TECHNICAL DS5 DS7 W7 Marine Diesel Engines WESTERBEKE WPD3 WPD4 Marine Diesel Generators Publication 12310 Edition Three June 1978jyo WESTERBEKE MYLES STANDISH INDUSTRIAL PARK 150 JOHN HANCOCK ROAD TAUNTON MA 027807319 TECHNICAL DS5 DS7 W7 Marine Diesel WPD3 WPD4 Marine Diesel Generators Publication 12310 Edition Three June 1978jr WESTERBEKE j WESTERBEKE CORPORATION MYLES STANDISH INDUSTRIAL PARK 150 JOHN HANCOCK ROAD TAUNTON MA 7 rARINE ENGINE 1 WESTERBEKE 7 One cylinder four cycle vertical 185 cu in 303 cc bore 3 stroke 258 Power 7 hp at 3600 rpm Ratio 171Weight 1861b with 21 reduction gearCylinder Block Cast IronCylinder Head Steel Rod Forged SteelPiston rri Full pressure to main and large end bearings Full flow integral replaceable lube oil filter It9HW Ii OF EXHAUSTCooling System Fresh water cooling with heat exchanger Angle 15 maximumFuel System Bryce injection pump variable speed governor with automatic overload control Camshaft driven fuel lift pump with hand primerFuel Consumption See fuel consumption System 12volt starter 55amp 21 reduction and reverse gear with positive Equipment 21 manual reverse and reduction gear electric starter 55amp alternator factory pre wiring with pushbutton 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 manualOptional Equipment Prewired instrument panel indi cating oil pressure water temperature and amps with 10foot plugin cable Hydrohush stainless steel water lift muffler waterinjected exhaust elbow primary fuel oi I filter flexi ble shaft coupling sea water strainer onboard spare parts kit I 1 10 2 L rcohHHI 2 25 OffSET I a g w a o 1 4 z 1000 IOO 2000 2tOO 3000 3100 2a WPO4 MARINE GENERATOR 2b WESTERBEKE WPD4 Single cylinder fresh water cooled four cycle 185 cu in 303 cc bore 3 stroke 258 Power 7 hp at 3600 rpmCooling Fresh water cooling with heat Engine mounted 12volt starting Full pressure to main and connecting rod bearings Full flow integral replaceable lube oil filterMounting assem bly is mounted on Of fKHAUT aluminum drippan base with heavy duty shielded rubber mounts to minimize vibrationFuel System Bryce injection pump governed to 3600 rpm Camshaftdrive fuel lift pump with hand primerFuel Consumption Approx 045 gallons per hour at full Rotating field single bearing with shaft fA I LT CONN FOR mounted fan i DI sOutput 4000 watts for continuous operation up to 33 amps 120 volts AC 12 volts DC 08 amps for battery 60 HertzPhase Single Power Factor Unity Controls Anglemounted on top of generator for visi bility I 40r 1 M 1 H91t 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 peraturelow oil pressure shut downWeight 233 I bsStandard Equipment Integral drippan base with vi bra RIMlih fl LIN n EMVAl tion isolators and drain plug closed circuit cooling system with heat exchanger fresh and raw water 17 fI 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 temperaturelow oil pressure shut down battery charge circuit with charge indicator light 1 IPS threaded exhaust flange illustrated parts list and instruction manualOptional Equipment Remote start shore transfer switch high capacity primary fuel filter water injected ex haust el bow Hydrohush stainless steel water lift Po44 4W muffler sea water strainer onboard spare parts kit I L 000 2Ef y 2819 4KIN dLL LOW LUBE OIL FILTE2c DS MARINE ENGINE 2d SEA wATEI OuTLET CONN MALE 5T H4OS 15 81 j 4el r82 EXHAUS1 CONNlIIS Ij 3 T OUFi 34 SLOTTEPMTG HOLfS FOR 1 eOl TS MODEL D S MARINE ENGINE NE Single cylinder water cooled four cycle 159 cu in bore 3 in stroke 214 inPOWER 5 hp at 3000 rpmCOOLING Positive displacement rubber impeller raw water pumpSTARTING Enginemounted 12 volt starting Full pressure to main and connecting rod bearings Full flow integral replaceable lube oil filterFUEL SYSTEM Bryce injection pump governed to 3000 rpm Camshaftdrive fuel lift pump with hand primerFUEL CONSUMPTION Approx 045 gallons per hour at full outputMOUNTlIG Enginerails on propeller shaft center Iine with height adjustment nuts locked in place mounted on flexible engine ANGLE 150 21 reduction and reverse gear with posi ti ve neutralSIZE See drawing aboveWEIGHT 187 Ibs with 21 reduction gear2e WPDS3 MARINE GENERATOR LlfTING RlNG 2f lA WAHR OUTLET cONN MAlE ST THREADS j XIMUST CONN IPS W12 1700 EJMP lliET CONPiLOF Olt 2000 1512 MODEL WPD3 MARINE GENERATOR Single cylinder water cooled four cycle 15 9 cu in bore 3 in stroke 214 inPOWER 5 5 hp at 3600 rpmCOOLING Positive displacement rubber impeller raw water pumpSTARTING Enginemounted 12 volt starting Full pressure to main and connecting rod bearings Full flow integral replaceable lube oil filterMOUNTING Engine generator assembly is mounted on aluminum drippan base with heavy duty shielded rubber mounts to minimize vibrationFUEL SYSTEM Bryce injection pump governed to 3600 rpm Camshaftdrive fuel lift pump with hand primerFUEL CONSUMPTION Approx 045 gallons per hour at full Rotating field single bearing with shaftmounted fanOUTPUT 3000 watts for continuous operation 25 amps 120 volts AC 12 volts DC 05 amps for battery 60 HertzPHASE SinglePOWER FACTOR UnityCONTROLS Anglemounted 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 lightSIZE See drawing aboveWEIGHT 233 lbsOPTIONAL EQUIPMENT Remote start shore power transfer switchhigh capacity primary fuel oil filterexhaust shutdown due to low oil pressure or high water temperature safety control electric fuel shut off 3SECTION INDEXGENERAL Introduction Operation Installation OVERHAULOTHER OVERHAUL Marine Engine Electrical System Cooling System External SETSHYDRAULIC CRANKING SYSTEMSERVICE BULLETINS4 YOUR NOTES INTRODUCTION 5 IMPORTANT THIS MANUAL IS A DETAILED GUIDE TO THE INSTALLATION STARTUP OPERATION AND MAINTENANCE OF YOUR WESTERBEKE MARINE DIESEL ENGINE THE INFORMA TION IT CONTAINS IS VITAL TO THE ENGINES DEPENDABLE LONG TERM OPERA TION READ IT KEEP IT IN A SAFE PLACE KEEP IT HANDY FOR REFERENCE AT ALL TIMES FAILURE TO DO SO WILL INVITE SERIOUS RISK NOT ONLY TO YOUR INVESTMENT BUT YOUR SAFETY AS THE DIESEL ORDERING PARTS The diesel engine closely resembles the Whenever replacement parts are neededgasoline engine inasmuch as the mechanism always include the complete part descripis essentially the same Its cylinders tion and part number see separate Partsare arranged above its closed crankcase List furnished if not part of this pubits crankshaft is of the same general type lication Be sure to include theas that of a gasoline engine it has the engines model and serial number Alsosame sort of valves camshaft pistons be sure to insist upon Westerbeke rods lubricating system and packaged parts because will fit partsreverse and reduction gear are frequently not made to the same Therefore it follows to a great extent specifications as original equipmentthat a diesel engine requires the maintenance as that which any GENERATOR operator would give to a gas Westerbeke diesels are used for botholine engine The most important factors the propulsion of boats and for generatingare proper maintenance of the fuel lub electrical power For generator set appricating and cooling systems Replacement lications all details of this Manualof fuel and lubricating filter elements at apply except in regard to certain porthe time periods specified is a must and tions of the Installation Operation andfrequent checking for contamination Le Maintenance sections Additional inforwater sediment etc in the fuel system mation is provided in the section titledis also essential Another important Generator Sets Section Tfactor is the use of the same brand ofhigh detergent diesel lubricating oildesigned specifically for diesel engines The diesel engine does differ from thegasoline engine however in the method ofhandling and firing its fuel The carburetor and ignition systems are done awaywith and in their place is a single component the Fuel Injection Pump whichperforms the function of both Unremitting care and attention at thefactory have resulted in a capable of many thousands of hoursof dependable service What the manufacturer cannot control however is thetreatment it receives in service Thispart rests with you6 7 INSTALLATION FOREWORD 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 OF EQUIPMENT pry against this with crowbar as you may The engine is shipped from the factory distort the securely and properly crated Ac In some cases it may be necessary tocessory equipment is shipped in a separate lift the engine in other than the regularsmall box usually packed with the engine horizontal position It may be that thecrate engine must be lowered endwise through a Before accepting shipment from the small hatchway which cannot be made company the crate should If the opening is extremely restricted itbe opened and an inspection made for con is possible to reduce to some extent thecealed damage If either visible or con outside clearances such as damage is noted you should require cooling piping water tank filtersthe delivering agent to sign Received in mounting lugs etc This accessory equipdamaged condition Also check contents ment should be removed by a competentof the shipment against the packing list mechanic and special care should be takenand make sure note is made of any discrep to avoid damage to any exposed parts andancies This is your protection against to avoid dirt entering openings The partsloss or damage Claims for loss or damage which have been removed should be returnedmust be made to the carrier not to J H to position as soon as the restriction hasWesterbeke Corporation been passed In case it is necessary to hoist theRIGGING 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 thetached to the rings and the engine lifted possibility of damage to the parts onby means of tackle attached to this sling which the weight may bear It is best ifThe lifting rings have been designed to special rigging work be done by someonecarry the full weight of the engine experienced and competent in the auxiliary slings are not re of heavy or desiredCAUTION Slings must not be so short as ENGINE BOLTSto place the engine lifting eyes in sig It is recommended that bronze hangernificant sheer stress Strain on the bolts of appropriate size be used throughengine lifting eyes must not be in excess the engine flexible mounts Lag screwsof 100 from the vertical A spacer bar are less preferred because their hold onmust be placed between the two lifting the wood is weakened every time they areeyes 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 tightto see that all equipment used is amply en the engine down or is removed to permitstrong and firmly fixed in place Move the the engine to be lifted The bolt itselfengine a little at a time and see that it stays in position at all times as a studis firmly supported Eliminate possibil and the bond between the bolt and the woodity of accidents by avoiding haste Do is not weakened by its removalnot lift from the propeller coupling or8FOUNDATION FOR ENGINE PROPELLER COUPLING A good engine bed contributes much Each Westerbeke Diesel engine is regutoward the satisfactory operation of the larly fitted with a suitable coupling forengine The engine bed must be of rigid connecting the propeller shaft to and neither deflect nor twist enginewhen subjected to the engine weight or the The coupling must not only transmit theposition the boat may have to take under power of the engine to turn the shaft butthe effects of rough seas The bed must must also transmit the thrust either aheadkeep the engine within one or two thous or astern from the shaft to the thrustandths of an inch of this position at all bearing which is built into the reductiontimes It has to withstand the forward gear housing of the engine This couplingpush of the propeller which is applied to is very carefully machined for accuratethe propeller shaft to the thrust washer fitbearing in the engine and finally to the For all engine models a propeller halfengine bolts and engine bed coupling bored to shaft size for the In fiberglas hulls we recommend that specific order is supplied The wooden stringers as