Sunday, December8, 2019
Privacy Policy
L-36.com

Westerbeke Diesel W 60 Parts Manual



Note:

This is the new page for displaying documents. It allows documents to display on devices without pdf viewers specifically mobile devices, a new Google requirement. Note also that some documents have blank pages. Just click on "Next Page" if that happens.
Previous Page    Next Page
Go to page number
Note: Page number may not agree with index page numbers


Previous Page    Next Page
Go to page number
Note: Page number may not agree with index page numbers

PDF to Text.
K267E po FUEL INJECTION PUMP ON ENNEDIIITI1 aolll 225225 coo rUTKIO c 9 19187 HEHD SCREw 8 19 442 WASHER 7 1 320 0 RIN6 OoD 1383 FUEL PReSSURe SWITCH I 5 I rDI5 PLUt 4 0 RIIII 9t o D I 3 9185 ADAPTER I 2 1fJ26 WASHee I 9204 SCREW ASSY 8JceDI TY DeCIMAL CTIO AL out 0 lo toIQ NUM 225225 21743 MO tI u J1 AdobeUCSV14 WESTERBEKE MARINE ENGINE PRODUCTS SERVICE BULLETIN 94 ISSUED September 9 1976 SUBJECT Fuel Pressure Switch Installation MODEL All DISTR Distributors Shipments Overleaf is a parts list and an illustration showing the proper installation of the fuel pressure switch used on most of our engine products PIN 21564 9976 j H WESTERBEKE CORp267 AVON INDUSTRIAL PARK267 AVON MASS 02322 USA TELEPHONE 617 5882677700 TELEX 922674444267 CABLE WESTCORP 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 8and neg 8terminals 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 situation 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 shou1d 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 minusthe 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 V13 OSTEPBEKE CORP267 AVON INDUSTRIAL PARK267 AVON MASS 02322 USA267 TELEPHONE 617 5882677700267 TELEX 922674444267 CABLE WESTCORP AdobeUCSV12 BYPASSING SPLITTER In the event of failure batteries may be charged directly from alternator by connecting either splitter terminal 1 or 2 to terminal A bypassing the splitter itself This should not be done simultaneously for both batteries unless they are and will remain at the same vo1taqe state of SPLITTER I c267 0 e STARTING BATTERY 5 uA FUSE PN206S4 8 2 DtQ5ERVI CE BAiTERY50 STARTER SHI p1s SERVICE LOADS DRWG 26720701 POWER DISCONNECT SWITCH 975 MARINE ENGINE PRODUCTS SERVICE BULLETIN 87 ISSUED September 18 1975 Alternator Output Splitter All Marine Engines SUBlECT MODEL DISTR Distributors Shipments GENERAL DESCRIPTION The splitter is a solid state device which allows two batteries to be recharged and brought to the same ultimate voltage from a single alternator as large as 120 amp and at the same time iso255lates each battery so that discharging one will have no effect on the other Changing rates are in proportion to the batteries voltage state of dischargeThis method precludes the necessity and even the of a rotary switch for selecting which battery is to be charged It also assures that ships services cannot drain the engine starting battery INSTALLATION 1 2 3 4 5 Mount solitter on a metal surface other than the engine preferably in an air stream if available Do not install near engine exhaust system Install with cooling fins aligned vertically Be sure to use a wire size aopropriate to the output of the associ255ated alternator In full power systems number 4 wire is recommended from the alternator to the splitter and from the splitter to the batteries Connect the alternator output terminal to the center splitter terminal Connect one splitter side terminal to one batterys Connect the other splitter side terminal to the other batterysTEST INFORMATION When the engine is not running the side splitter ter255minals should read the vo1taqe of the respective battery The center splitter terminal should read zero voltage With the engine runnino and alternator charging the side splitter terminals should read the same voltage which should be the voltage of the regulator or somewhat less The center splitter terminal should read 82 volts hioher than the readinos of the side terminals This unit is sealed for maximum life and is not repairable Side J f4 WESTERBEKE CORP267 AVON INDUSTRIAL PARK267 AVON MASS 02322 USA267 TELEPHONE 617 5882677700 TELEX 924444267 CABLE WESTCORP PN 20701 975 Page 11 Vll VlO WESTERBEKE MARINE ENGINE PRODUCTS SERVICE BULLETIN 84 ISSUED September 4 1975 SUBJECT Heat Exchanger Rubber End Cap MODEL All DISTR Distributors Engine Shipments Many heat exchangers supplied on our various products incorporate a molded rubber end cap to facilitate inspection of the tubes There have been occasions on which engine overheating has been caused by the improper positioning of this rubber end cap It is absolutely essential that the molded channel running across the inside of the cap be positioned over the baffle of the heat exchanger according to the drawing below In any cases of engine overheating where such a rubber end cap is used it should be checked for proper positioning along with other routine ng j H WESTERBEKE CORP267 AVON INDUSTRIAL PARK267 AVON MASS 02322 USA267 TELEPHONE 617 5882677700267 TELEX 922674444267 CABLE WESTCORP PN 20684 9475 Page 11 lvvl WESTERBEKE ENGINE PRODUCTS SERVICE BULLETIN 82 REISSUED May 21 1979 SUBJECT Battery MODEL All DISTR Owners Distributors Dealers Manufacturers MODEL Vi re 7 Horsepower gasoline W7 7 Horsepower diesel W10 10 Horsepower diesel Four60 15 Horsepower diesel W20 20 Horsepower diesel W30 25 Horsepower diesel L25 25 Horsepower diesel W40 37 Horsepower diesel WPDS15 15 Kilowatt diesel W50 41 Horsepower diesel W60 53 Horsepower diesel WPDS20 20 Kil owatt diesel W80 75 Horsepower diesel W120 115 Horsepower diesel BATTERY BATTERY AMPERE HOURS 4060 6090 90125 90125 90125 125150 125150 125150 125150 125150 150170 150170 170200 200 minimum The ampere hour range shown is minimum There is no real maximum V9 VOLTAGE 12 VDC 12 VDC 12 VDC 12 VDC 12 VDC 12 VDC 12 VDC 12 VDC 12 VDC 12 VDC 12 VDC 12 VDC 12 VDC 12 VDC J H WESTERBEKE CORP AVON INDUSTRIAL PARK267 AVON MASS 02322 USA TELEPHONE 6i7 5882677700267 TELEX 922674444267 CABLE WESTCORP PN 20442 Page 1l AdobeUCSA V6 WESTERBEKE ISSUED January 24 1975 SUBJECT Thermostats MARINE ENGINE PRODUCTS SERVI CE BULLETIN df78 MODEL Four and six cylinder engines DISTR Distributors Dealers and Manufacturers Basically there are three thermostats in use for our various four and six cylinder enaines The thermostat which is used in the Four107 may not be used anywhere else The thermostat used in the Four60 Four91 and Four154 is across that range The thermostat used in the Four230 and the Six346 both VD and 98 series is different from the thermostat above in that it has a movable bottom part which seals aqainst the lower thermostat housing Therefore it is not A list of correct part numbers follows Enaine models Four107 Four6091154 Four230 Six345 Part number 11698 18136 17926 J H WESTERBEKE CORP267 AVON INDUSTRIAL PARK AVON MASS 02322 USA TELEPHONE 17 BB 7700267 TELEX CABLE STeOR PN 11623 12475 Page 11 MARINE ENGINE PROOUCTS 267rI c 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 STEWARTWARNER VDO FARIA NOVOX 2 OIA CASE 2 38 orA CASE 2 orA CASE 2 orA CASE Ammeter 11581 Oil pressure gauge 11544 Oil pressure sender 11542 Water temp gauge 11545 Water temp sender 11543 Adapter ring to ins ta 11 2 di a gauge in 2 38 dia panel cutout 16023 and SB 44 GND Wiring diagram 52974 B 11931 11914 11916 11913 11915 16550 16548 16551 16549 16552 LAMP 16023 and AM P SB 44 SND LAMP GND Also see SB 36 GND 19165 19166 19167 19168 19169 16023 and SB 44 LAMP GND PN19190 B V5 J H WESTERBEKE CORp267 AVON INDUSTRIAL PARK267 AVON MASS 02322 USA TELEPHONE 617 5882677700 TELEX 922674444267 CABLE WEST CORP AdobeUCSV4 SERVICE BULLETIN 69 Subject Exhaust system failures Models All marine generators and marine engines 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 later injected wetexhaust 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 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 CORp267 AVON INDLSTRIAL PARK267 AVON MASS 02322 USA TELEPHONE 675887700267 TELEX 922674444267 CA8LE WESTCORP 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 11967 V3 J H WESTERBEKE CORP267 AVON INDUSTRIAL PARK267 AVON MASS 02322 USA267 TELEPHONE 617 5882677700267 TELEX 924444267 CABLE WESTCORP V2 WESTERBEKE MARINE ENGINE PRODuCTS SERVICE BULLETIN 16 Reduction Gear Ratio Identification MODELS Model SA To identify the reduction gear ratio on SA look for digits marked on the back side of the adapter plate see Drawing Below Location of Ratio Identification These digits represent the following ratios DIGITS RATIO R015 1 5 1 R020 21 R025 251 9368 V SERVICE BULLETINS The following Bulletins contain supplementary and up255dated information about various components and service pro255cedures which are important to the proper functioning of your engine and its support systems You should familiarize yourself with the subjects and make sure that you consult the appropriate your engine requires service or overhaul I TABLE D AC Output Voltage Yes I Builds UP But Field Breaker Trips 1 Does AC output voltage build up to 140 or more of rated voltage before Field Breaker trips 2 2 Are there any loose or broken wires or connections on VR22 3 Is diode CR15 on VR21 OK 4 4 Are T21 windings and connections OK 5 5 Are generator stator leads properly connected Refer to Figure 6 6 6 Replace VR21 7 Are diodes CR1 CR2 CR3 CR4 CR5 CR6 in rotating rectifier assemblies OK 8 Check all diodes more than one may be defective 8 Is brush less exciter stator winding OK 9 9 Is generator rotor field winding OK 10 10 Is brushless exciter rotor OK7 11 11 Are generator stator windings OK 6 No Test Proc 7 3 G J P F K M L N ADJUSTMENTS AND TESTS REFERENCE LIST pages 815 A VOLTAGE CALIBRATION ADJUSTMENT B VOLTAGE STABILITY ADJUSTMENT C BATTERY CHARGE RATE ADJUSTMENT D VOLTAGE REGULATOR CHECKOUT E FLASHING THE FIELD F TESTING ROTATING RECTIFIERS G TESTING OUTPUT BRIDGE DIODES H TESTING SCRS I TESTING REACTOR J TESTING REFERENCE TRANSFORMER K TESTING EXCITER STATOR L TESTING BRUSHLESS EXCITER ROTOR ARMATUREM TESTING GENERATOR ROTOR N TESTING GENERATOR STATOR O WIRING HARNESS CHECK P VR21 REPLACEMENT T61 5 E 1 2 4 A 4 A AdobeUCS1 2 1 2 S30 II INTRODUCTION Tl ansmissions have been designed for srilooth operation and dependability in marine Lise The transmission is selfcontained having an oil pressure system and oil supply completely separated from engine lubricating oil systems Transqlission oil under pressure is used to engage a forward or reverse drive The forIII INSTALLATION A The installation instructions below are for use when the original transmission has been removed for servicing and must be re255installed or when the transmission unit is to be adapted as nonoriginal eqUip255ment to a marine engine B It is important that the engine and t rans255mission rotatio1s are matched The di rec255tion of rotation of an engine is defined in this manual as the direction of T0tation of the engine crankshaft as viewed