     f. If thermostat fails to open, replace with new thermostat.
     g. Allow the temperature to cool. If the unit sticks open, replace the
     h. Install thermostat with a new gasket, and secure the housing to the
         expansion tank with the bolts and the hose and clamps to the cylinder
     i. Replace coolant as described in Section 6 above.
      a. Shut off sea water thru-hull valve.
      b. Remove the two hoses from the pump.
      c. Remove the three mounting screws and the pump cover plate.
      d. The pump body and impeller can now be taken off together.
      e. Inspect the impeller and if any vanes are found to be broken, check
          thru the sea water lines. Broken vanes could block the flow of water
          thru the lines.
      a. With a crescent wrench across the flat on the pump shaft unscrew the shaft.
      b. With a suitable hooked tool, pullout both seals from the transmission.
      c. When replacing the seals, the first (transmission oil) seal should be
          placed with the spring side toward the transmission.
      d. The second (sea water) seal should have the spring side toward the water
      a. Drain the cooling system and disconnect both hoses from the pump.
      b. Remove the four screws from the pump cover.
      c. Lift the De-compression lever and using the nut on the pump shaft,
          turn the engine over until the ~ inch hole in the flywheel is visible.
          thru the opening in the flywheel housing just above the starter.
      d. Drop a suitable pin in the hole to luck the engine and unscrew the
          pump shaft nut.
      e. Remove the impeller
      f. Unscrew the two pump body mounting screws and remove the pump body.
      a. After removing the pump body (Section 11), press the seal out from the
      b. Lightly spread a sealer, such as Permatex #2, on the outside of the
          new seal and carefully press into the pump housing, taking care not to
          damage the sealing surface.
      c. With a small screwdriver, lever the ceramic ring from the pump impeller and
          remove the neoprene washer.
      d. Place a new ceramic ring in a new washer and lightly oil outside of the
      e. Press this assembly into the impeller BY HAND, using no tools.
      a. Remove the water pumps.
      b. Remove the mounting plate with heat exchanger and expansion tank attached.
      c. Remove the timing case cover.
      d. Remove the four screws holding the pump shaft and the shafts.
      e. Timing cover gaskets and seals can be changed at this time.
      f. Care must be taken when replacing the timing cover that the seals
          are not damaged going over the shafts.
                                     OS and WPD3

       (a)   Shut off the sea cock and remove the plugs from the cylinder. This
             will allow the cooling water to drain out of the cylinder and cylinder
       (b)   Remove the pump outlet pipe and drain the cooling water from the
             hose. Thi s wi 11 also drai n the coolant from the heat exchanger when
       (c)   When replacing the cylinder plugs, it is advisable to wrap 1~ turns
             of 'P.T.F.E.I tape around the threads. This will prevent the plugs
             sticking and corroding.
       (d)   IMPORTANT. When reassembled and before starting the engine, ensure
             that the sea cock is opened.
       (e)   As the water pump is self-priming, there is no need to prime the
             cooling system.
This operation is not necessary when a heat exchanger is fitted.
     (a) Drain the cooling water from the cylinder and cylinder head.
     (b) Disconnect the cooling water outlet hose, and remove the plug and
          pipe fittings from the cylinder head.
     (c) By inserting a piece uf wire through the various orifices in the
          cylinder head, rake out any silt that has collected in the cooling
          system. This should be carried out while flushing with clean
          fresh water, preferably under pressure.
     (d) It may be found necessary to flush the cooling system frequently when
          operating the engine in water with high silt content.
     (e) When replacing the plugs and pipe fittings, it is advisable to wrap
          1~ turns of 'P.T.F.E.' tape around the threads.  This will
          prevent the threads sticking and corroding.
3.    TO REMOVE WATER PUMP Fig. 8   (WPD-3 Generator)
       (a)   Close the sea cock and remove the hoses from the pump.
       (b)   Remove the pump cover (A) and gasket (B) and remove the impeller (C).
       (c)   Inspect the water sealing washer (D), water slinger (E), seal in
             the pump body (F) and the impeller for .damage, and replace if necessary.
       (d)   It is not necessary to remove the cam plate from the inside of the
             pump body.