in wooden either has a keyway with set screws or ishulls be formed and fitted then glassed of the clamping typeto the hull securely This allows hanger The forward end of the propeller shaftbolts to be installed firmly in wood thus has a long straight keyway Any burrsreducing 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 ona pair of fiberglas angle irons should the shaft and the shaft should not have tobe resisted Such construction will allow be scraped down or filed in order to get aengine vibrations to pass through to the fit It is important that the key behull Flexible mounts require a firm properly fitted both to the shaft and thefoundation against which to react if they coupling The key should fit the side ofare to do their job When possible follow the keyway very closely but should notbed 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 shaft 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 9ment at frequent intervals and to correct In making the final check for alignmentany 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 thepropeller shaft is the cause of troubles propeller coupling tested with the propellerwhich are blamed often on other causes coupling in each of four positions rotatedIt will create excessive bearing wear 90 0 between each position This test willrapid shaft wear and will in many cases also check whether the propeller half coupreduce the life of the hull by loosening ling is in exact alignment on its shaftthe hull fastenings A bent propeller Then keeping the propeller coupling in oneshaft will have exactly the same effect position the alignment should be checkedand it is therefore necessary that the rotating the engine half coupling to fullpropeller shaft itself be perfectly position each 90 0 from the next onestraight The engine alignment should be rechecked One particularly annoying result of mis after the boat has been in service for onealignment may be leakage of transmission to three weeks and if necessary theoil through the rear oil seal Check to alignment remade It will usually bemake sure that alignment is within the found that the engine is no longer inlimits prescribed alignment This in not because the work The engine should be moved around on was improperly done at first but becausethe bed and supported on the screwjacks the boat has taken some time to take itsor shims until the two halves of the coup final shape and the engine bed and enginelings can be brought together without using stringers have probably absorbed someforce and so that the flanges meet evenly moisture It may even be necessary to reall around It is best not to drill the align at a further for the foundation bolts until The coupling should always be opened upthe approximate alignment has been accu and the bolts removed whenever the boat isrately determined hauled out or moved from the land to the Never attempt a final alignment with water and during storage in a cradlethe boat on land The boat should be in The flexibility of the boat often puts athe water and have had an opportunity to very severe strain on the shaft or theassume its final water form It is best coupling or both when it is being movedto do the alignment with the fuel and In some cases the shaft has actually beenwater tank about half full and all the bent by these strains This does not applyusual equipment on board and after the to small boats that are hauled out of themain mast has been stepped and final rig water when not in use unless they areging has been accomplished dry for a considerable time Take plenty of time in making thisalignment and do not be satisfied with EXHAUST SYSTEManything less than perfect results Exhaust line installations vary consid The alignment is correct when the shaft erably and each must be designed for thecan be slipped backwards and forward into particular job The general counterbore very easily and when a are to provide an outlet line with a minifeeler gauge indicates that the flanges mum of restrictions and arranged so thatcome exactly together at all points The sea water rain water or halves of the propeller coupling cannot get back into the engine Thereshould be parallel within 0002 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 will10cause rapid deterioration Galvanized support for the rubber hose to preventiron fittings and galvanized iron pipe is sagging bending and formation of for the exhaust line The ex pocketshaust line must be at least as large as Always arrange that water dischargethe engine exhaust manifold flange and be into the rubber hose section is behind aincreased in size if there is an especial riser or sufficiently below the exhaustly long run andor many elbows It should flange so that water cannot possibly flowbe increased by 12 in LD for every 10 back into the engine Also make sure thatfeet 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 Setup should be as shown below 1 For normally asperated engines Pressure Test Mercury Test Water Column 112 Max PSI 3 Mercury 39 2 For turbocharged engines Pressure Test Mercury Test Water ColumnEXHAUST SYSTEM WITH WATER JACKETED 075 Max PSI 112 Mercury 1912 STANDPIPE To insure vibration doesnt transmit tohull use a flexible section preferably ofstainless steel no less than 12 at each end and installed asclose to the engine as possible Thisflexible section should be installed withno bends and covered with insulating material The exhaust pipe should be by brackets to eliminate anystrain on the manifold flange studs use flexible rubber exhausthose for the water cooled section of theexhaust line because of the ease of installation 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 195 for turbocharged engines 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 HYDROHUSH MUFFLER wirewound reinforced rubber hose In 11any case use a section of flexible hose the use of unnecessary fittings and conthat will not collapse under suction be nectors The shut off valve in the linetween the hull inlet and engine and between between the fuel tank and engine should bethe outlet and the exhaust system This of the fuel oil type and it is importanttakes up vibration and permits the engine that all joints be free of pressure leaksto be moved slightly when its being re Keep fuel lines as far as possible fromaligned Do not use street elbows in exhaust pipe for minimum temperature tosuction piping All pipe and fittings eliminate vapor locksshould be of bronze Use sealing compound The fuel piping leading from the tankat all connections to prevent air leaks to the engine compartment should always beThe neoprene impeller in the sea raw securely anchored to prevent chafingwater pump should never be run dry Usually the copper tubing is secured by means of copper strapsFUEL TANK AND FILTERS The final connection to the engine Fuel tanks may be of fiberglass monel should be through flexible rubber hosesaluminum plain steel or terne plate Ifmade of fiberglass be certain that the ELECTRIC PANELinterior is gel coated to prevent fibers The Westerbeke allelectric panel utilfrom contaminating the fuel system izes an electronic tachometer with aCopper or galvanized fuel tanks should not builtin hour meter Tachometer cablesbe used It is not necessary to mount the are no longer required except for thetank above the engine level as the fuel lift Skipper mechanical panel Mounted on thepump provided will raise the fuel from the panel are an ammeter water The amount of lift should be kept gauge and oil pressure gage Each instruminimum 6 feet being maximum If a tank ment is lighted The allelectric panelis already installed above engine level it is isolated from ground and may be mountedcan be utilized in this position Great where visible It is normally prewiredcare should be taken to ensure that the fuelsystem is correctly installed so that airlocks are eliminated and precautions takenagainst dirt and water entering the fuel A primary fuel filter of the water collecting type should be installed betweenthe fuel tank and the fuel lift pump Arecommended type is available from thelist of accessories The secondary fuelfilter is fitted on the engine between thefuel lift pump and the injection pump andhas a replaceable element WESTERBEKE ALLELECTRIC PANEL As the fuel lift pump has a capacity inexcess of that required by the injectionpump the overflow is piped to the fueltank and should be connected to the top ofthe tank or as near the top as possible To insure satisfactory operation adiesel engine must have a dependable supply of clean diesel fuel For this and care are especially important at the time when the fuel tank isinstalled because dirt left anywhere inthe fuel lines or tank will certainlycause fouling of the injector nozzles when SKIPPER MECHANICAL TACH PANELthe engine is started for the first time ELECTRICAL EQUIPMENTFUEL PIPING Most Westerbeke engines are supplied We recommended copper tubing together prewired and with plugin connectorswith suitable fittings both for the supply Never make or break connections while theline and the return line Run the tubing engine is running Carefully follow allin the longest pieces obtainable to avoid instructions on the wiring diagram sup12plied especially those relating to fusecicuit breaker requirements Starter batteries should be located asclose to the engine as possible to avoidvoltage drop through long leads It isbad practice to use the starter batteriesfor other services unless they require lowamperage or are intermittent In caseswhere there are substantial loads fromlights refrigerators radios depthsounders etc it is essential to have acomplete separate system and to current for this by means of asecond alternator or alternator outputsplit ter Starter batteries must be of a typewhich permits a high rate of discharge Diesel starting Carefully follow the recommended wiresizes shown in the wiring diagrams so the battery is close toengine and use the following cable sizes 1 for distances up to 8 feet 10 for distances up to 10 feet 20 for distances up to 13 feet 30 for distances up to 16 feetMECHANICAL CONTROLS The recommended practice is to have thestoprun lever loaded to the run positionand controlled by a sheathed cable to apushpull knob at the pilot station Thethrottle lever should be connected to aMorse type lever at the pilot station bya sheathed cable The transmission control lever may beconnected to the pilot station by a flexible sheathed cable and controlled by aMorse type lever The singlelever typegives clutch and throttle control withfull throttle range in neutral positionThe twolever type provides clutch controlwith one lever and throttle control withthe other Any bends in the control cables shouldbe gradual End sections at engine must be securely mountedAfter linkages are completed check for full travel making surethat when the transmission control leverat the pilot station is in forwardneutral and reverse the control lever onthe transmission is on the Check the throttle control leverand the stoprun lever on the fuel injection pump for full travel 13 FOR FIRST START BLEEDING THE SYSTEM The engine is shipped dry with lub The fuel injection system of a oil drained from the crankcase sion ignition engine depends upon veryand transmission Therefore be sure to high fuel pressure during the these recommended procedures care stroke to function correctly before starting the engine for the tiny movements of the pumping plungers profirst time duce this pressure and if any air is pres1 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 for2 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 SAE 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 inline DPA pumps shown in Figsl type A Hydraulic fluid Do not over and 2 fill Before priming and bleeding insure3 Fill fresh water cooling system only that the outside of the bleed screws and after opening all petcocks 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 andor antifreeze 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 5050 antifreeze 