from the output end of the transmission A clock255wise rotation of the engine is a right hand rotation and a rotation of the engine is a left hand rotation A letter R or 1 appearing on the transmission serial numir plate illus255trated in Section I SPECIFICTIOS indicates whether the transmissiun is for use with a right or left hane rotating engine C The hydraulic transmission is attached to the engine in the following manner 1 Insert two 312 studs in CJlposite transmission mounting holes ill engine adapter plate 2 Place the transmission against the Cituds so that the studs gu through two f the matching holes in thE transnision housing flange 3 Slide the transmission along the studs toward the engine so that the spline on the shaft at the front of the transmission enters the matching splined hole in the engine vibration dampener ward drive is through a multiple disc clU1d a rrangement while thE reverse drive uti 1 izes a reverse clamp band and planetary giI train The transmission oil is circulated Hd cooled through a sep rate external oi I cr core which is in turn cooled by the pngnc water Paragon transmissions are fcHllishld with either dirpct drive or reductiol gtil Gear reduction ratios aild correspondl1g model are liSted in Section I 4 Install and tighten four bolts with lock255washers thrugh the transmssiO1 housing flange into the enginE plate Remove the 312 studs Inshll and tighten the two remaining bolls vith lockvashers through the lram255mission hOUSing flange D The transmission and propeller shalt pIing must be carefully aligned before the propeller shaft is connected to the 1 nns255miSSion in urder to avoid vibratiun nd consequent damage to the translllisiJ11 engine and boat bull during operiJ UIl To align the coupling move the shaft with attached cJuping flange tcvard the transmission so that the fHes he propeller shaft coupling niI1gl shaft CUUplilihnge are n tact The coupling flange 1acEs shoujli be in contact throughOUt thei r 200lti n The total rUlllhit or g1p the faces shJuld n267exceed 002 1t tny point If tie runuut exceeds002 tion tht and att1hed transmisiGTl by lotht engin support bollts 111 adding or removing shims to raise ur ldtI either end the cIlline If IJ10ve the engine sideways to adjust trw runaut or to 11 ign the flange faces laterally ighten the engine suppllrl bulls and recheck the aignrnent f the coupling before bulting the coupling flagts together Connect the clupl i ng flanges w til lJolts Juckwashers and nuts E Connect the oil cooler lines to tlw F Connect the shIft control cable 11on the cockpit control station to the transmission control valve lever shown in Figure page 5 Place the transmission control valve lever in the neutral position and AdobeUCS2 2 1 L J AdobeUCS 1 Fit the bearing 36and the gear wheel 37also press the shaft into the housing 2 Fit the gear wheel 31with bearing 34into the housing 333 See Fig 2 Fit together the shaft 42bearing 39cover 43and the flange 44into one unit blJII bearing 39is fitted so that the recess on one side of the bearing Fig7faces opposite the teeth on the shaft 42If the sealing ring in the cover 43shows the least sign of damage or if it has been removed from the cover itshould be replaced bya new one A protecting sleeve shouldbe used to pre255vent damage to the sealingring by the pas255sage of the keyway in the shaft 424 See Fig 2 Fit the shaft unit into the housing 33Take care to ensure that the gear wheel on the shaft 42meshes with both gear wheels 37 and 315 See Fig 2 Fit the needle bearing 356 Fit the cone 28in the gear wheel 317 Fit togetherthe bearing support 27bear255ing support 27bearing 29cover 24and the gear wheel 30into one unit and and tighten on the cover 24The ball bearing is fitted so that the recess one side of the bearing faces away from the teeth on the gear whee I 30The bearing sup255port 27and the washer are fitted so that the middle throulh hole comes upwards 8 Place the unit in the cone 289 Fit the shaft 17and the sleeve 20onto the cone 2810 Fit the reverse gear housing 32over the assembled parts and tighten it onto the housing 3311 Fit the rubber protector 18and the coup255Ii ng flange 10Before fi tti ng c hec k that the bolt 12is well the key 15is properly bedded down in its key255way in the shaft 17S27 12 1locking plung255er 8sleeve 4spring 5and the plung255er housing 6Oil the parts liberally be255fore fitting The flange 9is fitted so that its sides marked 0 follow the lonoitudin255a I direction of the engine Fit the reverse gear lever and check the movements of the lever from neutra I to Ahead and Astern positions respectively which should be equidistant If the movement in one dir255ection is appreciably more than in the other direction this is to be adjusted by turning the flange 9This is shaped such that the center of the rectangular portion is offset in relation to the center of the cylindrical portion guideIf the flange is fitted so that the projecting side faces forwards the movement of the reverse gear lever from the Ahead position to Neutral is de255creased If theflange is turned half a turn so that the projecting side faces aft the movement of the lever from lIJeutral to the Astern position is decreased Then c heck that the reverse gear engages in both the Ahead and lAstern positions 13 Fit the engine reverse gear withratio 19 1 fit255ting is faci litated if the rubber bushings on the driving studs 45as we II as the holes for these in the engine flywheel are care255fully coated with talc 1 Spring housing 2 Interlock pin 3 Control shaft 4 Cover 5 Flange 6 Bearing hOlsing 7 Reverse gear housing Fig 3 Rear section of reverse gear AdobeUCS 1 AdobeUCS 1 1 S24 3 4 5 6 7 8 9 10 If removed for replacement press new oil seal 79into reduction gear housing Place flanged shaft over ring gear 71and line up holes in flange with those in ring gear Place lockwasher over capscrew and insert capscrew into hole in flanged shaft and secure flanged shaft to ring gear Press ball bearing 84onto flanged shaft Place spacer 73over shaft next to ball bearing and place seal washer 74over shaft next to spacer Install Woodruff key 80into keyway in flanged shaft Place reduction gear housing over small end of flanged shaft and start ball bearing 84on flanged shaft into bore in housing by tapping housing with a soft mallet Turn unit over with small end of housing down and press on center of flanged shaft until spacer 73is seated against ball bearing 84in reduc255tion housing Support unit on inside of flanged shaft with large end of unit down and press gear half coupling 75onto shaft end and into ball bearing until coupling is seated against ball bearing Care must be taken to line up keyway in coupling and key in shaft before pressing together 11 Place lockwasher 78over end of flanged shaft with tang on inside of lockwasher in slot on flanged shaft Place locknut 77onto shaft and secure using suitable wrench 12 Bend one tang of lockwasher into slot on locknut 13 Install two studs 3 12 inches long into two opposite holes in reduction adapter plate 14 Position reduction gear assembly over studs with oil drain plug at bottom of housing and slide onto reduction drive ge8r It may be necessary to rotate reduction gear slightly to properly mesh gear teeth 15 Install lockwashers and capscrews around flange of reduction gear hous255ing and tighten uniformly v 2556 AdobeUCSS23 SA1 AND SAO REDUCTION UNITS DESCRIPTION The reduction gears consist of an internal ring gear and a drive gear that offers a variety of reduction ratios ADJUSTMENTS There are no adjustments necessary to maintain the reduction gears in proper running condition DISASSEMBLY OF REDUCTION UNIT NOTE Disassembly need be carried out only as far as necessary to correct those difficulties which interfere with proper marine gear operation Remove reverse and reduction gear as a complete unit before removing the oi to avoid fouling the bilges 1 Remove oil drain plug from bottom of reduction gear housing 86and drain oil from unit Make certain that all lubricating oil is removed from reverse gear unit 2 Remove caps crews and lockwashers from flange of reduction gear housing and slide entire reduction unit straight back approximately 3 inches until reduction unit clears reduction drive pinion 3 Bend tang of lockwasher 78away from locknut 77Remove locknut using suitable wrench and lift lockwasher from shaft 4 Remove gear half coupling 75with gear type puller or by supporting entire assembly under flange of gear half coupling and press agamst shaft to force coupling from assembly 5 Support reduction gear housing so that flanged shaft assembly can drop free approximately 2 inches and press flanged shaft assembly from reduction gear housing 6 Remove retaining ring 76from groove next to ball bearing 84inide reduction gear housing and press ball bearing from housing 7 If necessary to replace remove oil seal 798 Remove Woodruff key 80from flanged shaft and remove seal washer 74and spacer 739 Press ball bearing 84from flanged shaft using two holes in flange 10 Remove capscrews and lockwashers from rim of flanged shaft and remove ring gear 71from flanged shaft INSPECTION All parts should be thoroughly cleaned before inspection Parts showing excessive wear should be replaced 1 Ball bearings should be examined for indications of corrosion and pitting on balls and races 2 All gear teeth should be examined for pitch line pitting uneven wear pattern or excessive wear 3 Examine oil seal for rough or charred lips 4 Retaining rings should be checked for burrs or deformities 5 All gaskets should be replaced ASSEMBLY OF REDUCTION UNIT 1 Replace oil drain plug into reduction gear housing 862 Press ball bearing 84into reduction gear housing 86and install retain255ing ring 76into groove next to ball bearing S22 SAO Reverse Adjustment Top ViewReplace the cover on the reverse gearhousing The transmission is ready for a preliminary test which may be done at dockside Check all of the mooring I ines before continu255ing the test With the engine running at idle speed shift the transmission into forward and reverse not255ing how well the transmission responds If the transmission does not engage in one or both of the forward or reverse positions further dockside adjustments are necessary Continue the adjustments CIS outlined above untit the transmission will engCGe in both forward and reverse dri ves A complete running test is necessary to deter255mine that the transmission is properly adjusted The transmission should not sl ip or IIbreak II away under full power conditions in the forward drive and should hold in reverse under all nor255mal reversing conditions If further adjustments are necessary continue the adjustments CIS outlined above until operation is reached It should be noted however that the adjustments should be carried out only unti I satisfactory operation is reached since it is possible to overadjust the transmission If the transmission is it will be