                                        H   D   E            B   A

4.   TO REPLACE WATER PUMP Fig 8. WPO-3 Generator
     a. Replace the water pump adaptor (G) and shim (H), if removed. Replace
         the water sealing washer and water slinger, leaving a gap between them.
     b. Carefully slide the water pump body onto the shaft, with the cam plate
         screw uppermost and tighten up. Ensure that the water slinger is just
         clear of the pump body.
     c. Ensure that the pump shaft does not touch the pump cover when the w~ter
         pump is replaced. If it does, extra shims must be added between the
         adaptl'r plate and the pump body.
     d. Replace the impeller on the shaft and refit gasket and cover plate. The
         gasket must be positioned so that the cam plate is covered.
     e. Replace the inlet and outlet hoses.
     a. Close inlet and outlet cooling system sea-cocks
     b. Remove hoses from pump.
     c. Remove cover and gasket from water pump.
     d. Carefully pull water pump (i()using with drive pin installed.
     e. Pull impeller out of housing with drive pin installed.
     f. Remove drive pin from impeller and insert pin in new impeller. Coat
         with a thin coat of water pump grease.
     g. Press impeller in housing, and housing on shaft with pin in slot of
         shaft and housing hose connections facing upward.
     h. Align mounting holes and secure gasket and cover.
     i. Connect hose from inlet petcock to starboard connection on pump and
         hose from side of cylinder to connection on port side of pump.
     j. Open inlet and outlet seacocks.
     k. Start engine and check for leaks.
                SECTION S


                                SSR TRANSMISSION

The SSR Transmission is designed and built for marine use. The three position
hand lever           operates the gear to give ahead, neutral or astern action.
With a shift lever mounted in the normal slant position, the transmission is in
FORWARD gear when the shift lever is moved aft or in REVERSE when shift lever
is moved forward.
The reduction gear is 2: 1 and the propeller rotates counter-clockwise which is
the opposite direction to that of the engine. The sea water pump is mounted aft of
the high speed shaft of the reverse and reduction gear. No adjustments are re-
quired. The only maintenance is to check the lubricating oil level and change the
lubricating oil at time periods specified.

    (a)   The transmission may be removed without removing the transmission oil
          or the oil may be removed by inserting a 3/8 in. OD suction hose in the
          dipstick filler opening.
    (b)   Remove the bolts securing the drive shaft half coupling to the propeller
          half coupling. Slide propeller shaft coupling back away' from drive shaft
          coupling approximately 5 in.
    (c)   Remove the four bolts securing the transmission housing to flywheel
          housing adapter. Slide transmission out from engine and remove.

As in any servicing operation, cleanliness is a must and all rules for good work-
manship apply. Some of these rules are as follows:
    1.    Use only clean fluid in any cleaning or washing of parts.
    2.    Use only clean oil for lubrication when pressing parts together.
    3.    Never use a hammer to drive ball bearings in place.
    4.    Never press a ball bearing so that the force is carried through the balls.
    5.    Use only properly sized wrenches in removing or securing nuts and cap-
    6.    Replace gaskets and "0" rings with new material.
    7.    Work on a clean bench and protect gear teeth and oil seal surfaces from
          nicks and scratches.

    1.  Remove 3 screws and pump assembly 54.
    2.  Remove woodruff key from input shaft.
    3.  Remove 4 screW8 from front face.
    4.  Remove front plate 1 containing bearing 16, snap ring 17. seal 18, bear-
        ing 23. Protect seal by tape over key slot in shaft.
    5.  Lift out input shaft 15 which has pump shaft 22 screwed into rear end.
        Bearing 20 and race 19 are now removable.
    6.  Remove race 30, bearing 32, gear 26 containing bearing 28, and washer
    7.  Dri ve forward pin 48 into box, using flat end punch.
    8.  Rotate arm 43 to rear, allowing dog 24 to move forward and off shaft.
        Remove shoe 52.
    9.  Remove nut 41, washer 40, O-ring 39, coupling 38, and key 37.
    10. Support housing on front face. Press shaft 23 forward out of bearing 34.