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 cap4 Ensure battery water level is at least 38 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 contentNOTE 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 grease14Fig 1 for mechanically governed and Fig bleeding proceeds as follows2 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 airfree 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 ot 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 wellfuel feed pump slacken both the filter populated areas is one thing but voyagingbleed screw A and the injection pump up the Amazon delta for example would befuel inlet union B and operate the hand quite different and would require a compriming lever of the feed pump until fuel prehensive spares kitfree from air issues from both the vents Generally speaking the average boatTighten both the vent connections In a owner is within relatively easy reach ofgravity fed fuel system turn on the fuel service centers and requires spares only asand carry out the same procedure with the insurance against breakdown and for generalbleed screw and fuel inlet servicing within the scope of the owner or Slacken the vent valve fitted to one of crewthe two hydraulic head locking screws c A suitable kit for such a purpose wouldand the bleed screw D on the governor consist of a replacement filter element andhousing Operate the hand priming lever of a set of sealing and 0 rings for eachthe feed pump until fuel free from air filter Spare bleed screws for pumps andbubbles issues from the vent c and then filters are also required for screws aretighten this bleed screw easily lost or damaged in a boat when bleedNOTE 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 backleaked 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 manufacturers 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 packbeing vented is because a pipe line or in ed as a set and it is important to keepjector or filter element has been changed them this way until required for use Itor serviced or the system has run out of is vitally important that the internal surfuel then the governor housing will still face of the pipe is kept scrupulouslybe filled with fuel oil and bleeding by clean until fitted to the enginemeans of the hand priming lever of the A spare set of fuel injectors of thefeed pump will suffice In this event right type and correctly set for the parclose the governor bleed screw D as soon ticular engine together with a set of theas 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 changedto the system then its governor housing when required but will also permit enginewill most likely be empty of fuel oil and use while one set is away being serviced 15Do be careful to check with the engine cap when refueling see that it doesntparts list regarding whether the engine pick up dirt or grit this is how quiterequires injector seating washers or not a lot of dirt gets into the tank Additionally spare banjo bolts and Avoid dubious sources of fuel Jobwashers for back leak pipes and low pres lots of unknown origin are not always thesure pipes are handy things to have when a bargain they appear to be and fuel injectjoint starts leaking Remember no equip ion equipment is expensive to renew whenment ever breaks down when it is station damagedary in port Breakdowns and trouble occurwhen the equipment is working and that WHEN ENGINE STARTSmeans at sea 1 Check Oil Pressure immediately Normal Do not forget the tools Always carry oil pressure is approximately 50 psi atthe correct spanners for the job hammers operating speeds 15 psi when idlingand adjustable wrenches may be all right Extremely hot enginein some locations but please not around 2 Check Sea Water Flow Look for wateryour fuel injection equipment on your at exhaust outlet Do this withoutcraft delayHINTS AND TIPS It is essential to stress 3 Recheck Crankcase Oil After the enthe need for absolute cleanliness of the gine has run for 3 or 4 minutes subsefuel at all times This requirement also quent to an oil change or new to methods of operating and servic tion stop the engine and check theing the equipment and to precautions about crankcase oil level This is ant as it may be necessary to add oil A useful hint when changing filter ele to compensate for the oil that is rements is to obtain a polythene bag large quired to fill the engines internalenough and strong enough to hold the filter oil passages and oil filter Add oilelement and put this around the element and as necessary Check oil level each dayfilter head before unscrewing the center of operatjonbolt Undo the center bolt and allow ele 4 Recheck Transmission Oil Level Thisment oil and base all to go into the bag applies only subsequent to an oil changeThen empty the bag into a bowl or container or a new installation In such a caselarge enough for the contents to be separ stop the engine after running for sevated and the base and sealing rings recov eral minutes at 800 rpm with one shiftered if required into forward and one into reverse then Granulated pieces of substance familiar add oil as necessary Check oil levelto all cat owners who live in apartments each day of operationand sold for use in cat litter boxes is 5 Recheck Expansion Tank Water Level ifideal for soaking up diesel fuel spilled engine is fresh water cooled Thiswhen venting or removing pipe lines Put applies after cooling system has beenthe material down before working on the drained or filled for the first timesystem Stop engine after it has reached oper Barrier creams of the oildefying kind ating temperature of l7s o F and addare useful and make life much easier when water to within one inch of top of tankremoving the grime from hands Put on the WARNING The system is pressurized whencream 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 towhen the job is completed be removed It is advisable to protect In the majority of fueling installations the hands against escaping steam and turnfuel will be supplied through a hose the cap slowly until thealways wipe the pump nozzle with a clean resistance of the safety stops is feltnonfluffy piece of cloth before use None Leave the cap in this position until allof those grubby old swabs please they pressure is released Press the cap downwill 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 untilwipe it off right away Diesel fuel oil it can be lifted offdoes not evaporate as does gasoline and 6 Warmup Instructions As soon as pos if left will gather dirt and grit will sible get the boat underway but at re track everywhere and keep on smelling Be duced speed until water temp gaugecareful where you put down the fuel tank indicates l30lS0 0 F It necessary en16 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 rotation7 Reverse Operation Always reduce en gine to idle speed when shifting gears However when the transmission is en gaged it will carry full engine loadNOTE The SAO transission requires thatwhen backing down the shift lever must beheld in the reverse position since it hasno positive overcenter locking ENGINE1 Position shift lever in neutral2 Move throttle lever to idle position3 Pull fuel pushpull STOP control out The stop control functions by cutting off the fuel from the fuel injection pumpNOTE Idle engine for a few minutes todissipate heat gradually before PRECAUTIONS1 Never run engine for extended periods when excessive overheating occurs as extensive internal damage can be cau8d2 DO NOT put cold water in an overheated engine It can crack cylinder head block or manifold3 Keep intake silencer free from lint etc4 Do not run engine at high RPM without clutch engaged5 Never Race a Cold Engine as internal damage can occur due to inadequate oil circulation6 Keep the engine and accessories clean7 Keep the fuel clean Handle it with extreme care because water and dirt in fuel cause more trouble and service in8 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 priming9 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 17 TEN MUST RULESIMPORTANT IMPORTANT IMPORTANT for your safety and your engines 1 Keep this Manual handy and read it whenever in doubt 2 Use only filtered fuel oil and check lube oil level daily 3 Check cooling water temperature frequently to make sure it is 1900 or less 4 Close all drain cocks ad refill with water before starting out 5 Investigate any oil leaks 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 exhaust18 YOUR NOTES 19 ATTENTION After you have taken delivery of yourengine it is important that you make thefollowing checks right after the firstfifty hours of its operationFIFTY HOUR CHECKOUT INITIALDo 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 SAl trans missions 4 Change engine lubricating oil and oil filter 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 CHECKOUTDo 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 1SEASONAL CHECKOUT MORE OFTEN IF POSSIBLEDo 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 38 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 45 US quarts of diesel lubricating oil to high mark on dipstick Do not over fill See Note next page FIGURE 220CAUTION 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 engines 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 NOTE slowly over compression IT IS MANDATORY THAT THE CHECKS 3 4 5 9 Top off fuel tank completely so that noAND 6 BE ATTENDED TO WHEN TOTAL OPERATING air space remains thereby preventingTIME REACHES 150 HOURS IN SOME INSTANCES water formation by 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 frequently 11 Replace secondary fuel filter element 12 Replace air filterEND OF SEASON SERVICE1 Drain fresh water cooling system by re moving the surge tank pressure cap and opening all water system petcocks2 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 21 LUBRICATING OILS Lubricating oils are available for Westerbeke Diesel engines which offer an of performance to meet the requirements of modern operating conditions such assustained high speeds and temperatures These oils meet the requirements of the U S Ordnance Specification MILL2l04BAPI Service CC Any other oils which also conform to these specifications but arenot listed here are of course also suitable SAE DESIGNATION COMPANY BRAND 0045 0 F 45 0 80 0 F OVER 80 0 FAmerican Oil Co American Supermil Motor Oil lOW 20W20 30BP Canada Limited BP Vanellus lOW 20W20 30 BP Vanellus 10W30 10W30 10W30Chevron Oil Co RPM DELO MultiService Oil lOW 20W20 30Cities Service Oil Co CITGO Extra Range lOW 20W20 30Continental Oil Co CONOCO TRACON OIL lOW 20W20 30Gulf Oil Corporation Gulflube Motor Oil XHD lOW 20W20 30Mobile Oil Company Delvac 1200 Series 1210 1220 1230Shell Oil Company Shell Rotella T Oil lOW 20W20 30Sun Oil Company Subfleet MILB lOW 20W20 30Texaco Inc Ursa Oil Extra Duty lOW 20W20 3022 YOUR NOTES AlENGINE OVERHAULThe following sections contain relating to the of the and systems in the engineIncluded are disassembly rework andreassembly instructions for theguidance of suitably equipped andstaffed marine engine service andrebuilding facilities The should be undertaken by such operating included in the Operation Sectionof this manualAny replacements should be made onlywith genuine Westerbeke partsII technical dataBore nominal 3in 762mm DSWPD3 a technical data Bore nominal 3in 762mm W7WPD4 N 225in 5715mm 2625in 6668mmPower and speed BS continuous rating Power and speed BS continuous rating 24 bhp at 1500 revmin 28 bhp at 1500 revmin 30 bhp at 1800 revmin 33 bhp at 1800 revmin 35 bhp at 2100 revmin 40 bhp at 2100 revmin 42 bhp at 2500 revmin 50 bhp at 2500 revmin 50 bhp at 3000 revmin 60 bhp at 3000 revmin 55 bhp at 3600 revmin 65 bhp at 3600 revminCubic capacity 159 in 3 261 cm 3 Cubic capacity 185 in 3 304 cm 3 Compression ratio 1625 to 1 Compression ratio 17 to 1Lubricating oil pressure min 35 Ibflin 246 kgflcm Lubricating oil pressure min 35 Ibfin 246 kgflcmFuel injection release pressure 23502650 Ibfin 16521863 kgflcm Fuel injection release pressure 235012650 Ibflin 16521863 kgfcmFuel