more difficult to shift into forward and reverse and the parts wi II be heav255ily stressed and subject to early fatigue fail255ure Therefore once the preliminary adjust255ments have been made only a very small am255ount of adjustment will be necessary for either forward or reverse Usually an adjustment of a half a step on the forward or at the most a full step is required for full adjustment Only a very small adjustment is required for the re255verse drive On the forward drive a full step of adjustment is as outlined above or is made by loosening the lockscrew 42and rotating the screw coli ar 37to the right unti I the next hole in the pressure plate 35can be lined up under the lockscrew A half a step is made by tak255ing the lockscrew out of the hole that it is in and pi acing it in the hole adjoining it in the screw coil ar Then rotate the screw coil ar to the right unti I the next hole in the pressure plate is lined up under the dog of the lock255screw Make certain that the lockscrew enters the hole properly or it will bind up the forward clutch When the transmission is properly adjusted replace the cover and secure all external bolts and fasteners Before replacing the shifting linkage check to make certain that it oper255ates free I y olld ooes not bind or drag Replace the I inkage on the transmission sh ift lever and secure properly WHEN CLUTCH SLIPPING IS NOTICED STOP AND ADJUST AT ONCE pqOPER ADJUSTMENT WILL MAINTAIN YOUR CLUTCH FOR YEARS BUT A SLIPPING CLUTCH MAY DESTROY ITSELF CAUSING COSTLY REPAIRS S21 SA1 AND SAO MANUAL CLUTCH ADJUSTMENTS With the transmission secured to the engine replace all water lines etc However do not connect the shifting linkage until all the adjustments have been made and are Iy Before securing the propeller half coupling to the gear half coupling check to make certain that the couplings do not run out more than 002 inches wi th respect to each other Study section AI ignment to Engine II on Pages 14 and 15 of Technical Manual The transmission should be filled with new oil as specified under lubrication The transmission can be partially adjusted be255fore the eng i ne has been run However a complete running test is necessary to Iy determine whether the adjustments have been properly made The preliminary adjustments for the forward drive arE made as follows remove reverse cover plate rotate pressure finger assembly and screw coli ar 37unti I lock screw 42is up and facing you Then working care255fully to avoid dropping either screw or tools into clutch housing Typical Forward Clutch Adjust255ment SAl SAOI Back out the lockscrew 42unti I the dog on the end of the lockscrew is clear of the hole in the pressure plate 352 Rotate the screw Collar 37to the right until the lockscrew 42is opposite the next hole in the pressure plate 353 Tighten the lockscrew making certain that the dog on the end properly enters the hole in the pressure pi ate 4 Continue this until a decided effort is re255quired to shift into forward approximately 26 foot pounds48 50 SAl Reverse Adjustment Top ViewThe preliminary adjustments for the reverse drive are made as follows 1 Loosen the locknut 50on the inside of the upright ear at the top of the reverse band 2 Tighten the adjusting nut 50on the outside of the ear until both nuts are again tight against the ear of the reverse band 3 Repeat until a decided snap is required to shift into reverse 4 Do Jot tamper with adjustment of link 485 For Four99s and early Four107s there was a cam operated reverse adjustment Simply tum screw head 103clockwise one flat at a time unti I satisfactory reverse engagement is obtained see Figure 3AdobeUCSS20 YOUR NOTES S19 washer and install Woodruff key 27in keyway in tailshaft 23 If removed for replacement press new oil seal 21into direct drive plate 15Press ball bearing 25into direct drive plate 24 Place direct drive plate oil seal and ball bearing assembly on suitable support and press gear half coupling 14into oil seal 21and ball bear255ing 25until gear half coupling is seated against ball bearing Care must be taken not to damage oil seal during assembly 25 Align direct drive plate and gear half coupling up with key in reverse gear tail shaft and press together until ball bearing is seated against thrust washer 16126 Place lockwasher 19over reverse gear tailshaft with tang in keyway in gear half coupling and thread locknut 18 1on reverse gear tailshaft 27 Install lockwashers and capscrews in holes in direct drive plate and bolt to reverse gear housing 28 Tighten all capscrews Tighten locknut 181and bend up one tang on lockwasher 19over locknut 29 Continue with paragraphs 13 through 20 ASSEMBLE TRANSMISSION TO ENGINE 1 If front end plate 5was removed from reverse gear housing 3or engine flywheel housing proceed as follows a Replace oil seal 22or bearing 37if necessary b Slide engine gear 1into flywheel housing damper spline c Align mounting holes in front end plate 5with holes in flywheel housing and secure with lockwashers and capscrews d After installing on engine check engine gear f0r runout Maximum eccentricity is 005 inches at pilot roller bearing 2 Insert two studs three inches long in two opposite bolt holes in front end plate 53 Check to be certain that pilot roller bearing 60is properly installed in propeller gear inside gear cas e 4 Start reverse gear housing 3over the two studs and slide housing over engine gear 1right up against flywheel housing It may be necessary to rotate gear case slightly to properly mesh teeth on engine gear and short pinions in gear case 5 Install lockwashers and capscrews in holes around flange of housing 6 Remove the two studs and install remaining lockwashers and capscrews Tighten all capscrews ASSEMBLY OF REDUCTION GEAR ASSEMBLY TO REVERSE GEAR HOUSING ASSEMBLY NOTE Refer to reduction gear assembly and disassembly procedures 1 Install two studs 3 12 inches long in two opposite holes in267 reduction adapter plate 2 Position reduction gear assembly over studs with oil drain plug at bottom and slide onto reduction drive gear It may be necessary to rotate reduc255tion ring gear slightly to properly mesh gear teeth 3 and capscrews around flange of reduction gear housing and tighten uniformly S 18 CAUTION The forward clutch is not properly adjusted at the end of this assembly Proper adjustment is made after installation in boat is complete Follow as outlined under section on adjustments ASSEMBL Y OF REVERSE GEAR CASE IN REVERSE GEAR HOUSING REDUC TION MODEL 1 Place new gaskets 87and 4on front rear and top of reverse gear housing 32 If removed for replacement install new oil seals 20in cross shaft holes in housing 3 Support gear case assembly 41on propeller gear 43inside front end of gear case so that reverse gear housing 3will not rest on face when lowered over gear case assembly 4 Lower reverse gear housing 3over gear case assembly with reverse gear tailshaft 22protruding bore in rear of housing 5 Place thrust washer 162with counterbored side down over reverse gear tailshaft 22Make certain that thrust washer seats properly on shoulder of retaining ring 6on tailshaft 22 6 Press reduction drive gear 87into ball bearing 887 Plcce new gasket 8on reverse gear housing 3and press reduction drive gear 87and ball bearing 88on reverse gear tailshaft 22until ball bearing is seated against thrust washer 16 2Thread on reverse gear tailshaft nut 1828 Press reduction gear adapter plate 85over ball bearing and secure with necessary bolts 9 Install reduction gear crescent 7410 Tighten all capscrews Tighten reverse gear tailshaft nut 082until cotter pin can be installed through castellation in nut and hole in reverse gear tailshaft 11 Install cotter pin and bedn ends over nut 12 Place new gasket 72on reduction adapter plate 8513 Install brake band assembly 62onto gear case assembly 41in reverse gear housing 14 With reduction adapter plate 85facing mechanic insert yoke 34through cover opening in housing placing forked arms of yoke over pins of oper255ating sleeve assembly 50Ensure part number of yoke is facing mechanic 15 Align and hold hole in brace 67on inside right hole in yoke and push cross shaft through yoke and brace to left side of housing 16 Pull cross shaft out from right side of housing approximately one inch and insert Woodruff key in cross shaft to the right of each yoke hole to posi255tion yoke to cross shaft 17 Secure yoke to cross shaft by tightening the two cap screws in yoke 18 Slide reverse cam 65through reverse cam slide assembly 63and in hole in arm of yoke 3419 Position pin in brake band 62in hole in brace 6720 Replace and tighten adjustment nut 66to reverse cam slide assembly 63 21 Secure lock spring 68over adjustment nut 66with screw lockwasher and nut 70DIRECT DRIVE UNIT 22 After paragraph 4 above place thrust washer 161over reverse gear tailshaft Place seal washer 6over reverse gear tails haft against thrust AdobeUCS517 d Insert pmlOn shaft 42plain end first into unthreaded end of gear case and push through pinion as far as rear wall of gear case forcing out the dummy shaft e Remove dummy shaft and start pinion shaft into rear wall of case Do not drive pinion shaft all the way into gear case until all shafts are inserted f Assemble remaining long pinions in gear case g Using dummy shaft insert short bushings 47into short pinion 46in same manner covered in paragraphs a and b above With short pinion use pinion spacer 56h Insert short pinion 46into gear case pinion toward front of case to line up with hole in inner row and insert pinion shaft 20as described in d above i Assemble remaining short pinions in gear case 2 Assemble case bushing 23to gear case with edges of race in line with flats on pinion shafts Replace lockwashers 13and capscrews 143 Insert propeller gear 24through rear of gear case in mesh with long pinions 4 Press case ball bearing 58into gear case and onto propeller gear by supporting entire assembly on propeller gear inside front end of gear case Make certain that case ball bearing is seated properly on propeller gear and into gear case Install case ball bearing retaining ring 59in groove in gear case next to case ball bearing 5 Press clutch plate carrier 27onto reverse gear tailshaft 21or 226 Align splines on reverse gear tailshaft and press tailshaft through pro255peller gear until propeller gear is seated against the clutch plate carrier already on tailshaft Support the entire assembly on propeller gear inside front end of gear case dudng pressing operation 7 Place Woodruff key 61on end oftailshaft inside propeller gear 8 Install clutch plates in clutch plate cavity in rear of gear case starting first with bronze clutch plate 54and alternating steel plate 34and bronze clutch plate 9 Install pressure plate 49on top of last bronze clutch plate in clutch plate cavity NOTE Make certain that all plates ride freely and that no binding is apparent during assembly 10 Assemble finger assembly 52to screw collar 53using