      11. Remove snap ring 33 from shaft. Remove washers 31, bearing 32, gear
          27 containing bearing 28, and washer 25.
      12. Knock out pin 44. Remove handle 43, slide shaft 42 into housing. Remove
          detent plate 49, springs 47, and spring washers 46.
      13. Drive pin 51 into shaft 9 with flat end punch.
      14. Remove shaft 9 with associated gear 12, washers 13, bearing 14, pin 10,
          and O-ring 11.
      15. Remove bearings, seals, snap rings from respective housing and gears
          as necessary. Press seals and bearings with suitable tools. Do not use
      16. Reassemble in reverse order, replacing seals, gaskets, and O-rings.
          Be sure to protect input shaft seal by covering input shaft keyway with
          tape or something similar.





                             START                                                      53 @                         1

                    1                                                                                                1

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                                                                                                                                                                                     __________ ~J

                                                                                    WPD-3 GENERATOR WIRING DIAGRAM                                                                                                     --t

                         1f~'                                         18         19

                         ,                    10


           14                  j]
                ~         16   e
                    15         ;V

                                        WPD- 3 Generator
      1.    Generator End Cover                    10.    Armature through Stud Nut
      2.    Receptacle                             11.    Ball Bearing
      3.    Blower Generator                       12.    Armature Assembly
      4.    Brush Reg. Assembly                            (including brushes)
             (including brushes and springs)       13.    Armature thru Stud
      5.    End Bell Cover Clip                    14.    Collector Ring Brush
      6.    Generator Frame                        15.    Connector-Rectifiers Strip
      7.    Pale Shoe                              16.    Collector Ring Brush Spring
      8.    Air Outlet Cover                       1 7.   Rectifier
      9.    Field Coil Set                         18.    Taper Stub Shaft
             (2 coils wired together)              19.    Engine Flywheel
                                                            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.

                                                    MARINE ENGINE PRODUCTS

                                                SERVICE BULLETIN #20

        MODEL:     ALL ENGINES


               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 siezes.

               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 purpose.




                                                    MARINE ENGINE PRODUCTS

                                     SERVICE BULLETIN NUMBER 43

  MODEL:           DS and WPD 3 Generator Set

   SUBJECT:        Raw Water Pump Lift Capacity

   To protect your engine, it is imperative that the water pump be
   located no more than 15 inches vertical height from the water
   line.      No more than 24 inches total suction line length.

   The thru hull fitting for the water intake must be located well
  below the water line so pump is not subject to air intake when
  boat heels.           Use 3/8 inch suction line with no bends.

   If this type of installation is not practical, then use an
  auxiliary electric motor driven water pump actuated by an oil
  pressure switch to automatically provide water to the water
  pump on the generator set.                     An AC pump is available which draws
   1/2 amp.        Remember that the generator trickle change rate of 2
  amps must not be exceeded .


    PN 17254                                                                                              3/28/75

                                                    MAP l\.;(   I   "~l ;1/\.lf   I   'to'.   l[   1[   'l   .. <;

                    _.......   -   ~J

                                            SERVICE BULLETIN *60

     SUBJECT :                      Engine R.P.M.

     MODEL:                         os

     The OS engine is very sensitive to correct engine operating R.P.M. It
     is very important that the engine be wheeled properly to allow it to run
     up to 3000      R.P.M. while under load. Failure to do this will cause
     overloading, black smoke, poor performance, early engine failure, and will
     void the warranty.

     Some typical propellers used on the OS engine are:

                                    11 x 7, two blade, left hand

                                    10 x   a, two blade, left hand
     Note the above propeller selection are approximate only and different hulls
     may require different sizes.