injection timing by spill Fuel injection timing by spill Fixed speed Fixed speed Up to 2200 revmin 23 before TOC Up to 2200 revmin 26 before TOC 2201 to 2700 rev min 26 before TOC 2201 to 2700 revmin 28 before TOC 2701 to 3300 rev min 29 before TOC 2701 to 3300 revmin 32 before TOC 3301 to 3600 rev min 34 before TOC 3301 to 3600 revmin 33 before TOC Variable speed 29 before TOC Variable speed 28 before TOCInlet valve opens 13 before TOC Inlet valve opens 13 before TOCInlet valve closes 38 after BOC Inlet valve closes 38 after BOCExhaust valve opens 38 before BOC Exhaust valve opens 38 before BOCExhaust valve closes 13 after TOC Exhaust valve closes 13 after TOCOil capacity 3 pints 19 litres Oil capacity 4 pints 27 litres Lubricating oil Disregard weights on page 21 of eneral Section and use lOW or multiviscosity 1030w high detergent oil which meets API service CC CE or SE or meets Mil Spec 2104B Use nondetergent oil for the first 50 hours on a generator set then use high detergenta technical data DSW7WPD3WPD4 A3 Camshaft end float 0003001 Oin 008025mm Crankshaft end float new 00050017in 013043mm Crankshaft end float not to exceed 0020in 051 mm Crankpin ovality not to exceed 00025in 0063mm Cylinder bore wear not to exceed 001 Oin 025mm Piston ring gap new 0012001 7in 0301043mm Piston ring gap not to exceed 0045in 114mm Exhaust valve lift by decompressor max 0015in 038mm Bumping clearance 002210026in 056066mm Valve rocker clearance cold 0004in 01 Omm Valve depth from cylinder head face new 00390057in 099145mm Main bearing clearance new 0000800029in 002010077mm Large erd bearing clearance new 0001 010OO35in 00250090mm Small end bush diameter fitted 0875308757in 2223322243mm Reduction gear power takeoff shaft end floaL 00020005in 005013mm Cylinder reboring diameters Standard 30003001 in 762017623mm Oversize 0020in 30203021 in 7671176 73mm 0030in 303013031 in 76967699mm 0040in 304013041 in 772217724mm Crankshaft regrinding diameters Main journal and crankpin Standard 1625016245in 4127541262mm Undersize 0010in 1615016145in 4102141008mm 0020in 1605016045in 4076740754mm Lubricating oil pump Rotor end clearance new 0OO100025in 00250064mm Rotor end clearance not to exceed 0OO5in 0127mm Rotor form clearance new 00020005in 005101 27mm Rotor form clearance not to exceed 0008in 0203mm Shaftbore clearance new 0OO150003in 00380076mm Shaftbore clearance not to exceed 0OO5in 0127mm Rotor shaft diameter new 0591805923in 1503215044mm TORQUE SPANNER SETIINGS Ibf ft kgf m Large end bolt 25 346 Cylinder head nut 20 277 Injector stud nut AB1W 10 138 Injector stud nut AC1W 13 180 Flywheel nut 155 2143 Flywheel extension or gearwheel bolt 27 373 Lubricating oil pump screw 10 138 Lubricating oil filter centre bolt 10 138 Fuel pump delivery union body 15 207 Crankshaft and camshaft extension shaft screw 14 194 Crankshaft gearwheel retaining screw 27 373 Camshaft gearwheel retaining screw 27 373 Starting handle shaft retaining screw Raised Hand Starting 27 373 Mounting plate screw 4 1 Hand Starting 18 249 Sliding plate locating screw 4 1 Hand Starting 18 249 Sliding plate stop screw 4 1 Hand Starting Flywheel end 8 110 Gearwheel retaining clip screw 41 Hand Starting Flywheel end 12 166 Gearwheel retaining screw 4 1 Hand Starting Gear end 18 249A4 OPERATION10 PREPARATION FOR STARTINGDS Marine Engine A Preparation Arter engine is shipped dry that is with lubricating oil drained from crankcaseand transmission The following procedures should be checked methodically beforestarting 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 No2 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 3371 B c e I I Fig Bl Bleed and Prime Fuel System A Decompression lever B StopRun 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 AS 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 seacocks There is no need to prime the cooling system as the pump is selfpriming 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 STOPRUN 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 screwNOTE If the cam on the camshaft driving the fuel lift pump is on maximum liftthen it will not be possible to operate the priming lever of the fuel lift pump Ifsuch 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 nutNOTE Do not crank engine for more than 20 seconds at a time and leave at rest2 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 control As soon as engine starts to crank replace decompression lever in horizontal position When engine fires release 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 positionNOTE Let engine run a few minutes at idling speed before shutting off Thispermits the water circulation to dissipate excessive heat from the metal 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 positionA6WPD3 Marine Generator E Preparation After Generator set is shipped dry II that is with lubricating oil drained fromcrankcas e The following procedures should be carried out and 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 No2 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 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 3371 CJ l C Ii I I I 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 seacocks 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 OFFREMOTE 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 A7NOTE If the cam on the camshaft driving the fuel lift pump is on maximum liftthen it will not be possible to operate the fuel lift pump hand primer In this caseproceed 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 StopNOTES 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 windings 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 STOPRUN control knob 2 Switch STARTER switch to ON and hold till engine fires then release switch 3 To Stop Generator Set pull out STOPRUN control knob Turn switch to OFF position b To Start Generator Set with Electric STARTSTOP 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 OFFREMOTE c To Start Generator Set with Automatic Failure shutdown OPTIONAL 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 A8NOTE The function of the oil defeat switch is to bypass the flow of current aroundthe Normally Open low oil shutdown switch during starting until sufficient oil pressure is developed during cranking to close the switch If the switch is releasedbefore sufficient pressure is developed the fuel start solenoid will 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 aboveNOTE The generator set can be controlled ONLY from the Remote Control Panelfrom this time on If it is desired to control generator set from generator panelthe control switch on the Remote Panel must first be placed in the 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 above11 COLD STARTING 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 fuel12 PROCEDURE AFTER STARTING 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 seawater flow at outlet thruhull fitting Do this without delayNOTE On new installations or subsequent to an oil change run engine brieflythen stop the engine and check the engine sump and transmission if fitted oillevels It is important that oil required to fill the internal passages and oil filteris compensated for Add lubricating oil as necessary Check oil level every dayof operation A9 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 shiftNOTE On DS engines the transmission is in FORWARD when the shift lever ismoved aft toward the stern of the boat and in REVERSE when shift lever is movedforward toward bow13 SPECIAL PRECAUTIONS a DONT stop the engine by means of the decompressor This will lead to damaged valve seats and cylinder head joints b DONT 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 system c DONT 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 DONT 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 lubricated14 POST DELIVERY CHECKOUTAfter a customer has taken delivery of his DS engine or WPD3 Generator it isadvisable in his own interest that a general checkover of the engine be carriedout after the first 50 hours in service The checkover should be comprised of thefollowing points a Drain engine oil sump change filter and fill sump with lubricating oil refer to Par l8c b Clean prefilter water trap and screen assembly if installed c Replace engine mounted fuel filter refer to Par l8b 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 belt The slackness should not be more than 12 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 gaskets Rectify any leaks 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 onceHereafter the maintenance periods should be in accordance with Ala18 FILTER MAINTENANCE A Air FilterThe time period for cleaning the air filter depends on operating conditions therefore under dirty conditions the time period of 250 hours recommended for cleaning should be decreased The correct maintenance of the air filter will greatlyassist in reducing bore wear thereby extending the life of the engineTo 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 oil 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 FiltersIt is essential to use clean diesel fuel oil free from water or contamination Provided 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 prefilter 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 gasketNOTE When replacing new 110 11 ring gasket locate the new gasket in the grooveat four diametrically opposite points and seal it all around the groove Do not fitthe gasket at one point and then work it around the groove as the rubber maystretch thus leaving a surplus which may cause an oil leak All 3319 3 4 5 12 11 6 f 7 f Fig Cl Fuel Filter Assembly 1 Screwvent 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 gasket C Lubricating Oil FilterThe importance of clean lubricating oil cannot be stressed too highly and refer allences to engine oil should be taken to mean High Detergent Diesel Lubricating OilRefer to Technical Data for an approved lubricating oilIf the time period specified 250 hours for replacement of the filter and the use ofthe same brand of oil is used during oil changes a very long life can be obtainedfrom the engineTo 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 DataA12 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 31 DECARBONISING A carbon deposit forms on piston dnd cylmor 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 32 TO REMOVE CYLINDER HEAD a Drain the cylinder and cylinder head b Disconnect the water outlet pipe from the cylndel 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 hather 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 cylirder head 33 TO REMOVE VALVES 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 AI334 TO REMOVE CARBON 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 bore 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 starting35 TO REMOVE VALVE GUIDES 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 head36 TO REPLACE VALVE GUIDES a Before fitting new guides ensure the bores in the cylinder head and the body of the guides are clean 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 valves37 TO GRIND IN 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 mattsurfaced 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 seatA14 38 TO REPLACE CYLINDER HEAD a Generally reverse the instructions for removal and dismantling The rocker bushes and push rod ends should be smeared with 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 fitted 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 corrosion 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 system 39 TO ADJUST VALVE ROCKERS Fig 9 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 gap b IMPORTANT The cylinder head must be firmly bolted in position with all nuts finally tightened before the rocker clearances are adjusted FIG9 A1540 TO REMOVE CYLINDER AND PISTON 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 out41 CYLINDER MAINTENANCE 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 Data42 PISTON MAINTENANCE Fig 10 Excessive