finger pins 51and securing with cotter pins 11 Thread screw collar 53onto gear case assembly half of the thread length 12 Place operating sleeve assembly 50onto tailshaft Position ball ends of finger assembly over sleeve assembly 13 Continue screwing screw collar onto gear case 41until finger assembly will snap over center and lock into position against the shoulder of the pressure plate 4914 Push operating sleeve assembly 50forward until finger assemblies are free 15 Place lockwasher over end of lockscrew 55and thread lockscrew into one hole near edge of screw collar 53Rotate screw collar until dog on end of locks crew lines up with closest hole in pressure plate 16 On reduction tailshafts install retaining ring on reverse gear tailshaft making certain that retaining ring is seated properly in groove in reverse gear tailshaft S16 INSPECTION All parts should be thoroughly cleaned before inspection Parts showing excessive wear should be replaced 1 Ball and roller bearings should be examined for indication of corrosion and pitting on balls or rollers and races 2 Long and short pinion bushings should be examined for wear 3 Pinion shafts should be examined for wear or brinellingll 4 Long and short pinion spacers should be examined for wear 5 Long and short pinion bore diameters should be examined for wear 6 All gear teeth should be examined for Ilpitch line pittingll unever wear pattern or excessive wear 7 All shafts should be examined for wear on splines and shoulders 8 Clutch plates should be examined for flatness roughness indicating of excessive heating and wear or peening of driving lugs 9 Clutch plate carrier should be examined for wear and peening of lugs and splines 10 Examine all oil seals for rough or charred lips 11 Reverse band links pins etc should be examined for wear or bending 12 Reverse band lining should be examined for wear NOTE Lining should be replaced before rivets come in contact with gear case 13 Gear case should be examined for wear from reverse band linking short or long pinions wearing into inside faces or wear in clutch plate slots on threaded end 14 Screw collar and finger assembly should be examined for wear 15 Pressure plate should be examined for wear 16 All old gaskets should be replaced 17 Operating sleeve assembly should be examined for wear 18 Engine gear should be examined for wear on oil seal surfaces case roller bearing race pilot bearing race and gear teeth for Ilpitch line pittingll uneven wear or excessive wear NOTE When uneven gear teeth wear has been noticed check engine gear for eccentricity Maximum eccentricity at pilot bearing race is 005 inches 19 Where special vibration dampers are used as flexible couplings check springs and splines for wear ASSEMBL Y OF GEAR CASE 1 If pinion gears 45and 46bushings 21and pmlOn shafts 42were removed from gear case 41assembled as follows a Insert dummy shaft into long pinion 44NOTE Use same dummy shaft as used in disassembly b Insert four bushings 21equally spaced around dummy shaft to center shalt in gear then assemble remaining bushings NOTE Smear dummy shaft with cup grease to prevent bushings from dropping out Install bushing spacer 56in gear next to first row of bushings c Lay gear case 41on side and insert long pinion 44in case to align with hole in outer row 11 Remove capscrews and lockwashers that secure reduction adapter plate 85to reverse gear housing 3a Remove reduction adapter plate with attached bearing 88and reduc255tion drive gear 87b Press bearing with drive gear from adapter plate c Press bearing from drive gear DIRECT DRIVE UNIT perform procedlres 1 through 6 above12 Bend tang of lockwasher 19away from locknut 181and remove nut from reverse gear tailshaft 21by holding gear half coupling 14with spanner wrench Remove lockwasher 13 Support reverse gear housing 3face down so that gear case may drop free approximately 2 inches SIS 14 Press on reverse gear tailshaft 21until tailshaft is free of gear half coupling 14Lift reverse gear housing 3straight up from gear case assembly 41until housing clears tailshaft 2115 Remove capscrews and lockwashers that secure direct drive plate 15to reverse gear housing 3a Remove direct drive plate 15with attached bearing 25and gear half coupling 14from reverse gear housing 3b Press gear half coupling from bearing c Press bearing from drive plate d If necessary to replace remove oil seal 21from direct drive plate DISASSEMBL Y OF GEAR CASE 1 Remove thrust washer 162and retainer ring 6from end of reverse gear tailshaft on reduction units and Woodruff key 27seal washer 6and thrust washer 161from end of tailshaft on direct drive units 2 Remove locks crew 55and lockwasher from screw collar 53and remove screw collar from gear case by unscrewing Lift operating sleeve assembly 50from tailshaft when removing screw collar 3 Lift pressure plate 49and clutch plates 48and 54from end of gear case 4 Properly support gear case on clutch plate carrier and press tailshaft 21or 22from propeller gear 43and clutch plate carrier Lift clutch plate carrier from gear case 5 Remove case ball bearing retaining ring 59from groove in gear case 6 Remove capscrews 14lnd lockwashers 13and case bushing 23from gear case 7 Before removal of the short or pinions is attempted first inspect the gear teeth for indication of wear Also rotate each pinion to check for rough spots during rotation If further inspection or replacement is necessary proceed with the disassembly However do not disassemble unless required 8 Drive pinion shaft 20of one of the short pinions 22from threaded end of gear case approximately 12 inch Push pinion shaft on through with a dummy shaft 9 Push dummy shaft until centerec in short pinion 46and short pinion spacer 56Remove pinion shaft 42from front end of gear case 10 Remove remaining short pinions 46from gear case 11 Press propeller gear 43from the case ball bearing 5812 Remove long pinions 44using dummy shaft as in removing short pinions NOTE Bushings are pressed into the long and short pinions AdobeUCSS14 REMOVAL OF REVERSE GEAR HOUSING ASSEMBLY FROM ENGINE 1 Remove capscrews and lockwashers that secure reverse gear housing 3to front end plate 52 Slide entire reverse gear housing 3straight back approximately 3 inches until housing is clear of front plate engine gear 1and lift reverse gear housing assembly clear of front plate 53 Remove pilot roller bearing 60from front plate engine gear 1if it remains on gear 4 If necessary to replace front end plate 5oil seal 22or bearing 37proceed as follows a Remove caps crews and lockwashers securing front end plate 5to engine flywheel housing b Slide front end plate 5straight back approximately two inches until front plate engine gear 1is clear of flywheel housing and lift clear of engine c Remove retaining ring 36bearing 37retaining ring 35and oil seal 22d Replace new oil seal and bearing if required REMOVAL OF GEAR CASE ASSEMBLY FROM REVERSE GEAR HOUSING REDUCTION MODEL 1 Remove four capscrews cover seals 33cover 10and gasket 4from reverse gear housing 32 Through cover opening in reverse gear housing 3remCve nut and screw securing adjustment nut lockspring 68to ear of brake band assembly 62Remove lock spring 3 Remove adjustment nut 66from reverse cam 65Remove reverse cam 65from eye in yoke 34and slide out reverse cam 65from reverse cam slide assembly 634 Remove cross shaft 13from reverse gear housing 3as follows a Loosen the two capscrews securing the yoke 34to the cross shaft 13b With small end of housing toward mechanic slide cross shaft 13from left to right being careful cross shaft doesn It come in contact with operating sleeve bearing 50or Woodruff key 26in cross shaft under yoke arm 34isn It forced against cross shaft oil seal 20in right side of housing Remove the two Woodruff keys from cross shaft c Slide cross shaft out of housing and remove brace 67and lift yoke 34from operating sleeve 505 On dipstick side of housing remove roll pin 24securing brake band lock255ing pin 12that secures brake band to housing Remove locking pin and inspect 0 ring 23and replace if damaged 6 Slide brake band 62from gear case assembly 41and remove band from front of housing 7 Remove cotter pin and nut 182from reverse gear tailshaft 228 Support reverse gear housing 3with front end down so that gear case 41may drop free approximately two inches 9 Press on reverse gear tailshaft 22until tailshaft is free of reduction drive gear 8710 Lift reverse gear housing 3straight up until housing clears tailshaft 2265 67 SAO MANUAL TRANSMISSION 25 S13 94 25 S12 1 I 42 62 56 44 SAO MANUAL TRANSMISSION 71 72 TROUBLE SHOOTING CHART Chart 3 GEAR INOPERATIVE DRIVE SHAFT OOES NOT ROTATE WITH SHIFT LEVER IN FORWARD OR REVERSE I l For 1 I I 1 FAILURE OF PLANETARY ASSEMBLY I r r 2 FAILURE OF REDUCTION GEAR J I I 3 FORWARD CLUTCH NOT ENGAGING I 1 ICrllo267t gear case asscmhly and check for ldectin or damaged parts lepLlce defective or damaged parts 2 Remoe reduction gear assemhly and check for defective or damaged parts Replace defective or damaged parts Refer to reduction gear serv ice manual Check the follo initems a Improper fOfard clutch Idjustment fclutch IS undtr ldiusment I I 4 REVERSE BAND NOT ENGAGING G EAR CASE I 5 BROK EN OUTPUT SHAFT REMEDY h forward clutch plates orn Replace clutch plate 4 Check the following items a Improper reverse band adjustmcnts 267djus reverse band as outlined under h Rverse band lining worn ICflae linin c Cracked ears or hent or damalinklge parts iellace dcfectivc lIIatcrial 5 Clled for hroken output shaft lcpldCC de255fCClin shaft S 11 NOTE Disassembly need be carried out only as far as is necessary to correct those difficulties which interfere with proper marine gear operation REMOVAL OF REDUCTION GEAR ASSEMBLY FROM REVERSE GEAR HOUSING IF INSTALLED NOTE Remove the reverse gear before draining oil to avoid 1 Remove starter motor with reduction gear attached fouling the bilges as a complete 2 Disconnect propeller half coupling and slide back approximately 4 inches 3 Remove capscrews securing reverse gear to bellhousing unit 4 Strike gear half coupling flange with soft mallet to break reverse gear from bellhousing Slide entire reverse and reduction gear streight back 3 inches until reverse gear clears bellhousing and lift units clear of engine Refer to Reduction Gear section of manual for disassembly and assembly of reduction TROUBLE SHOOTING CHARTS Ch art 1 GEAR DRAGGING DRIVE SHAFT ROTATES EITHER FORWARD OR REVERSE WITH SHIFT LEVER IN NEUTRAL I I Check For I 1 1 I 1 DEFECTIVE FORWARD CLUTCH PLATES I 3 BINDING IN PLANET MY ASSEMBLY I 4 OVER ADJUSTMENT ON I 2 REVERSE BAND ENGAGING GEAR CASE 1 FORWARD AND REVERSE REMEDyI clutch plate varped and sticking b Engine Zear worn excessively causinZ misalignment of enZine shaft He255place necessary parts Check of gear Hemove and replace clutch rlates 2 Improper reverse hand adjustment Adjust reverse band as outlined under adjustment Check the following items a Bearings