     The important issue is to be sure the engine can run at                                                         3000    RPM under

     8/73                                                                                                                   PIN 15109

                                                     MARINE ENGINE PROOUCTS

                                           SERVICE BULLETIN #61

         SUBJECT:            Removal of Sacrifical Plug(Westerbeke PIN 17355)

         MODEL:              WPD-3 and OS

         It has been reported that on some occasions the cylinder head zinc plug
         #17355 has been removed in install an electrical device. This will cause
         corrosion in the head and shorten the life of the cylinder head and engine.
         such action will also void the warranty on those parts affected.

         If you wish to install and electrical device in the cylinder head, do so
         by removing part number 17354 as shown on Page 206 of the WPD-3 and OS
         Parts List, (P/N 12137 dated July 1,1973).

          8/73                                                                                      PIN 16030


                                     MARINE ENGINE   PROOUCTS

                                 SERVICE BULLETIN #h9

     Subject:   Exhaust system failures
     Models:    All marine generators and marine engines

     When engine sea water is fed into an exhaust system so that the full
     stream strikes a surface, erosion may cause premature failures.
     Proper design of either a water jacketed or a water injected ("wet")
     exhaust system to prevent this problem requires that the sea water
     inlet be positioned so that the entering stream of sea water does not
     strike a surface directly. Also, the velocity of the entering sea
     water stream should be as low as possible which is achieved by having
     inlet fittings as big in diameter as possible.
     In addition to the above design considerations, it is usually advan-
     tageous to divide the sea water flow at the point of entry to the
     exhaust system so that only a portion of it enters the exhaust system.
     The remainder is normally piped directly over the side. The proper
     proportion of the sea water flow to pass through the exhaust system
     can only be determined by trial and error. The goal is to prevent
     excessive exhaust temperatures with the least amount of sea water.

     PN 19149                                                   May 6, 1974

                                           )      MARINE ENGINE PRODUCTS


                                               SERVICE BULLETIN #72
        MODELS:      ALL
        In recent years we have purchased gauges and senders from four different
        In no case may the gauge of one manufacturer be used with the sender of another
        manufacturer. In some cases the wiring of either or both the gauge and the
        sender varies by manufacturer.
        Thus it becomes important, when ordering a replacement gauge or ordering a
        replacement sender, to order a matched set or to know conclusively who the
        manufacturer is.

       Ammeters are electrically interchangeable.
                                     STEWART -WARNER von                FARIA                              NOVOX
                                     2" DIA CASE     2 3/8 11 01 A CASE 211 DIA CASE                       211 DIA CASE
       Ammeter                       11581                 11931                       16550               19165
       Oil pressure gauge            11544                 11914                       16548               19166
       Oil pressure sender           11542                 11916                       16551               19167
       Water temp. gauge             11545                 11913                       16549               19168
       Water temp. sender            11543                 11915                       16552               19169
       Adapter ring to in- 16023                        LAMP         +                 16023               16023
       s ta 11 211 di a gauge ; n and                                                  and                 and
       2 3/8 11 dia panel         SB #44                   "r",-""-,,. .
                                                                           AMP-        S8 #44              S8 #44
                                    GND            B+                      SND       LAMP +
       Wiring diagram                                                                                     LAMP+

                                                           Also see    GND
                                                           SB #36