lubricating oil consumption loss of compression and knocking are signs that a piston may needattention 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 most 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 runin 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 carborundum FIG10A16 43 TO REPLACE CYLINDER AND PISTON a Take care that the piston ring gaps are not in line but well distributed around the piston circum ference b Replace the shims between the cylinder and clankcase The thickness of the shims controls the bumping clearance between the piston and cylinder head at TDC c Before competing reassembly check the bumping clearance see Technical Data as follows i Insert a length of lead wire or soft solder through the injector pOlt 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 corlect sequence with a torque iii Turn the engine ovel TDC and then carefully remove the wire iv Measure the thickness of the now flattened wile 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 44 TO EXAMINE CONNECTING ROD a Remove cylinder head and cylinder b Check for undue play or shake in the large and small end bearings 45 TO REMOVE CONNECTING ROD 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 46 CONNECTING ROD MAINTENANCE 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 All47 TO REPLACE CONNECTING ROD 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 overtighten 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 clearance48 TO REMOVE FLYWHEEL 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 key49 TO REPLACE FLYWHEEL 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 tabwasher50 TO REMOVE CRANKSHAFT 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 endAlB 51 CRANKSHAFT MAINTENANCE 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 52 MAIN BEARING MAINTENANCE 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 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 53 TO REPLACE CRANKSHAFT AND TIME ENGINE Fig11 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 positions 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 A J 1 j A FIG 11 A1954 TO REMOVE CAMSHAFT Fig 12 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 shaft55 CAMSHAFT MAINTENANCE a Carefully examine the faces of the cams If these are worn or chipped it will be necessary to fit a new camshaft FIG13 FIG 1256 TO REPLACE CAMSHAFT AND TIME ENGINE Fig 13 a Generally reverse instructions for removal b When assembling the gearwheels make sure that the teeth marked with dots are in their relative positions c Bleed and prime the fuel system retime the fuel injection pump and adjust the valve clearances d Refill the engine sump with lubricating oil57 TO REMOVE GOVERNOR Fig 14 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 itA20 58 TO REMOVE GOVERNOR LINKAGE Fig 14 a Remove the governor b Remove the gearwheel from the camshaft c Move the stoprun lever B to the RUN position ie 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 59 GOVERNOR AND LINKAGE MAINTENANCE Fig 14 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 stoprun lever spindle R carefully remove the spindle and renew the oil seal When refitting the spindle ensure that it is free from burrs G FIG14 A2160 TO REPLACE GOVERNOR AND LINKAGE Fig 14 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 O010in O25mm 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 pump61 LUBRICATING OIL SYSTEM Fig 15 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 bearing 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 15A22 62 TO CLEAN OIL FILTER 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 63 OIL PUMP STRAINER 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 64 TO REMOVE OIL PUMP 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 65 OIL PUMP MAINTENANCE a Thoroughly clean all parts b Carefully examine the rotor and stator If they are scored or show signs of wear fit new parts 66 TO REPLACE OIL PUMP 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 OR SAWING SHOULD BE CARRIED OUT WITHIN A FEW YARDS OF DISMANTLED FUEL INJECTION EQUIPMENT A23 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 immediately68 TO CLEAN FUEL FILTER Refer to Paragraph 18B l69 Deleted70 TO REMOVE FUEL INJECTION PUMP a Drain the fuel tank b Remove the solenoid and starter if fitted c Remove the tanktopump and pumptoinjector fuel pipes d Remove the pump noting the number and total thickness of shims between the fuel pump and crankcase71 TO DISMANTLE FUEL INJECTION PUMP Fig 1 6 Fixed spd 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 grooveuntil 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 Cssembly 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 pumpVariable Speed EnginesNOTE Fuel injection pumps fitted to all variable speed engines are subject tospecial calibration by the manufacturer and only the delivery side may be dismantled The pump control side must not be dismantled and should be returned tothe 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 FA24 72 FUEL INJECTION PUMP MAINTENANCE 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 73 TO REPLACE FUEL INJECTION PUMP Fig 16 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 tightened f Replace the plunger M with the marked locating arm engaged with the marked slot in the pinion S ie 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 P M R 0L K FIG 16 A25 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 paragraph74 TO FIT NEW FUEL INJECTION PUMP Fig14 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 STOPRUN lever B until the governor lever fork end is at the centre of the fuel pump housing c Fit the fuel pump Make sure that the fuel pump rack ball 5 has engaged with the governor lever fork d Time the fuel iniection pumpVariable Speed Engines a Repeat procedures a thru c for Fixed Speed Engines b Loosen the overload stop cam screw M c Turn the stoprun 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 0500 in 0270 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 0500 in 0270 mm g Time the fuel injection pumpNOTE Variable speed engines are fitted with special fuel injection pumps Quotethe type required when ordering new pumps 75 TO TIME FUEL INJECTION PUMP Fig 16 and 17 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 stoprun 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 revmin 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 pumptoinjector 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 springA26 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 76 TO REMOVE AND TEST FUEL INJECTOR a Disconnect the fuel feed and leakoff 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 pumptoinjector 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 A B c e D J E M F L NA FIG 17 cr H G FIG18 A2777 FUEL INJECTOR MAINTENANCE Fig 18 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 mirrorlike 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 etc78 TO REPLACE FUel INJECTOR a It is MOST I MPORTANT that the pumptoinjector 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 spanner 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 leakoff pipe c Bleed the fuel system A28 79 TO ADJUST SPEED CONTROL Figs 19 and 20The centrifugal forces on the governor balls are transmitted to the fuel pump rackThese forces which vary with the speed of the engine are balanced by an adjustable speeder spring A This adjustment allows a set range of speed To adjustthe speed outside this range a different fuel pump and springs may be required andthese are obtainable from the speed is set and should not require further adjustment However if the setting 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 revmin 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 position80 AIR CLEANER MAINTENANCE Refer to Par 18A81 STARTER MOTOR WPD3 GENERATOR 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 battery A2925 ENGINE TROUBLE LOCATING CHART Trouble Reason Causes Suggested Remedy Temperature below Failure to prime see Cold Starting Prime with lubricating oil 13C 55F 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 andor 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 I 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 Iozzle 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 SECTIONMARINE ENGINE ELECTRICAL SYSTEM QCOOLI NG SYSTEM EXTERNAL 5SECTION Q Marine Engine Electrical System ACTIVATIO BY LUBE OIL PRESSURE 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 deenergizes 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 panel NOTE It is important that your engine in stallation includes fuses or circuit breakers as described under Owners Res ponsibility on the wiring diagram supplied with your engine Q7 WESTERBEKE 7 1ARINE ENGINE WIRI NG DIAGRAM I NSTRUMENT PANEL ASSEMBLY 1 REAR VIEW I I I SW IOPG GI I I I 1 I 0 1 1 I I 1 L JI I I J SPARE Z c l l Z I J 0 0 0 0 W 0 J r0 w tt Z 0 C W C W I r J w 0 L SEE NOTED EE NOTED 0 J W Z 0 J r I I w V1REGULATOR I 01 I t L J SPARE WHT RED 1 C 0 I W r tt BLK ORNln J w a w OPSENDER WTSENDER OPSW NOT SUPPLIEDQ8 DRWG 16672 PANEL 6 16 10 10 16 10 10 10 6 16 Fig Pl2 OS WIRING DIAGRAM FOR ELECTRIC PANEL 1 Ammeter 6 Oil Pressure Gauge 2 Start Solenoid 7 Water Temperature Gauge 3 MotorGenerator 8 Oil Pressure Sender 4 Regulator 9 Water Temperature Sender 5 Key Switch 10 Battery Not Supplied SECTION R COOLING SYSTEM EXTERNAL1 DESCRIPTION The Westerbeke 7 and WPD4 units are equipped with a fresh water coolingsystem Transfer of heat from the fresh water closed system circuit to thesea raw water is accomplished by a heat exchanger similar to an It differs because raw water not air cools the engines freshwater An unrestricted fastflowing stream of sea water flows through the tubesof the heat exchanger while the fresh water flows rapidly under low pressurearound the tubes of the heat exchanger The raw water and fresh water never mixso the water cooling passages in the engine stay clean2 FRESH WATER SYSTEM Heat rejected in combustion as well as heat developed by friction isabsorbed by the fesh water The fresh water flows from the expansion tankto the heat exchanger here it is cooled and circulated by means of a water pump into the engine block and cylinder head Openings in the waterjacked around the cylinder bores connect with corresponding openings in thecylinder headwhere the fresh water circulates around the valves and fuelinjectors When the engine reaches its operating temperature the freshwater then passes out through the thermostat into the expansion tank and thecircuit repeats3 SEA WATER SYSTEM The engine is directly cooled by the unrestricted fastflowing stream ofsea water which absorbs the heat from the fresh water via the heat exchangerThis raw water is picked up from the sea by a powerful neoprene impellersea water pump and passes through the heat exhanger It then if the unitis so equipped flows into the water injected exhaust elbow and overboardthru the exhaust pipe If no elbow is used it should be piped RAW WATER FRESH WATER OVER RAW BOARD WATER HEAT PUMP SURGE EXCHANGER TANK FROM t SEA COCK FRESH WATER PUMP ENGINE BLOCK GEARR24 SEA WATER PUMP The water pump on the W7 is located on the rear of the transmission andis aft of the high speed shaft The water pump is a selfpriming rotary pump with a brass case and a neoprene impeller Theimpeller has flexible vanes which wipe against a curved cam plate in theimpeller housing producing the pumping actionNOTE 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 gasketThe water pump on the WPD4 is located on the front of the engine and isdriven off the half speed shaft camshafto5 DRAIN FRESH WATER SYSTEM 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 to open d There is also a plug in the bottom of the heat exchanger which may be removed in draining system6 FILLING FRESHWATER 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 5050 mix of water and permanent antifreeze 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 required7 