and gears worn excessively in gear case Replace necessary parts Chart 2 4 Overadjustment of either forward and reverse or hoth will result in loss of neutral Check and readjust as outlined under adjustment GEAR SLIPPING OR SLOW TO ENGAGE WITH SHIFT LEVER IN FORWARD OR REVERSE I I Check Far I r I 1 WORN CLUTCH PLATES I I 3 WORN REVERSE BAND I I I I 2 FORWARD CLUTCH NOT ENGAGING I I 4 REVERSE BAND NOT ENGAGING I REMEDyI Hemove forward clutch plates and check for If HepLlce if orn excessively 2 Improper fclutch adjustment dJusc as outlined under adjustment HemlVe reverse band and check for wear He255place if orn helow rivets 267l Improper reverse band ad jus tment Ad just IS outiin267d under Idjustment AdobeUCSS9 TYPE SAO MANUAL DESCRIPTION The Westerbeke Paragon manually operated reverse gear units consist of a multiple disc clutch and a planetary reverse gear train The units are self con255tained and are independent of the engine lubrication system OPERATION On the forward drive the reverse gear case and multiple disc clutch are locked together as a solid coupling The multiple disc clutch is locked or clamped by the pressure produced when the shift lever is moved to the forward position Thus the propeller shaft turns in the same direction as the engine The reverse drive is obtained by clamping the reverse band around the reverse gear case which contains the planetary reverse gear train The reverse band is clamped when the shift lever is moved and held in the reverse position The reverse motion is then obtained by driving through the gears thus turning the pro255peller shaft opposite to the engine rotation With the shift lever in the neutral position the multiple disc clutch and the reverse band are unclamped and the planet gears run idle and the propeller shaft remains stationary It is desirable to start the engine with the transmission in neutral thus avoiding moving the boat in either direction It is recommended that the shifting be done at speeds below 1000 RPM and prefer255ably in the 800 RPM range or lower to prolong the life of the engine transmission and of the boat TROUBLE SHOOTING The trouble shooting charts below and on the next page should be studied and the suggestions carried out prior to any disassembly to determine as well as possible what the trouble may be Also the exploded views and the accompanying discus255sions should be carefully read and understood so that any or all of the service work as indicated from the trouble shooting charts may be carried out properly DISASSEMBL Y As in any servicing operation cleanliness is a must and all rules for good work255manship 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 cap255screws 6 Replace gaskets and 0 rings with new material 7 Work on a clean bench and protect gear teeth and oil seal surfaces from nicks and scratches NOTE Remove the reverse and reduction gear as a complete unit before removing the oil to avoid fouling the bilges S8 YOUR NOTES ASSEMBLY OF REVERSE BAND AND YOKE TO GEAR CASE ASSEMBLY I I 8 I 92 I I i 77 TOGGLE OPERATED REVERSE BAND ASSEMBLY STANDARD 47 S7 80 26778 AdobeUCSS6 6 gear case on clutch plate carrier 27and press tailshaft 29or 28from prope er gear 24and clute h plate carrier 27Lift clutch plate car255rier from gear case 7 Remove case ball bearing retaining ring 26from groove in gear case 8 Remove capscrews 14and lockwashers 13from case roller bearing race 129 Remove case roller bearing retaining rings 15from case roller bearing race 12and remove case roller bearing 16from race 10 Before removal of the short or long pin255ions is attempted first inspect the gear of wear Also rotate each pinion to check for rough spots dur255ing rotation If further inspection or re255placement is necessary proceed with the disassembly However unless required 11 Drive pinion shaft 6of one of the short pinions 11from threaded end of gear case approximately 12 inch Push pin255ion shaft on through with dummy shaft Push dummy shaft until centered in short pinion 11and short pinion spacer 7Remove short pin i on and dummy s haft from inside of gear case 12 Remove remaining short pinions from gear case The prope Iler gear 24can be pressed from the case ball bearing 25at this time 13 Remove long pinions 5using dummy shaft as in removing short pinions 14 Remove thrust pads 2from inside gear case 1GEAR CASE ASSEMBLY 1 AdobeUCSS4 5 Remove cotter pin from reverse gear tai Ishaft and remove reverse gear tai Ishaft nut 696 Support reverse gear housing face down so that gear case may drop free approximate Iy 2 inches 7 Press on reverse gear tJilshaft unti I tai 1shoft is free of reduction drive gear 768 Lift reverse gear housing straight up unti I housing clears tailshaft 10 Remove capscrews that secure reduction adapter plate 79to reverse gear housing and remove reduction adopter plate ba II bearing 72and reduction drive gear 76from reverse gear housing 11 Press boll bearing 72and reduction drive 76from reduction adapter plate 79and press ba II beari ng from reduction drive gear NOTE When disassembling direct drive units use the following procedure 12 Bend tong of lockwasher 66away from locknut 96and remove trom reverse gear tailshoft by holding gear half coupling 68with spanner wrench 13 Support reverse gear housing face down so that gear case may drop free approx255imate Iy 2 inches 14 Press on reverse gear tailshaft until tail255shaft is free of gear half coupling Lift reverse gear housing straight up from gear case assembly unti I housing clears tai 1shaft 15 Remove capscrews and lockwashers that secure direct drive plate 61to reverse gear housing 60and remove direct drive plate 61boll bearing 63and gear ha If coupling 68from reverse gear hous255ing 6016 Press gear half coupling 68from boll bearing 63and press ba II bearing from direct drive plate 6117 If necessary to replace remove oil seal 47from direct drive plate 61r AdobeUCS4 Never press a ball bearing so that the force is carried through the balls 5 Use only properly sized wrenches in re255moving or securing nuts and capscrews 6 Replace gaskets and 11011 rings with nev material 7 Work on a clean benc h and protect gear teeth and oil seal surfaces from nicks and scratches REMOVAL OF REDUCTION GEAR ASSEMBLY FROM REVERSE GEAR HOUSING NOTE To faci litate remova I of the from the engine it is simpler to remove the reduction gear assembly first Make cer255tain t hat a II of the oi I is removed from the re255verse and reduction unit before removal is at255tempted 1 Remove capscrews and lockwashers around flange of reduction gear housing 2 Strike gear half coupling flange with soft mallet to break reduction gear unit from reduction adapter plate Slide entire re255duction unit straight back approximately 3 inches until reduction unitclears reduct255ion drive gear and lift reduction unit clear of reverse gear housing assembly NOTE Refer to reduction gearservice manual for disassembly and assembly of reduction uni t REMOVAL OF REVERSE GEAR HOUSING AS255SEMBLY FROM ENGINE 1 Remove capscrews and lockwashers from f lange of cover 4and remove cover 2 Remove capscrews and lockwashers that secure reverse gear housing 61to end plate 58or timing gear cover S3 3 Slide entire reverse gear housing straight 3 inchesuntil housing is c lear of engine gear 92and lift re255verse gear housing assembly c lear of en255gine 4 Remove pilot roller bearing 95from engine gear 92if it remains on engine gear 5 Remove front end plate 93from trans255sion 6 Remove engine gear 92from engine following engine manufacturers only if necessary to replace 7 If necessary to replace remove oi I seal 94from front end plate REMOVAL OF GEAR CASE ASSEMBLY FROM REVERSE GEAR HOUSING REDUCTION MODE L 1 Remove screw 81from arm of yoke 79and remove ba II joint 80and lockwash255er 82from eye of link on reverse band assembly 2 Loosen capscrews in yoke and remove cross255shafts 78from sides of housing being careful not to damage oi I seals 68in housing 3 Remove yoke 2from operating sleeve assembly 40through cover opening in housing 4 Remove reverse band assembly from gear case assembly from front of housing NOTE On older reverse bands using the drag link it wi II be necessary to remove the pins that anchor the reverse band to the housing before removing reverse band from housing AdobeUCSN G S TRANSMISSIONS and add AdobeUCSthe heat COOLING SYSTEM EXTERNAL1 DESCRIPTION The 4 and 6 cylinder marine diesel engines are equipped with a fresh water cooling system Transfer of heat from the fresh water closed systemcircuit to the sea rawwater is accomplished by a heat exchanger similar to an automobile radiator It differs because raw water not air cools the engines fresh water An unrestricted fastflowing stream of sea water flows through the tubes of the heat exchanger while the fresh water flows rapidly under low pressure around the tubes of the heat exchanger The raw water and fresh water never mix so the water cooling passages in the engine stay clean 20 FRESH WATER SYSTEM Heat rejected in combustion as well as heat developed by friction is absorbed by the fresh water The fresh water flows from the expansion tank to the heat exchanger here it is cooled and discharged into the lower part of the cylinder block where it is circulated through the block and cylinder head by means of a centrifugal fresh water pump Openings in the water jacket around the cylinder bores connect with corresponding openings in the cylinder head where the fresh water ci rcul ates around the val ves and Juel injectors When the engine reaches its operating temperature the fresh water then passes out through the thermostat into the expansion tank and the circuit repeats SURGE TANK FRESH WATER PUMP RAW WATER PUMP FROM SEA COCK EXHAUST MANIFOLD I 245 OIL 0 FILTER lOVER lBOARD HEAT EXCHANGER FROM r Cl Cl J SE A COCK RAW WATER FRESH WATER ENGINE OIL IUSED ON GEAR1JCXSJ tl RAU L IC GEAR OIL COOLER If ONLY AdobeUCS6 YOUR NOTES I267 fACTIVATION BY LUBE OIL PRESSURE KEYSWrrCH STARn 7 102 I to t I 225225 101 I G 225 256 FOUREC FOUR91 G c oI i 256 1 I I I L J sENDER FOUR154 225 256 Tel I 0 I FOUR230 8 SIX346 11 I IIIOT uKO I I I I I I I I I 1 I I I I I I L J Drawing No 15245 Q5 AdobeUCSQ4 Marine Engine Electrical System ACTIVATION BY LUBE OIL PRESSURE Keyswitch StartThis 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 posi255tion energizes an alarm system when the start switch to Off position deenergizes the alarm Turning the start switch to Crank posi255tion 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 When255ever the engine stops loss of oil pres255sure removes voltage from these devices When an engine is furnished with a pre255heating device it is energized by a sep255arate 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 includes fuses or circuit breakers as described under Owners on the wiring diagram supplied with your engine SECTION Q ACTIVATION BY FUEL PRESSURE PUSH BUTTON STARTWIRING DIAGRAM START SW ASSEMSLY