       5/29/74                                                                                         PN19190

                                                         MARINE ENGINE PRODUCTS

                                                    SERVICE BULLETIN DBl
          REISSIJErl:             October 3, 1975
          SUBJECT:                Hydro-Hush Muffler Installation
          MnOEL:                  All
          OISTR:                  All
         The diagram on the reverse side shows a proper installation of the Hydro-
         Hush stainless steel muffler.
          Make sure installation is such that water cannot enter enqine at any
          anqle of heel or pitch.
          Muffler remains approximately twenty-five percent full of water after
          enqine is shut down with maximum thirty-three inch lift used.
          Muffler must be installed as close to fore-aft centerline of boat as
          There must be an unblocked vent to atmosphere at the high point of the
          sea wat~r circuit (where it passes above the waterline) to break the
          vaccuum which would encourage siphoning through the sea water circuit
          uoon engine shutdown. Such siphoninq would fill the engine with sea
          water throuqh its exhaust. Pipe the air vent with approximately 3/16
          copoer tubing to discourage water flow through it when the engine is
          running. If water flows throuqh the air vent when the engine is running,
          nipe it over the side or into the transon exhaust outlet. But be sure
          it will drain upon engine shutdown and function properly as a siphon break
          by venting the sea water circuit to atmosphere.
          Use as few riqht anqle fittings as possible.                              If there is any Question as
          to hack pressure, check your enaine manual.
          Exhaust line diameters indicated are minimums. Refer to engine manual for
          specifics reqardina run lenqths and sizes areater than indicated.
          The installation tins aiven are to be used as a guide only. We cannot
          be responsible in any way for muffler installation. We presume basic
          understanding of good marine practice on the part of the installer.
          CAUTION:        As the sea water pump fills the exhaust system with s~u
                          water during cranking, be sure to close the intake seacock
                          whenever total cranking between engine starts exceeds
                          approximately 30 seconds. Open seacock immediately after
                          engine starts.
I H Wf :iTfRfltKE CO[,P . AVON INDliSTRIAI PARK· AVON. MASS 0;'.122 LJ S II . TElEPHONE   617 5887700   TELEX 92·4444· CABLE WESTCORP

          PN 19468        10/3/75                                                                               Page 1/2

                             HYDRO-HUSH BELOW ENGI NE
                                                AIR VENT . ·


                                                      AIR VENT             *

     SEE WATER PUt.lP                                                                                     EXHAUST



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w?~.~~-- - -llJ7~-==--\\ ~-7(-:--'                                                 PN 13174

~:~                                 ,/(,,~\~ ~_J
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                                                                                '*   AIR VENT ~U5T SE INS1'ALLED A1' HIGHES1'
                                                                                     POINT AND AIIovE WATER LINE
                                                                                     1N   ~EA   WATER CIRCUIT TO BREAK VACUUM

 ~-.o;;;,'"            'I         0,\\,         \\"~\"~\'o . ~~:
                                                               r.                    AFTER ENGI NE SHUT DOWN, PREVENTING
                                                                                     SIPHONING OF' SEA WATER INTO ENGINE.

Drwg 15294              l.-.,_~--                                          HYDRO-HUSH ABOVE ENGI NE .

                                                    MARINE ENGINE PRODUCTS

                                               SERVICE BULLETIN #82
 ISSUED:         May 7, 1975

SUBJECT:         Battery Recommendations

l.10DEL:         All

 DISTR:          Owners, Distributors, Dealers,              !,~anufacturers

                                             BATTERY RECOMlvlliNDATIONS
I!ODEL                                        BATTERY AMPERE HOURS                                        VOLTAGE
Vire, 7 Horsepower, gasoline                            40-60                                             12 V.D.C.

 DS, 5 Horsepower, diesel                               60-90                                             12 V.D.C.

 Pi1ot-10, 10 Horsepower, diesel                        90-125                                            12 V.D.C.

 Four-60, 15 Horsepower, diesel                         90-125                                            12 V.D.C.

 Pilot-20, 20 Horsepower, diesel                        90-125                                            12 V.D.C.

 Four-91, 25 Horsepower, diesel                         125-150                                           12 V.D.C.

 125, 25 Horsepower, diesel                             125-150                                           12 V.D.C.

 Four-107, 37 Horsepower, diesel                        125-150                                           12 V.D.C.

WPDS-15, 15 Kilowatt, diesel                            125-150                                           12 V.D.C.

 Four-154, 53 Horsepower, diesel                        150-170                                           12 V.D.C.

 \~DS-20,    20 Kilowatt, diesel                        150-170                                           12 V. D. C.

 Four-230, 75 Horsepower, diesel                        170-200                                           12 V.D.C.

 Performer-Six, 115 Horsepower, diesel                  200 minimum                                       12 V.D.C.