IMPELLER REPLACEMENT 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 ie blades trailing e Secure end cover and gasket with screws and lockwashers8 THERMOSTAT REMOVAL AND REPLACEMENT 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 tank c Loosen the clamp and hose at the elbow entering the cylinder head e Test the thermostats 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 thermostat 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 head i Replace coolant as described in Section 6 above R3 9 REMOVAL OF SEA WATER PUMP a Shut off sea water thruhull 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 lines10 REMOVAL OF SEA WATER PUMP SHAFT AND SEALS W7 a With a crescent wrench across the flat on the pump shaft unscrew the shaft LEFT HAND THREAD 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 pump11 REMOVAL OF FRESH WATER PUMP a Drain the cooling system and disconnect both hoses from the pump b Remove the four screws from the pump cover c Lift the Decompression 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 body12 REPLACING FRESH WATER PUMP SEALS a After removing the pump body Section 11 press the seal out from the housing 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 washer e Press this assembly into the impeller BY HAND using no tools13 REMOVING BOTH PUMP SHAFTS WPD4 FRESH WATER PUMP SHAFT W7 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 R4 OS and WPD31 TO DRAIN COOLING SYSTEM 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 head 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 fitted c When replacing the cylinder plugs it is advisable to wrap 1 turns of PTFEI 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 selfpriming there is no need to prime the cooling system2 TO FLUSH OUT CYLINDER AND CYLINDFR HEADThis 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 PTFE tape around the threads This will prevent the threads sticking and corroding3 TO REMOVE WATER PUMP Fig 8 WPD3 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 I I H D E B A FIG8 R54 TO REPLACE WATER PUMP Fig 8 WPO3 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 wter pump is replaced If it does extra shims must be added between the adaptlr 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 hoses5 TO REMOVE AND REPLACE WATER PUMP OS MARINE ENGINE a Close inlet and outlet cooling system seacocks b Remove hoses from pump c Remove cover and gasket from water pump d Carefully pull water pump iusing 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 STRANSMISSIONS S37 SSR SSR Transmission is designed and built for marine use The three positionhand lever operates the gear to give ahead neutral or astern actionWith a shift lever mounted in the normal slant position the transmission is inFORWARD gear when the shift lever is moved aft or in REVERSE when shift leveris moved forwardThe reduction gear is 2 1 and the propeller rotates which isthe opposite direction to that of the engine The sea water pump is mounted aft ofthe high speed shaft of the reverse and reduction gear No adjustments are required The only maintenance is to check the lubricating oil level and change thelubricating oil at time periods specifiedTO REMOVE TRANSMISSION a The transmission may be removed without removing the transmission oil or the oil may be removed by inserting a 38 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 FOR DISASSEMBLYAs in any servicing operation cleanliness is a must and all rules for good workmanship 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 screws 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 PROCEDURE 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 25 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 Oring 39 coupling 38 and key 37 10 Support housing on front face Press shaft 23 forward out of bearing 34538 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 Oring 11 15 Remove bearings seals snap rings from respective housing and gears as necessary Press seals and bearings with suitable tools Do not use hammer 16 Reassemble in reverse order replacing seals gaskets and Orings Be sure to protect input shaft seal by covering input shaft keyway with tape or something similar S39 z 0 Vl Vl Vl Z I 0 Vl VllttD1D0z5r00 SECTION TGENERATOR SETS T63WPO4 DC CONTROL CIRCUITGENERAl The Genset DC Control Circuit is operated from a 12 VDC battery and manualof nature The primary control switch selects the start run and remote modes Protection Circuits consist of a hiwater temperature switch NC and alow oil pressure switch NO in series A manual by pa5s switch for the oilpressure switch is provided for circuit continuity during the start cycle This islabeled DEFEATOFFThe entire control circuit is protected by a 10 ampere IIs10blo fuse Only thistype of fuse should be used as when the fuel solenoid is first energized 18 ampswill be drawn Once the fuel solenoid is fully engaged the current draw is only1 2 ampsThe hiwater temperature lamp serves as a warning indicator only This lamp isenergized by a NO switch which will close at a temperature of 205 0 F 96 0CIt will reset at 160 0 FThe automatic safety shutdown water temperature switch is set to open the at a temperature of 215 0 F 102 0 C The oil pressure switch willopen at 12PSI 5PSI The two safety switches are connected in series with thefuel solenoid 0 RUN BAT HG 10 AMP START 0 OFF 0 RUN HIGH 0 TEMP SLO BLO DEFEAT 0 OFFT64A regulated 15 to 6 amp trickle charge is provided directly to the battery The supply for the charger regulator circuit is an AC charge windingin the AC generator An indicator lamp green is connected to this winding atthe regulator and indicates that there is AC voltage supplied to the regulatorAn optional remote panel is provided and is connected to a terminal block providedin the panel This panel operates in parallel with the local panel switch SHOOTING A Generator Set Wont Crank 1 Supply Checks a Check battery terminal voltage It should be 120 to 126 volts DC normally with a minimum of 115 volts at open circuit b Check for good terminal connections at both the battery and generator set c Check for correct battery voltage at the generator set connections If inadequate wire size is used between the battery and generator set the resultant voltage drop in the cable will cause below minimum voltage during the crank cycle 2 Control Checks a Check to see that throwing the control switch Sl into the start position places 12 volts on the start solenoid coil K1 If not check 10 amp fuse F1 If fuse is good replace control switch b Check continuity to and through the start solenoid K1 If start lead is open or shorted to ground replace If solenoid coil is open replace the solenoid and starter unit B Generator Set Cranks But Will Not Run 1 Check engine fuel system for fuel Also check system to determine if air might be leaking into the system 2 Check the fuel solenoid circuit hich consists of the control switch oil pressure defeat switch high water temperature safety switch and fuel solenoid Set the control switch to run and the oil pressure defeat switch to defeat The solenoid should engage If not check for 12 VDC at the component terminals to determine which is at fault Replace defective component 3 If fuel solenoid is receiving voltage and checks good with continuity test but is still not pulling in manually move plunger to determine if plunger or linkage is bound in any way If so free the binding part 4 If the start solenoid engages using the procedures in step 2 check for a short in or around the blocking diode Dl located on the rear of the control switch Replace diode if found bad 5 If the 10 amp fuse blows upon enrgization of the fuel solenoid check plunger on solenoid to be sure that it is able to bottom within the solenoid If not able to bottom readjust position of solenoid housing until satisfactory T65C Engine Cranks Runs Then Stops Check oil pressure switch and water temperature safety switches The oil pressure and water temperature switches should remain closed with normal engine temperature If these switches are defective replace them A direct reading oil pressure gauge is mounted on the engine and the normal reading should be approximately 60PSI while the engine is runningD Cranking Battery Goes Dead 1 Insert an ammeter between the battery and cable and the starter terminal from which the cable was removed CAUTIONDO NOT PUT CRANKING CURRENT THROUGH AMMETER AS THIS MAY DAMAGE THE METER The ammeter should give an indication of 15 amps If not the charging regulator is probably defective and should be replaced 2 Check the fuse in the charge regulator If blown replace 3 Check charge indicator lamp If not lighted check continuity through lamp Replace if defective If the lamp is good check AC voltage at pin 3 of nylon plug under AC generator A reading of up to 26 VAC is normal If the AC voltage is not present the charge winding of the AC generator is open and must be repaired or replaced T66 B B 1 SMl I I I I I I I I 1 J L2 SS Fl S3 Kl CD Ll CHARGE TBl 4 L Z J 1 DEFEAT I RUN I I r I I t t I I I I I I 3 START 0 I OFFI I a j 4 RQlEi J I20973 LSEE NOTE OTEPANEL T67 WPD4 WIRING DIAGRAMITEM SYMBOL QTY DESCRIPTION 1 Kl 1 Solenoid Fuel 2 S5 1 Switch High water temperature NO 3 S3 1 Switch Water temperature NC 4 S4 1 Switch Oil pressure NO 5 SMl 1 Motor Starter 6 TBl 1 Terminal block 4 term 12 L2 1 Lamp Red 13 Ll 1 Lamp Geen Charging 15 S2 1 Slitch Oil pressure defeat 16 S1 1 Switch Control 17 01 1 Diode 18 1 Regulator Battery charging 18A F2 1 Fuse Charger 10 amp sloblo 20 Fl 1 Fuse 10 amp slobloNOTE Recommended wire size for remote panel wiring 015 ft 12 AWG stranded wire 1525 ft 10 AWG stranded wire IL REAR V I EW OF REMOTE PANEL 2 3 4WIRES TO GEN OUTPUT WI RESWI NDINGS TO TERMINAL BLOCK JI PI JI PI TI 6 61 T I T2 Ei2 AC OUTPUT T322 O240 VAC T4 4 4 1 Bjl 313 X I SiS 0 7 II 7 t L 2 I I J CRI ROTOR sHUNT EI I I JI LBRUSH5 F12 CR2 TOLERANCES eXCEPT NOTED J H WESTERBEKE CORP AVON MA 02322 DECIMAL SCALE DRAWN AJO lONe APPROVED BY FRACTIONAL TITLE WI RI NG DIAGRAM yeS GENERATOR CONTROL ANGULAR DATE DRAWING NUMBER 0 lcS78 23418 T69 GENERATOR SETS GENERATOR OVERHAUL FOR WPD4 AND WPD3 SETS WITH YCB BRUSHES To inspect the brushes 1 Remove cover plate on end bell 2 Unfasten brush mounting screws Be sure to note which screw matches the brush assembly as the positive and negative use different screw sizes 3 Slide brushes out of their holders 4 Replace if worn to 516 inch or less Use only the replacement brushes specified in the parts catalog as other brushes may have entirely different electrical Be sure brushes slide freely in their holders without any binding If collector rings are rough smooth the ring surfaces with 240 sandpaper Do not use emery clothLOSS OF RESIDUAL Flashing the field If there is a loss of residual voltage will not build up it may be necessary to flash the field 1 Remove the bell cover plate 2 Connect a 6 volt lantern battery with two leads 3 Connect a voltmeter across the output load terminals 4 Start unit with no load connected to alternator 5 Momentarily touch positive brush with positive lead of lantern while grounding the negative lead to generator frame The poitive brush is on the left side when facing the end bell Remove the leads as soon as voltage starts to build up If it is necessary to flash the field frequently the problem is most likely a defective capacitor OUTSIDE VIEW OF ENDBELL t I PLATE REMOVED BRUSHES TOUCH LEAD TO POSITIVE BRUSH AND LEAD TO FRAME HOLD JUST LONG ENOUGH UNTIL VOLTAGE STARTS TO BUILD UP CAPACITOR DIODES 1 6VOLTDRY CELL BATTERY FIGURE 6 END BELL INSIDE VIEW FIGURE 8 FLASHING THE FIELDno ROTOR ROLLER NUT GE IHe RA 1 uk GENFfUTOR ADAPTER I HROUGH STATOR IAH CONNECTOR HkLJSH GUIDE LOCATION COVEe PIN CAPACITOR DIODE D MOUNTING capacitors are located in the end bell A defective capacitor will not allowvoltage to build up until the field is flashed If the generator set is runningat a constant speed no fluctuation but voltage rises and falls a capacitor mayalso be defective and should