r Isr Ri sw E T I I G WIRING N5EFtT FOR WESTERB243KE LZoS 5TARTER hoIOTOR rl il lEh267 c I I FREHEATERJ I lID wl4e 256 I SEE NOTEA I I I I I I I L J 0 II t0PTI ONAL I I I I ALARM o z Q3 I If I I I l 110 I I I I I I I I OPSENDER 251 I lEE NOlEC l 040 j 5tt NOrEe I ClPTIONAL L SPUTTER 8 r PREHEATER f7 RED S 1 I I l J CHART FOR STARTER MOTORS AND HEATERS 267G SER r 5 AiENGINE t PART NOs rT OwpiGsI rGOwPLUGSI I rqlAaNrGI I I I I i I Cil i251 I IZ 1I rij W J J1 lEE NOEA CI RID 1 RE I tr SJ W SWII I WT 3 I wESTRBEKE 60 I cr21l OH 1Io C 1 GIOW PIUCS4I 251 5TAIltrR f 1793 TARTER I SR5EPe i I 2 Ow PuGS I I e2JzZ I I eATT1 I I I I I I L J INSERT ENGINE b PART NO5 r IE NOT US wESTERBEKE 6W wESTEReEKE 120 TAIltTf1It I I SEC NorEA OAT I Q Q2 MARINE ENGINE ELECTRICAL SYSTEM ACTIVATION BY FUEL PRESSURE Push Button StartThis system is supplied on all four and six cylinder Westerbeke engines beginning January 1975 Basically the system is very simple and eliminates the need for a separate switch position to activate the engine alarm system when supplied Starting is accomplished by operation of the start push button which causes the starting motor to crank Once the engine is running fuel pres255sure developed in the low pressure side of the fuel injection pump operates a fuel pressure switch Voltage is then applied to the alarm system if suppliedand to the alternator for excitation and for all instruments When the engine is stopped fuel pres255sure drops and the fuel pressure switch removes voltage from these devices When an engine is supplied with a pre255heating device the device is energized by a separate push button NOTE It is important that your engine installation includes fuses or circuit breakers as described under Ownership Responsibility on the wiring diagram supplied with your engine 9 A31 AIR INTAKE SILENCER The air intake silencer is located behind the heat exchanger and exhaust manifold The intake is covered by a metal screen which does not have to be replaced Depending on operating conditions check to see the screen is clear when performing maintenance checks If clogged it will impair proper engine operation Clean screen with fuel oil and lint free cloth LUBRICATING OIL DIPSTICK The engine oil pan contains a boss on either side of the engine to accept the dipstick assembly The opposite side contains a plug Depending on your application they may be reversed if desired LUBRICATING OIL LINES Note the positioning of the lines before removing them for any service as they must be replaced exactly as originally installed If reversed the filter will not function as it is267 designed to pass and filter in only one direction SERVICE HINTS 1 When replacing the heat exchanger or if you should have to remove the air intake silencer it is easier to remove the exhaust Inanifold assembly with these attached rather than each part individually 2 The zinc is located on the bottom of the heat exchanger at the forward end of the engine 3 The rear most petcock on the heat exchanger is the raw water drain and the one forward of that is the fresh water A 225 30 VALVE ROCKER CLEARANCE Fig C3The correct clearance between the valve rockers and stem is given in General Data 1 Unscrew the rocker cover nuts 1and lift off cover 2 Check the clearance at the position illustrated and the order as follows Check No 1 valve with No 8 fully open Check No 3 valve with No 6 fully open Check No 5 valve with No 4 fully open Check No 2 valve with No 7 fully open Check No 8 valve with No 1 fully open Check No 6 valve with No 3 fully open Check No 4 valve with No 5 fully open Check No 7 valve with No 2 fully open 3 Adjust ifnecessary by loosening the locknut 2and turning adjustment screw 3until the clearance is correct 4 Hold the screw against rotation and tighten the locknut Refit the rocker cover checking that its gasket is serviceable Fig C3 Valve Rocker Clearance OIL FILL CAP Fig C 4The oil fill cap 1incorporates an air filter which cannot be cleaned Fit a new cap at the recommended interval Fig C4 Oil Fill Cap 7 Tighten the antistall screw locknut and check the operation of the stop control NoteAfter every adjustment of the antistall screw ensure that the idling speed is controlled by the idling stop screw and not by the antistall screw A29 INJECTORS Removing 1 Disconnect the battery and remove the engine cover panel 2 Disconnect the spill rail from the injectors 3 Disconnect the highpressure pipes from the injectors 4 Remove the securing nuts and withdraw the injec255tors using tools 18G 284 and 18G 284 P Refitting 5 Renew the atomizer seal washers fitting the new washers as shown in Fig 1 6 Reverse the procedure in 1 to 4 tightening the securing nuts to the figure given in Data 7 Bleed the highpressure pipes Data Torque wrench setting for injector securing nuts Fig 1 12 lb ft 12677 kg mLIFT PUMP Removing 1 Disconnect both pipes from the lift pump and seal the end of the pipe from the tank to prevent siphoning 7 Disconnect the priming cable from the pump 3 Remove the two securing nuts and withdraw the pump Refitting 4 Reverse the procedure in 1 to 3 and bleed the fuel system A28 INJECTION PUMP Removing 1 Disconnect the battery and remove the engine cover panel 2 Remove the highpressure pipes from the pump and injectors 3 Disconnect the throttle return spring from the pump 4 Disconnect the throttle and stop controls from the pump 5 Disconnect the delivery and return pipes from the pump Data Injection timing Method of adjustment 1 Position No 1 piston 25260 BTDC com pression mark on front face of crankshaft pulley and degree plate on timing cover2 Fit tool 18G 698 in place of the injection pump apply gentle clockwise pressure to eliminate chain slack and set the timing pointer in line with the mark on the tool as shown 3 Position the master spline in the pump drive hub in line with the master spline in the driving flange Fit the qUill shaft and injection pump to the engine lining up the mark on the pump flange with the timing pointer Governed speed Maximum light runningIdling 6 Remove the three securing nuts and withdraw the injection pump and qUill shaft from the engine Refitting 7 Reverse the procedure in 1 to 6 noting Q Time the injection pump to the engine as described in Data b Bleed the fuel system c Adjust the maximum and idling speeds as described in Data 25260 BTDC 3700 rpm this gives a maximum speed under load of 3500 rpm500 rpm Method of adjustment engine at normal running temperature and air cleaner serViced1 Adjust the maximum speed stop screw 1to give an engine speed of 3700 rpm Tighten the lock255nut fit the sleeve and seal it with wire and a lead seal usi ng tool 18G 541 2 Stop the engine and unscrew the antistall screw 2until it is out of contact with the governor arm 3 Start the engine and adjust the idling stop screw 3to give an engine speed of 450 to 500 rpm 4 Screw in the antistall screw until a slight speed increase is noticed then unscrew it onethird of a turn 5 Readjust the idling stop screw to give an engi ne speed of 500 rpm and tighten the locknut 6 Test the antistall screw setting by running the engine at 3000 rpm and releasing the throttle Q If the engine stalls screw in the antistall screw slightly and retest b If the engine deceleration is sluggish unscrew the antistall screw slightly and retest II I A27 CYLINDER BORES 1 If the cylinder bores cannot be cleaned up at the maximum oversize given in Data bore them to the dimension given for fitting cylinder liners Data Standard cylinder bore Oversizes First Second maximum if linered Third Bore size for fitting liners 2 Press in the cylinder liners and then bore them to the standard bore size 32674995 to 3267501 in 8826789 to 8826793 mm267010 in 267254 mm267020 in 267508 mm267030 in 267762 mm3267642 to 32676425 in 92267507 to 92267520 mmCRANKSHAFT Data Crankshaft journal diameter Clearance in main bearings Crankpin diameter Clearance in bigend bearings Undersizes Oournals and crankpinsFirst Second Third Fourth Endfloat 22674785 to 22674790 in 6226795 to 6226796 mm2670015 to 267003 in 267038 to 267076 mm22672480 to 22672485 in 57267099 to 57267112 mm267002 to 2670035 in 267051 to 267089 mm267010 in 267254 mm267020 in 267508 mm267030 in 267762 mm267040 in 1267016 mm267002 to 267003 in 267051 to 267076 mmA26 CONNECTING ROD AND PISTON 1 Separate the piston from the connecti ng rod 2 Check the gudgeon pin clearance in the littleend bush against the figure in Data If the clearance is excessive renew the littleend bush a Position the new bush with its jOi nt on the cap side of the connecting rod as shown in Fig 1 b Finishream the bush to the size given in Data 3 Check the piston ring groove clearance and the piston ring gap against the figures in Data Renew the rings or piston and rings as necessary 4 Assemble the piston to the connecting rod with the combustion cavity and oil jet hole in line as shown in Fig 2 Data Gudgeon pins Diameter Fit in piston Fit in connecting rod Littleend bushes Inside diameter reamed in and rings Ringgroove clearance Top and 2nd compression3rd stepped scraper4th slotted scraperRing gap Top Remainder 1Fig 1 Fig 2 12671248 to 12671250 in 2826757 to 2826758 mm2670003 in 008 mmclearance to 2670001 in 003 mminterference 2670005 to 2670012 in 267013 to 267030 mmclearance 11255 to 12671260 in 28588 to 2826760 mm2670026 to 2670046 in 066 to 267117 mm2670026 to 2670046 in 066 to 267117 mm2670025 to 2670045 in 064 to 267114 mm267014 to 267019 in 26736 to 26748 mm267010 to 267015 in 26725 to 26738 mm5 Fit a new rear bearing liner lining up the oil holes and using the tools shown in Fig 5 6 Fit a new centre bearing liner lining up the oil holes and using the tools shown in Fig 6 7 Ream the front and rear bearing liners using the tools shown in Fig 7 8 Ream the centre bearing liner using the tools shown in Fig 8 Data Camshaft journal diameters Front Clearance in bearings Endfloat Centre Rear A25 18GI24B Iii Iii 18GI23AD Fig 5 18GI24D 18GI24H Fig 6 IBGI23 M Fig 7 Fig 8 126778875 to 126778925 in 4526743 to 4526745 mm126774875 to 126774925 in 4426742 to 4426743 mm126762275 to 126762325 in 4126722 to 4126723 mm267001 to 267002 in 26703 to 26705 mm267003 to 267006 in 076 to 267152 mm AdobeUCSA24 1 Withdraw the front bear255ing liner using the tools shown in Fig 1 2 Withdraw the rear bear255ing liner using the tools shown in Fig 2 3 Withdraw the centre bearing liner using the tools shown in Fig 3 4 Fit a new front bearing liner using the tools shown in Fig 4 and lining up the oil holes in the liner with those in the crankcase CAMSHAFT BEARING LINERS I Fig 1 18GI24B Fig 2 laG 124H Fig 3 I T Fig 4 A23 OIL PUMP 1 Remove the pump cover 2 Check the rotor endfloat against the figure in Data Excessive endfloat can be corrected by lapping the pump body face 3 Check the diametrical clearance between the outer rotor and the pump body against the figure in Data Renew the rotors or pump body or both as necessary to correct excessive