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


PN 20442         5/7 /75

                                                       MARINE ENGINE PRODUCTS

                                                  SERVICE BULLETIN 92

        ISSUED:        April 28, 1976
        SUBJECT:       Troubleshooting Water Temperature and Oil Pressure Gauges
        MODELS :       All
        DISTR:         Distributors, Shipments

        Given a presumably faulty gauge indication with the instrument panel
        energized, the first step is to check for 12 VDC between the ig~ (8+) and
        neg. (B-) terminals of the gauge.
        Assuming there is 12 volts as required, leave the instrument panel energized
        and perform the following steps:
               1.    Disconnect the sender wire at the gauge and see if the gauge
                     reads zero, the normal reading for this situation.
               2.    Connect the sender terminal at the gauge to ground and see
                     if the gauge reads full scale, the normal reading for this
                     s ituati on.
        If both of the above gague tests are positive the gauge is undoubtedly OK
        and the problem lies either with the conductor from the sender to the gauge
        or with the sender.
        If either of the above gauge tests is negative, the gauge is probably
        defective and should be replaced.
        Assuming the gauge is OK, proceed as follows. Check the conductor from the
        sender to the sender terminal at the gauge for continuity.
        Check that the engine block is connected to ground. Some starters have
        isolated ground terminals and if the battery is connected to the starter
        (both plus and minus) the ground side will not necessarily be connected to
        the block.
        If the sender to gauge conductor is OK and the engine block is grounded,
        the sender is probably defective and should be replaced.

        PIN 21616                                                                                         4/28/76
,<   \\ e c, IE PHl KE cORp· AVON INDUSTRIAL PARK· AVON, MASS 02322 USA· TELEPHONE   617 588- 7700· TELEX 92-4444 . CABLE WESTCORP
                  SERVICE BULLETIN
DATE:        February 8, 1980                                            BULLETIN NUMBER: 105
MODEL:       OS5, OS7, W-7, WPD3, WP04
SUBJECT: Cyl inder Head Nut Torque

             The torque specification for the cylinder head nuts has been changed
        as follows:

                                 Old Torque __Specification
             Cylinder Head Nut                20 1b     ft                      2.77 kg         m

                                 New Torgue Specification
             Cylinder Head Nut                21 1b ft                          2.91 kg         m

             Cylinder Head/Rocker
             Support Nut                      24 1b     ft                      3.32 kg         m

             Mark this change in all technical manuals for the above listed
        engine models.   Torque cylinder head nuts cold, check valve rocker
        clearance after torquing cylinder head nuts and adjust as needed.

                                      J. H. WESTERBEKE CORP.
                                      AVON INDUSTRIAL PARK, AVON, MASS. 02322· (617) 588-7700
                                                 CA8LE: WESTCORP, AVON· TELEX: 92 -4444

PIN: 24606
                     SERVICE BULLETIN                                                               V13

DATE:           February 8, 1980                                            BULLETIN NUMBER: 106

MODEL:          055, 057, W-7
SUBJECT: Sea Water Pump Weep Hole

                The transmission on the above model engine has mounted on it, above
       the output shaft, a sea water pump which supplies sea water to the engine
       or heat exchanger, for cooling purposes.
                 When performing daily engine checks, owners should pay particular
       attention to the weep holes just behind the sea water pump, which are visible
       on either side of the transmission.       If there is any indication of sea water
       coming out of these weep holes, owners must remove the sea water pump and
       replace the seal (P.N. 16663) between the pump and the weep holes.
                 Ensure that these weep holes are not obstructed in any way by rust
       or scale build-up.
                 Failure to replace the seal when leakage is found at these weep holes
       will eventually lead to sea water entering the transmission,

                 Note:   Leakage from these weep holes can also be caused by a
                         blockage in the sea water flow through the engine or
                         heat exchanger cooling circuit.

                                                                  Please see diagram on overleaf.

                                         J. H. WESTERBEKE CORP.
                                         AVON INDUSTRIAL PARK, AVON, MASS. 02322, (617) 588-7700
                                                    CA8LE: WESTCORP, AVON· TELEX: 92-4444

PIN:    24607


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