be ROTOR WINDINGS A Winding resistances Using an accurate ohmmeter touch meter leads to each collector ring Resistances for a WPD4 should be between 262 and 320 ohms For a WPD3 they should be between 210 and 256 ohms Readings should be taken at 680F 20 0C B Testing for grounds Connect an ohmmeter from each collector ring to rotor shaft ground If rotor is servicable there should be O reading on the meter If either of the above tests do not comply replace the rotor TETING Fon RESISTANCES TESTING FOR GROUNDS T71DISMANTLING GENERATOR SETIn the event of a fault necessitating dismantling the generator it is it be returned to the manufacturer or to an authorized service agent Ifdismantling becomes unavoidable proceed as follows 1 Disconnect battery cables 2 Open control box lid select cables entering control box from generator and disconnect cables at the box carefully marking each cable and terminal to ensure correct reconnection 3 Remove the cover from the end bell 4 Disconnect the leads between the control box and the battery charging regulator at the regulator terminal 5 Loosen and remove the 2 nuts from the rods extending from the rear mounts which support the control box At this point you will be able to set the control box aside without disconnecting any other wiring 6 Place a block of wood under the flywheel housing to support the engine when generator is removed 7 Unfasten and remove 4 long capscrews lockwashers and nuts that fasten end bell stator and generator adapter together Pull end bell straight out from stator while unfastening connector plug between stator and end bellNOTE All parts inside of end bell including diodes capacitors bearing wires andconnections can be tested at this time Rotor stator and collector rings canalso be thecked or tested at this time without further disassembly 8 Pull stator straight out from alternator being careful not to lay its weight directly on the rotor 9 Loosen internal allen screw 3 turns while supporting the weight of the rotor in the palm of the hand strike the allen screw squarely and smartly with a hammer When loose remove the allen screw and remove the rotorNOTE Do not strike the rotor or stator with hammer as serious damage may occur 1 Removing and replacing the coupling a Remove the two screws holding the tapered shaft b Pull off the shaft c Remove remaining 2 screws to take off the rubber coupling d To remove the coupling adapter insert two 3824 screws in the two threaded holes in the adapter and screw them in evenly to jack out the adapter e Replacement of the coupling is the opposite procedure Care must be taken not to over torque the mounting screws Distortion of the coupling could result 11 Alternator assembly is reverse of disassembly following the torque settings below a Diodes end bell 1215 IN LB b End Bell to Stator Thru Bolts 4 58 FT LB c Rotor Thru Stud Nut Allen Screw 1015 FT LB T72TESTING STATOR WINDINGSCheck stator wi ndi ngs by connecti ng an accutate ohmmeter between termi na 1s onstator plug as shown in the illustration A Wheatstone or Kelvin bridge is requiredas resistances should be less than 1 ohm the resistance on WPD4 should be between037 and 047 ohms The resistance on a WPO3 should be between 075 and096 ohms These values are for 60 Hertz units only SINGLE PHASE lc v MEASURE BETWEEN TIT4 WITH T2T3 JUMPERED TOGETHER VALUES ARE GIVEN IN TABLE 2 TESTING STATOR WINDINGS TESTING EXCITER WINDINGSCheck excitor windings by connecting an ohmmeter across Xl and X2 on stator plugThe resistance on WPD4 should be between 129 and 220 ohms On a WPD3 thereading should be between 154 and 231 ohms These values are for 60 Hertz units TROUBLESHOOTI NGNATURE OF TROUBLE CAUSE REMEDYLow AC output Brushes not making Check brush tension good contact with and slip rings for out slip rings ofround condition Overloaded Remove part of load T73 OF TROUBLE CAUSE Overheats Windings and parts covered Disassemble alternator with dirt and oi l and clean Air intake is restricted Take necessary steps to or incoming ai r too hot allow for proper cooling Overloaderl Check loadNoisy Alternator Alternator loose on base Tighten mounting bo lts Defective bearing Rep 1ace Check Ali gnmentNo Voltage Output Brushes worn or not Replace brushes when worn seating properly to 516 Alternator leads broken Replace broken 1eads or or loose tighten connection Open circuit grounded Test with Series test circuit or short circuit lamp and repair or replace defective parts Defective diodess Test and replace Capacitor defecti ve Repl aceIncomplete circuit Slip ring brush shunt Check all slip ring brushbetween exciter and broken shunts with an ohmmeterslip rings and repl ace broken brush shunts Slip ring brushes not Replace slip ring brush contacting the slip spring which may have come rings off or broken or replace brushes wilich may have become worn too much to contact the slip rings Insulating film on Clean slip rings with slip rings stone or fine sandpaper and blowout dust DO NOT USE EMERY CLOTHRevo 1vi ng field windings Ins u1at j 0 n 0 f field Rewi nd or replace with newshorted coils broken rotorRevolving field windings Original short circuit Test with an ohmmeter andopen may have burned a coil if open replace with a new or connection rotorAC stator winding Insulation or coils Rewi nd or replace statorshorted broken assembly T7420 WPO3 The generator normally requires little maintenance other than the Schedule operations which whould never be neglected The only generatortests are simple to perform and do not require major disassembly only Partial disassembly and removal of the generator is necessary in order tomake certain engine repairsThe generator is mounted to the engine crankcase through the plate The rotor is directly connected by a stub shaft to the engineflywheel A ball bearing is housed in the generator frame and supports the outboard slip ring end of the rotor Because of its construction the generatorcant be removed from the engine as a complete unit It must be following Electrical should be studied and the remedy carriedout prior to any disassembly to determine what the trouble may be21 ELECTRICAL TROU3LE SHOOTING OF THE WPO3 GENERATOR A Generator Set Wont Crank 1 Check battery terminal voltage It should be 120 to 126 volts normally with a minimum of 115 volts at open circuit If the voltage drops below 9 volts when the start switch is engaged the battery is probably run down and should be recharged or replaced 2 Check battery terminal connections both at the battery and generator 3 Put B directly on plus terminal of cranking motor If engine cranks trouble is then either in starting solenoid contacts or the starting solenoid coil or the start switch a Check to see that throwing start switch into the start position places 12 volts on the start solenoid coil If not replace control switch b Check continuity of starting solenoid coil c Listen to hear if starting solenoid contacts close when voltage is applied to coil If coil checks open or if contacts do not close upon application of voltage replace entire starter or start solenoid d Check fuse a blown fuse may indicate faulty fuel solenoid adjustment B Generator Set Cranks But Will Not Run 1 Be sure engine is getting fuel and system has been bled of air 2 Check to see if fuel solenoid is getting voltage If notcheck oil pressure override switch if provided and check continuity in control switch Sl 3 Check to see if fuel solenoid is pulling in when energized If solenoid pulls in and blows fuse or virates Loosen clamp and adjust position until vibration just stops If solenoid doesnt pull in check for continuity of coil If open replace fuel solenoid 4 If fuel solenoid is getting voltage and shows continuity but is not pulling in move plunger by hand to determine if solenoid is mechanically bound in any way If so check solenoid mounting bracket A stroke of more than 34 inch will weaken initial pull force of solenoid and it will be slow and blow fuses Likewise a spring tension greater than required to just close the stop lever may cause solenoid to stall 5 Check diode D33 on sets with solenoid but without autoshutdown The diode holds the solenoid on while cranking T75C Engine Cranks and Runs Then Stops 1 Check hold coil of fuel solenoid for continuity If open replace 2 Check oil pressure cutout switch and water temperature cutout switch if this option is provided The oil pressure switch should close with high oil pressure and the water temperature switch should be closed at normal engine temperature If these switches are defective replace them 3 Check oil pressure gauge to be certain that oil pressure is normal approximately 60 psi If oil pressure is abnormal determine cause or add oil if necessaryD Cranking Jattery Goes Dead 1 After generator is running insert an ammeter between the B binding post on the generator and the wire going to battery The side of the ammeter should be on the positive binding post terminal and the minus side of the ammeter should be on the lead going to the battery The ammeter hould indicate a charge of approximately 2 amperes up scale on a good battery open circuit potential voltage of 124 to 126 volts CAUTION Do not put cranking current thru ammeter as this may blow it out 2 If there is no battery charge check the following components in oder a Fuse F1 b Fuse F2 c Relay K1 Coil and Relay K1 contacts d Diodes 0102 03 e Next check to see if there is an AC output of approximately 115 volts AC at terminal L1 and L2 If not then trouble is in main generator 3 If there is approximately 115 volts AC present at terminals L1 and L2 then check output of transformer of T1 from terminals 811 This should read approximately 20 volts AC a If there is no output voltage at the transformer secondary check the voltage across the primary If there is primary voltage then the transformer is probably burned out and should be replaced b If there is no transformer primary voltage then put a short circuit aCtOSs triac Q1 being careful not to get slOcks in the process it is recommended you use a rubber glove for this operation If placing a short across Q1 produces transformer primary voltage and a resultant battery charge the Q1 is bad and should be replaced c If step b does not produce transformer voltage and a charging current then the trouble is either in R2 C2 or Oiac 04 The Oiac can be checked by placing a short circuit across it If resultant charging current then the Oiac 04 is bad and should be replaced d Next Check resistor R2 and capacitor C2 and if defective replace these unitsT7G E Charge Lamp Will Not Go Out When Set Is Running 1 Charging rae may be set too low Adjust resistor R2 to produce a two ampere charge on a good battery as in 41 above 2 Check Capacitor C4 This can be checked on the 100 or 1000 scale of an ohmmeter Take the terminal of the ohmmeter to the terminal of the capacitor similarly with the negative terminals The resistance of the capacitor should start at practically a short circuit and uild up slowly to a very high value over 100000 ohms as the capacitor charges up If the capacitor indicates a short it should be discarded and replaced and if the capacitor indicates an open circuit no gradual charging effect then it should be replaced The capacitor may also be tested on a more complicated capacitance bridge if one is available Be sure to get the polarity of this capacitor correct as electrolytic capacitors will sometimes explode if the polarity is reversed 3 Diode Dl may be open which will keep the chargilg lamp and reduce charge to a mere trickle Check Dl and replace if necessary 4 Charge lamp 11 is a 28 volt lamp type 1920 Make sure this has not been replaced with a 12 volt lamp as a 12 volt lamp will not gc out completely in this circuit F Charge Lamp Will Not Go On When Generator Set Is Stopped But Control Switch Is In The Run Position 1 Check relay Kl to make sure that its coil is getting voltage and its normally open contact is closing Clean contacts if necessary or replace relay if defective 2 Check to see if