clearance Data Oil pump rotor endfloat Outer rotor to body diametrical clearance Rotor lobe clearance C030r 00302 4 Check the rotor lobe clearance in two the figure in Data Renew the rotors if clearance is excessive 5 Reassemble the components ensuring that the chamfered end of the outer rotor is innermost in the pump body 267005 in 26713 mmmaximum 267010 in 26725 mmmaximum 267008 in 2672 mmmaximum 267006 in 26715 mmmaximum FLYWHEEL 1 If the teeth on the starter ring are worn or dam255aged remove the starter ring by drilling a hole and splitting the ring across the hole with a hammer and chisel 2 Heat the new starter ring uniformly to the temData Starter ring fitting temperature perature given in Data the strip of paint on the ring will change from pink to grey at the correct temperature 3 Fit the starter ring with the tooth chamfer facing away from the flywheel register 2000 to 2300 C 39r to 4460 FA22 INJECTION PUMP CHAIN WHEEL 1 If the chain wheel bearing requires renewal see Dataremove the driving flange from the chain wheel 2 Press out the old bearing and press in a new bearing from the chamfered end of the chain wheel bore 3 Finish the bore ofthe new bearing to the size given in Data 4 Fit the driving flange to the chain wheel with the master spline and timing mark in the relative positions shown in Fig 1 Position the flange so that its securing bolts are central in the adjusting slots Data Chain wheel bearing bore finished in position Clearance on chain wheel hub Fig 1 126775025 to 126775075 in 4426746 to 4426747 mm267001 to 267002 in 26703 to 26705 mmOIL PRESSURE RELIEF VALVE 1 Unscrew the plug shown in Fig 1 and withdraw the relief valve spring 2 Remove the valve cup using tool18G 69 3 If the valve cup to seat contact is unsatisfactory lap the valve cup onto its seat with tool18G 69 4 Renew the valve spring if it is not as specified in Data 5 Reassemble the components to the crankcase Data Free length of oil pressure relief valve spring Operating pressure Fig 1 3 in 762672 mm50 to 55 Ibsq in 326752 to 326787 kgJcm2Length Inlet Exhaust Inside diameter Inlet reamed in reamed in diameter Inlet and exhaust Oversize gUides Valves Seat angle Inlet and exhaust Seat face width Inlet Exhaust Head diameter Inlet Exhaust Stem diameter Inlet and exhaust lift Inlet and exhaust Standdown Inlet and exhaust Va Ive seat nse rts Cylinder head machining dimensions Inlet AExhaust BC 12676615 to 12676625 in L 12674215 to 12674225 in 4226720 to 4226723 mm3626711 to 3626713 mmD 1267540 to 1267545 in M BOO to 1267305 in 3926712 to 3926724 mm3326702 to 3326715 mmE 126746 in 3726708 mmN 126722 in 3026799 mmF 267090 to 267095 in P 267090 to 267095 in 226729 to 226741 mm226729 to 226741 mmG 267278 to 267281 in Q 267278 to 267281 in 726706 to 726714 mm726706 to 726714 mmH Max radius 267015 in R Max radius 267015 in 26738 mm26738 mmJ 45260 S 45260 K 40260 T 40260 226714 in 5426736 mm22675 in 632675 mm2673438 to 2673443 in 8267733 to 8267745 mm2673433 to 2673438 in 8267720 to 8267733 mm2675645 to 2675650 in 1426734 to 1426735 mm2675735 to 2675740 in 14267567 to 14267580 mm45260 in in mm1267557 to 1267562 in 3926755 to 3926767 mm1267307 to 1267312 in 3326720 to 3326732 mm26734175 to 26734225 in 826768 to 826769 mm26739 in 92679 mm267020 to 267030 in 508 to 267762 mmstanddown A21 TIMING CHAIN TENSIONER 1 If ovality near the mouth of the tensioner body bore exceeds the figure given in Data renew the complete chain tensioner Data Permissible ovality of tensioner body bore 2 If the slipper head is worn renew the slipper head and cylinder assembly 267003 in 267076 mmmaximum A20 CYLINDER HEAD 1 Detach the spring clips from the valve cotters 2 Remove the valves and their components using tool 18G 106 3 Renew the valve spri ngs if they are not as specified in Data 4 If the valve gUides are worn drive them out through the upper face of the cylinder head Fit new valve gUides through the ports and drive them in to the position shown in Data 5 Ream the gUides to the dimensions given in Data 6 If necessary regrind the valves to the angle given in Data and reface the valve seats with the tools listed in SERVICE TOOLS 7 Lap the valves onto their seats using tool18G 29 8 Check the valve head standdown see DataIf standdown is excessive even with a new valve fitted machine the cylinder head see Dataand fit valve seat inserts Inserts should also be fitted if normal refacing will not restore the seats 9 Renew the valve stem oil seals and reassemble the valve components to the cylinder head as shown in Fig 1 Data Valve springs Free length Fitted length Pressure valve closedWorking coils Wire diameter Core diameter Valve gUides Fitted position in mms t clio Inner 2267187 in 5526755 mm12675 in 382671 mm23 to 25 lb 1026743 to 1126734 kg71 267104 in 226765 mm26775 to 267765 in 1926705 to 1926743 mmFig 1 Outer 22675 in 632675 mm1267703 in 4326726 mm562675 to 602675 lb 2526763 to 2726744 kg5t 267156 in 326796 mm1267125 to 1267140 in 2826758 to 2826796 mmA AdobeUCSVALVE ROCKER SHAFT AND TAPPETS Valve rockers 1 Remove the shaft locating screw from the rear rocker bracket 2 Withdraw the split pins from the shaft ends 3 Slide the components off the rocker shaft 4 Unscrew the pi ug from the front end of the shaft to clean the shaft internally 5 Renew worn rocker bushes using Service tool 18G 21 as shown in Fig 1 Q Drill the bushes to coincide with the oilways in the rockers b Position the bushes in the rockers as shown in Fig 2 6 Burnishream the bushes to the dimension given in Data 7 Fit the rear rocker bracket to the shaft and position it with the locating screw 8 Fit the remaining components to the shaft in the positions shown in Fig 3 Tappets 9 Worn tappet bores may be cleaned up by fine255finish machining to suit oversize tappets see DataData Rocker bushes Bore diameter reamed in on shaft Tappets Outside diameter Oversizes Clearance in crankcase Fig 1 Fig 2 Fig 3 2678115 to 2678125 in 2026761 to 2026764 mm2670005 to 2670025 in 267013 to 267064 mm26799875 to 26799925 in 2426747 to 2426748 mm267010 and 267020 in 267254 and 267508 mm2670005 to 26700175 in 267013 to 267044 mmAl9 Al8 CRANKSHAFT Removing 1 Remove engine 2 Remove flywheel housing flywheel and backplate 3 Remove timing chain chain wheels and chain tersioner 4 Pump lubrication oil from sump 5 Remove sump 6 Release the oil delivery pipe from the crankcase 7 Remove the dowel screw shown in Fig 5 and withdraw the oil pump 8 Remove the bigend caps and separate the connecting rods from the crankshaft 9 Remove the main bearing caps using tools 18G 284 and 18G 284AJ 10 Lift out the crankshaft and the main bearing and thrust washer halves Refitting 11 Reverse the procedure in 1 to 35 noting a Refer to Data for torque wrench settings b Check crankshaft endfloat against the figure in Data c Before tightening any of the front plate bolts fit all bolts which pass through the front plate into the cylinder block to ensure correct positioning of the front plate d Check the chain wheel alignment see Datae Assemble the chain and chain wheels to their shafts with the timing marks as shown in Fig tI 225 f Release the chain tensioner slipper as shown in Fig 2 g Ensure that the crankshaft front oil seal is serviceable If necessary renew the seal using tools 18 G 134 and 18 G 134 CR h Centralize the timing cover using tool 18G 3 1 Ensure that the crankshaft rear oil seal is serviceable If necessary renew the seal using tools 18G 134 and 18G 134CQ k Use tool 18G 554 to align the clutch plate 1 Bleed the fuel system AdobeUCSAl7 20 Check the backplate for flatness Examine the backplate two dowels locating holes for the cylinder block dowels are free from burrs Examine the two locating dowels in the backplate for the alignment of the flywheel housing are free from burrs 21 Position the flywheel housing over the backplate locating dowels checking alignment of locating holes and dowels Ream and fit oversize dowels if required To Install It is most important that the backplate flywheel and flywheel housing be correctly aligned with the crankshaft 22 Install oil seal if removed 23 Install new gasket to cylinder block face 24 With the two flywheel housing locating dowels installed in the backplate Install the backplate to the cylinder block gasket with cylinder block dowels in the back255plate locating holes Secure with bolts and lock washers Alignment of Backplate 25 Secure the dial test indicator gauge with the base of the gauge to the crankshaft Set the plunger of the gauge against the vertical face of the backplate Turn crankshaft and check that the face of backplate is at right angles to crankshaft axis This facing should be within inches total indicator readmgof being at right angles to crankshaft axis All adjustments to bring the backplate within the limit must be on the backplate and under NO CONDITIONS must the rear face of the cylinder block be inter255fered with 26 Fitting Flywheel Hydraulic Transmissiona Install flywheel on crankshaft flange and secure flywheel to crankshaft with star washer and bolts b Bend over tabs of star washer c Fitting Damper Plate Hydraulic Transmissiond Secure damper plate to flywheel with sockhead screws 27 Fitting Flywheel Manual Transmissiona Install the flywheel gear drive plate and star washer to crankshaft and secure with bolts Bend over tabs of star washers b Secure base of the dial test indicator to the backplate adjust gauge so as to set gauge plunger against vertical machined face of flywheel Press crank255shaft one way to take up end float and turn flywheel The run out on the flywheel face should be within o 002 in Install and Align Flywheel Housing 28 Locate the flywheel housing on the backplate two locating dowels and secure housing to backplate from front of housing and rear of backplatewith set bolts and lock washers 29 Attach indicator gauge base to flywheel adjust the indicator gauge plunger against the flat machined face of the flywheel housing Turn crankshaft check255ing that this face is perpendicular to crankshaft axis The limit for this facing is O 006 in total indicator gauge readingof being at right angles to the crank255shaft axis 30 With indicator gauge base still attached to flywheel set plunger of gauge to interior of bored hole in flywheel housing The limit for this is 0010 in total indicator gauge readingAl6 FLYWHEEL HOUSING FLYWHEEL AND BACKPLATE Removing 1 Take weight off rear of engine with sling attached to rear lifting eye 2 Remove rear mounting brackets from transmission housing 3 Remove nut securing each rear mounting bracket to flexible mount 4 Close inlet and outlet sea water cocks Disconnect raw water from transmission oil cooler hose between oil cooler and heat exchanger5 Disconnect battery cable leads from starter motor 6 Disconnect shaft cable or rod and clips from transmission shift lever 7 Disconnect coupling between transmission and propeller shaft and move shaft back approximately four inches 