resistor Rl is open This should have a value of 50 ohms 3 Check to see if the Diode Dl is shorted 4 Make sure carqing lamp 11 is not burned out G No 115 Volt AC Gcerator Output Or Intermittant Output 1 CReck field diou2s D5 and D6 to make sure that thej are not open or shorted Replace if defective 2 Check continuity of both field and rotor windings If these are open generator will have to be rewound or replaced 3 Check to see if here are any s arts from either rotor or field to generator case If shorted generator will have to be rewound or replaced 4 Check to see if brushes are worn 5 Generator may have lost its magnetization from either a bad overload or a bad mechanical shock Tf the rotor and field diodes all check OK then flashing thz field may be necessary to rejtore magnetization This can be done while engine is running by applying from an external source 115 volts AC 60 Hz to terminals L1 an L2 of the generator for approximately two seconds no longer Be careful not to get a shock during this operation as some arcing and sparking will occur when the connection is made and broken The best procedure is to wire the connections in permanently and then throw a switch on for two seconds and then throw it off and disconnect the wires H Generator Will Carry A Small Load But Engine Bogs Down At Full Load 1 Be certain that fuel solenoid is fully seated and positioned in mount to give a full 34 inch stroke If fuel solenoid is binding or limited to a short stroke the fuel shutoff lever may not be opened fully 2 Bleed air from fuel system if necessary 3 Check fuel pump 4 Check lift pump 5 Check for water in fuel 6 Check compression T7722 DIODE CHECK a Place probe of meter on of diode and probe of meter on end of diode A good diode will give a low resistance reading b Place probe of meter on end of diode and probe of meter end of diode A good diode will give a high resistance reading c If diode is open you will obtain an infinite resistance reading on meter by testing diode both ways as in b above d If diode is shorted you will obtain a zero reading or meter by testing diode both ways as in b above23 ROTOR AND SHUNT FIELD RESISTANCE TESTS a Remove the two screws and clips securing generator end cover to generator frame Remove end cover b Remove the four brushes from their brush holders c Test the resistance between slip rings Resistance should read approximately 01 ohm d Test each lip ring to armature shaft Test should read open e Connect lead of ohmmeter to F lead of field and lead of ohmmeter to F lead of field The F and F leads are labeled and connected to terminal studs on brush rig assembly Field winding should read approximately 4S ohms24 WPD3 GENERATOR OVERHAUL A Dismantling GeneratorIn the event of a fault necessitating dismantling the generator it is it be returned to the manufacturer or to an authorized service agent Ifdismantling becomes unavoidable proceed as follows 1 Disconnect battery cable Open control box lid 2 Select cables entering control box from generator and disconnect cables at control box carefully marking each cable and terminal to ensure correct reconnection 3 Remove the two screws and cover clips securing generator end cover to generator frame 4 Press down spring clip securing brush in its holder Remove spring clip and lift brush from holder Repeat for the other 3 brushes S Examine brushes for freedom of movement in their holders Brushes found to be cracked chipped or worn below S8 inch must be replacedNOTE When removing generator frame disconnect the spring clips and brush leadsfrom their terminals and remove brushps from their holders 6 Place a block of wood under flywheel housing to support engine when generator frame is removed 7 Remove the bolts securing the control box brackets and control box to the generator fram 8 Remove nut lockwasher and flatwasher from armature through stud Remove generator blower If armature through stud unscrews from armature taper stub shaft remove stud 9 Remove the bolts securing the adapter plate to bellhousing and remove generator frame with adapter plate B Rebuilding Generator 1 Secure armature through stud to armature taper stub shaft 2 Slide armature on through stud and stub shaft 3 Position and install generator frame with attached adapter plate over armature and secure adapter plate to bellhousing 4 Press down spring clip securing brush in its holder Remove spring clip and lift brush from holder Repeat for the other three brushes S Install brushes in their holders and secure with spring clip Press spring of clip on top of brush and press down and in T78NOTE Insure brush rides in center of its commutator ring 6 Reconnect each brush lead to its terminals and secure with washer and nut 7 Reconnect cables from generator to control box terminals 8 Secure control box brackets and control box to generator frame 9 Lift decompression lever and rotate armature by turning armature blower clockwise checking that during rotation there is no fouling between armature and pole shoes 10 Replace and secure end cover to generator frame with the two screws and cover eli ps 11 Reconnect battery cable WPD3 WI RING DIAGRAM ITEM SYMBOL QUAT DESCRIPTION I BPI 2 2 TERMINAL ASSY 3 S I STARTER MOTOR 4 SI I SWITCH CONTROL 5 TBI I TERMINAL BLOCK 7 TERM 6 11 I LAMP CHARGE 24 VOLT 7 DI23 3 DIODE 8 RI I RESISTOR CHARGE BLEED 9 FI F2 2 FUSE 5A 12 TI I TRANSFORMER 120V to 126126V 13 FUSEHOLDER 14 QI TRIAC 15 D4 DIAC 16 R2 REGISTOR VARIABLE 17 C2 CAPACITOR 18 GI GENERATOR 19 TB2 TERMINAL BLOCK 3 TERM 30A 20 C3 CAPACITOR ARC 05 600 WVDC SUPRESSING 21 D5 DIODE 22 D6 DIODE 31 C4 CAPACITOR 250 UF 25WVDC 32 KI RELAY OPTIONS 23 I PANEL REMOTE CONTROL 24 S2 I SWITCH REMOTE CONTROL 25 S3 t S4 2 SWITCH OP OVERRI DE NO 26 I SOLENOID FUEL 27 I SWI TCH OIL PRESSURE NO 28 I SWITCH WATER TEMPERA TURE NC I 52 OF OIL PRE DRWG NO 17300 REMOTE I o OVERRIDE I 6 1 I 1 START 53 1 1 1 1 II 1 1 J TI F2 D2 Q 2 9 1 1 II D TBI r 3 y CDT T II KII tt rl D5 TB2 BP I II DDI 14 51 OFF L o REMOTE LI 6 D3 1 4 I r II 1 54 I I 1 QI R2 h m I iil i L2 11 11 16L D6 1 GRD T I I I I HOLD D4 1 I COIL I I M I r I C3 I PULL 41 l RI 2 I J o KI r L COIL lI I T I ERA Jr 7 CD NOT BP2 UPPLIED J WPD3 GENERATOR WIRING DIAGRAM t I 0T80 1 45 1f 18 19 6 10 f 9 14 j 16 e 15 V 17 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 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 SERVICE BULLETINS The following Bulletins contain supplementary and updated information about various components and service procedures which are important to the proper functioning ofyour engine and its support systems You should familiarize yourself with the subjects andmake sure that you consult the appropriate your engine requires service or overhaulV2 WESTERBEKE MARINE ENGINE PRODUCTS SERVICE BULLETIN 20 MODEL ALL ENGINES SUBJECT CONNECTING PRESSURE SENSING DEVICES TO OIL GALLERIES Oil pressure sensing devices such as senders and switches must never be connected directly to any oil gallery of an engine The reason is simply that continued engine vibration causes fatigue of the fittings used to make such a connection If these fittings fail the engine loses its oil pressure and very quickly 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 61569 11967J H WESTERBEKE CORP AVON INDUSTRIAL PARK AVON MASS 02322 USA TELEPHONE 617 5B87700 TELEX 924444 CABLE WESTCORP V3 WESTERBEKE 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 38 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 12 amp Remember that the generator trickle change rate of 2 amps must not be exceeded I H WESTERBEKE CORp AVON INDUSTRIAL PARK AVON MASS 02322 USA TELEPHONE 617 5B87700 TELEX 924444 CABLE WESTCORP PN 17254 32875V4 WESTERBEKE MAP l I l 1lf I to l 1 l J SERVICE BULLETIN 60 SUBJECT Engine RPM MODEL os The OS engine is very sensitive to correct engine operating RPM It is very important that the engine be wheeled properly to allow it to run up to 3000 RPM 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 load 873 PIN 15109 Revision V5 WESTERBEKE MARINE ENGINE PROOUCTS SERVICE BULLETIN 61 SUBJECT Removal of Sacrifical PlugWesterbeke PIN 17355 MODEL WPD3 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 WPD3 and OS Parts List PN 12137 dated July 11973 873 PIN 16030J H WFiTRBEKE CORP AVON INDUSTRIAL PARK AVON MASS 02322 USA TELEPHONE 617 887700 TELEX 924444 CABU WSTCORPV6 WESTERBEKE 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 V7 WESTERBEKE MARINE ENGINE PRODUCTS SERVICE BULLETIN 72 MODELS ALL SUBJECT BETWEEN MANUFACTURERS OF GAUGES AND SENDERS In recent years we have purchased gauges and senders from four different manufacturers 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 STEWART WARNER von FARIA NOVOX 2 DIA CASE 2 38 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 38 11 dia panel SB 44 r AMP S8 44 S8 44 cutout GND B SND LAMP SNDB Wiring diagram LAMP SNDB SND GND B Also see GND SB 36 GND 52974 PN19190J H WESTERBEKE CORP AVON INDUSTRIAL PARK AVON MASS 02322 USA TELEPHONE 617 588 7700 TELEX 924444 CABLE WESTCORPV8 WESTERBEKE MARINE ENGINE PRODUCTS SERVICE BULLETIN DBl REISSIJErl October 3 1975 SUBJECT HydroHush 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 twentyfive percent full of water after enqine is shut down with maximum thirtythree inch lift used Muffler must be installed as close to foreaft centerline of boat as possible There must be an unblocked vent to atmosphere at the high point of the sea watr 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 316 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 su 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 startsI H Wf iTfRfltKE COP AVON INDliSTRIAI PARK AVON MASS 0122 LJ S II TElEPHONE 617 5887700 TELEX 924444 CABLE WESTCORP PN 19468 10375 Page 12 V9 HYDROHUSH BELOW ENGI NE AIR VENT PN13174 HyDROHu5H AIR VENT SEE WATER PUtlP EXHAUST OUTLET rA r V lfil IJr J t Ill I IINSULATION 1 IJflr L I r 0 r I 7 01A w llJ7 7 PN 13174 HYDROHUSH J 1rhorl AIR VENT U5T SE INS1ALLED 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 ENGINEDrwg 15294 l HYDROHUSH ABOVE ENGI NE VIO WESTERBEKE MARINE ENGINE PRODUCTS SERVICE BULLETIN 82 ISSUED May 7 1975SUBJECT Battery All DISTR Owners Distributors Dealers anufacturers BATTERY BATTERY AMPERE HOURS VOLTAGEVire 7 Horsepower gasoline 4060 12 VDC DS 5 Horsepower diesel 6090 12 VDC Pi1ot10 10 Horsepower diesel 90125 12 VDC Four60 15 Horsepower diesel 90125 12 VDC Pilot20 20 Horsepower diesel 90125 12 VDC Four91 25 Horsepower diesel 125150 12 VDC 125 25 Horsepower diesel 125150 12 VDC Four107 37 Horsepower diesel 125150 12 VDCWPDS15 15 Kilowatt diesel 125150 12 VDC Four154 53 Horsepower diesel 150170 12 VDC DS20 20 Kilowatt diesel 150170 12 V D C Four230 75 Horsepower diesel 170200 12 VDC PerformerSix 115 Horsepower diesel 200 minimum 12 VDC The ampere hour range shown is minimum There is no real maximumJ H WESTER8EKE CORP AVON INDUSTRIAL PARK AVON MASS 2322 USA TELEPYONE tl7 S88 77O TELEX 924444 CABLE WESTCORPPN 20442 57 75 VII WESTERBEKE MARINE ENGINE PRODUCTS SERVICE BULLETIN 92 ISSUED April 28 1976 SUBJECT 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 42876 e c IE PHl KE cORp AVON INDUSTRIAL PARK AVON MASS 02322 USA TELEPHONE 617 588 7700 TELEX 924444 CABLE WESTCORP VI2 SERVICE BULLETINDATE February 8 1980 BULLETIN NUMBER 105MODEL OS5 OS7 W7 WPD3 WP04SUBJECT 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 277 kg m New Torgue Specification Cylinder Head Nut 21 1b ft 291 kg m Cylinder HeadRocker Support Nut 24 1b ft 332 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 5887700 CA8LE WESTCORP AVON TELEX 92 4444PIN 24606 SERVICE BULLETIN V13DATE February 8 1980 BULLETIN NUMBER 106MODEL 055 057 W7SUBJECT 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 PN 16663 between the pump and the weep holes Ensure that these weep holes are not obstructed in any way by rust or scale buildup 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 5887700 CA8LE WESTCORP AVON TELEX 924444PIN 24607V14 0 J t t n J Z i r D 4 t U to I 0 t r fT1 t J 0 1J JI c X n 0 n