8 Remove bolts and lock washers securing transmission to bellhousing Pull transmission straight back and filt away from engine 9 Remove Starter Motor 10 Remove Flywheel Housing Remove bolts and lock washers front of housing and rear of housing to backplate Pull housing from the backplate two locating dowels 11 Remove Damper Plate Hydraulic the socket head screws securing damper plate to flywheel 12 Remove Flywheel Hydraulic the tabs of the star washer and remove the bolts securing flywheel to the cranksh ift Pull flywheel from crankshaft 13 Remove Gear Drive Plate and Flywheel Manual the tabs of the star washer and remove bolts securing drive plate and flywheel to the crankshaft Remove star washer Pull drive gear and flywheel from crankshaft 14 Remove Backplate Remove bolts and lock washers securing backplate to cylinder block and pull backplate from the cylinder block two locating dowels 15 Remove gasket from cylinder block face 16 Remove oil seal if damaged pressed fitTo View and Overhaul Examine the flywheel starter ring gear teeth for damage or wear and replace ring gear if required The fitting of a new ring requires special workshop equipment for heating the ring evenly to shrink it onto the flywheel With special workshop equip255ment available proceed as follows 17aPlace the flywheel in a suitable container of clean cold water and support the assembly in the container by positioning four metal blocks under the ring gear Arrange the flywheel assembly so that it is partly submerged in water with the ring gear uppermost The complete ring must be above the water line and ies recom255mended that the bottom face of the ring be approximately 14 in above water level Heat the ring gear evenly around its circumference using oxyacetylene welding equipment thus expanding the ring which will allow the flywheel to drop away from the ring gear Lift out the ring gear and completely dry it off bEnsure that the face of the flywheel and new ring gear are clean and free from burrs cHeat the new ring gear to the approximate temperature refer to General Data Fit the ring gear over tlle flywheel with the lead in on the teeth facing the front of the flywheel and allow the ring to cool at room temperature 18 Clean the face of the cylinder block crankshaft backplate flywheel housing and flywheel 19 Check that the two locating dowels in the cylinder block face are free from burrs NOTE The front plate must be removed to renew the chain vibration damper 9 Remove the timing chain tensioner Al5 10 Disconnect the throttle and stop controls and the throttle return spring from the injection pump 11 Disconnect the fuel feed and return pipes from the injection pump 12 Disconnect the high pressure pipes from the injection pump 13 Remove the lubricating oil feed pipe from the crankcase and injection pump chain wheel hub 14 Remove the front plate complete with injection pUTlp 15 Remove the cylinder side cover 16 Drain and remove the sump 17 Release the oil delivery pipe from the crankcase 18 Remove the dowel screw shown in Fig 5 and withdraw the oil pump and strainer 19 Remove the rocker cover 20 Remove the rocker shaft 21 Withdraw the pushrods 22 Lift out the tappets 23 Withdraw the camshaft 24 Refitting Reverse the procedure in 1 to 23 as necessary noting a Before tightening any of the front plate bolts fit all bolts which pass through the front plate into the cylinder block to ensure correct positioning of the front plate b Check the camshaft endfloat against the figure in Data c Check the chain wheel alignment see Datad Assemble the chain and chain wheels to their shafts with the timing marks as shown in Fig 4 225 e Release the chain tensioner slipper as shown in Fig 2 f Ensure that the crankshaft front oil seal is serviceable If necessary renew the seal using tools 18G 134 and 18G 134CR g Centralize the timing cover with tool 18G 3 h Refer to Data for torque wrench settings i Adjust the valve rocker clearance see DataJ Bleed the fuel system OIL PUMP CONNECTING RODS AND PISTONS Removing 1 Remove engine 2 Remove valve rocker shaft and tappets 3 Remove cylinder head 4 Remove the bigend caps 5 Withdraw the connecting rods and pistons upward 6 Refitting Reverse the procedure in 1 to 5 noting a The cylinder head gasket is marked to ensure correct fitting b Refer to Data for torque wrench settings c Fit the connecting rods with their offsets as in Fig6 using tool18G 55 A to compress the piston rings d Tighten the cylinder head nuts in the order shown in Fig 1 225 e Adjust the valve rocker clearance see Dataf Bleed the fuel system AdobeUCSAl4 Fig 3 1267Fig 5 CAMSHAFT AND FRONT PLATE Removing Fig 4 l r J I i I I Fig 6 1 Refer to II Timing Chain Chain Wheels and Chain Tensioner Step 1 through 12 2 Remove the oil thrower from the crankshaft 3 Retract the chain tensioner slipper as shown in Fig 2 4 Remove the camshaft nut using tool 18G 98A 5 Position the chain wheel marks as shown in Fig 3 6 Draw the three chain wheels and chain off their shafts 7 Remove the camshaft locating plate 8 Remove the alternator IF THE FRONT PLATE IS NOT TO BE REMOVED OMIT 9 AND 16 AdobeUCSAl3 NOTE The combustion chamber inserts are a loose fit in the cylinder head They must be refitted in their original positions because the cylinder head face is machined with the inserts installed 17 Refitting Reverse the procedure in 1 to 16 noting a The cylinder head gasket is marked to ensure correct fitting b Tighten the cylinder head nuts in the order shown in Fig 1 Torque 75 lb ft c Adjust the valve rocker clearance see Datad Bleed the fuel system TIMING CHAIN CHAIN WHEELS AND CHAIN TENSIONER Removing 1 Drain cooling system refer to Section D 2 Disconnect hoses to salt water pump Fig 2 3 Remove four bolts securing salt water pump housing to adapter plate 4 Remove drive tang between water pump and engine 5 Remove water pump adapter plate 6 Slacken alternator mounting and remove belt 7 Remove alternator 8 Remove the crankshaft nut using tool 18G 391 9 Withdraw the crankshaft pulley using tools 18G 231 and 18G 231B 10 Remove alternator mounting bracket and adjustment bracket 11 Remove the degree plate from the timing cover 12 Remove the timing cover 13 Remove the oil thrower from the crankshaft 14 Retract the chain tensioner slipper as shown in Fig 2 15 If the chain tensioner alone requires attention remove it now but if other com255ponents are to be removed leave the tensioner in position 16 Remove the camshaft nut using tool 13G 98A 17 Position the chain wheel marks as shown in Fig3 then remove the chain tensioner if it requires overhaul 18 Draw the three chain wheels and chain off their shafts 19 Refitting Reverse the procedure in 1 to 18 noting a Check and if necessary adjust the chain wheel alignment see Datab Assemble the chain wheels and chain to their shafts with the timing marks as shown in Fig 4 c Release the chain tensioner as shown in Fig2 d Ensure that the crankshaft front oil seal is serviceable If necessary renew the seal using tools 18G 134 and 18G 134CR e Centralize the timing cover using tool 18G 3 Al2 ENGINE Removing 1 Drain fresh water system refer to Cooling System 2 Pump lubrication oil from sump 3 Disconnect battery cables from engine 4 Disconnect electrical leads from terminals board 5 Disconnect fuel pipe clips and fuel pipe from lift pump 6 Disconnect exhaust pipe from exhaust manifolds 7 Disconnect stop control from injection pump lever 8 Disconnect throttle control from injection pump lever 9 Disconnect propeller shaft coupling from transmission coupling and move shaft back approximately four inches 1 O Remove engine VALVE ROCKER SHAFT AND TAPPETS Removing 1 Remove rocker cover 2 Release the rocker brackets from the cylinder head and lift off the rocker shaft assembly 3 Remove air intake manifold 4 Remove the cylinder side cover with oil separator 5 Withdraw the pushrods 6 Lift out the tappets Refitting Reverse the procedure in 1 through 6 noting 1 Check cylinder head nut Torque 75 refer to Section F Par 17bCylinder Head 2 Torque rocker bracket nuts 25 lb ft3 Adjust the valve rocker clearance refer to Page A30 Valve Rocker HEAD Removing 1 Drain cooling system refer to Section D2 Disconnect exhaust pipe from manifold 3 Disconnect stop control from injection pump lever 4 Disconnect throttle control from injection pump lever 5 Disconnect electrical lead from temperature sender 6 Disconnect hose from thermostat housing 7 Disconnect hose from expansion tank to heat exchanger 8 Remove fuel pipes from fuel filter 9 Remove high pressure pipes from injection pump and injectors 1 O Remove fuel return lines from each injector 11 Disconnect electrical leads from the heater plugs 12 Remove rocker cover 13 Remove rocker shaft assembly and withdraw the push rods 14 Remove combination exhaust manifold expansion tank and air intake manifold 15 Remove the cylinder head nuts using tool 18 G 545 to remove the two which also serve as rocker cover studs 16 Lift off the cylinder head and pushrod positioning plate 267267 267 1 267 267 j I i 267 i 267 I I I 267 267 267 i i I j 267 I I i i j No 1 2 Description Rocker shaft Plain plug for shaft 3 Screwed plug for shaft 4 Rocker bracket plain5 Rocker bracket tapped6 Locating screw for shaft 7 Lock washer 8 Plain washer 9 Spring washer 10 Nut 11 Valve rocker 12 Bush for rocker 13 Adjusting screw for rocker 14 Locknut 15 Distance piece centre16 Distance piece end17 Spacing spring 18 Spring washer 19 Plain washer 20 Split pin 21 Valve guide inlet22 Valve inlet23 Valve guide exhaust24 Valve exhaust25 Circlip for valve cotter 26 Valve cotter 27 28 29 Valve spring cup Oil seal for valve Valve spring inner30 Valve spring outer31 Valve spring collar 32 Pushrod 33 Tappet 34 Camshaft KEY TO INTERNAL COMPONENTS No Description 35 Key for camshaft 36 Locati ng plate for camshaft 37 Spring washer 38 Bolt for locating plate 39 Camshaft chainwheel 40 Lock washer 41 Nut for camshaft 42 Timing chain 43 Vibration damper for chain 44 Shim for timing cover centre boss 45 Screw for damper 46 Nut 47 Lock washer 48 Tensioner for chain 49 Gasket for tensioner 50 Bolt for tensioner 51 Lock washer 52 Hub for injection pump chain wheel 53 Gasket for hub 54 Bearing for chain wheel 55 Injection pump chain wheel 56 Internal circlip for driving flange 57 Injection pump driving flange 58 Washer for flange 59 Bolt for flange 60 Oil feed pipe for hub 61 Banjo bolt 62 Washer for banjo 63 Injection timing pointer 64 Plain washer 65 Spring washer 66 Bolt for pointer 67 Nut for crankshaft 68 Lock washer No Description I 69 Crankshaft pulley 70 Oil thrower 71 Crankshaft chain wheel n Adjusting shim for chain wheel 73 Key for crankshaft 74 Cran kshaft 75 Connecting rod and cap Nos 2 and 476 Connecting rod and cap Nos 1 and 377 Little end bush 78 Bigend bearing 79 Bigend bolt 80 Lock washer 81 Circlip 82 Gudgeon pin 83 Piston 84 Compression ring 85 Stepped scraper ring 86 Slotted oil control ring 87 Flywheel 88 Starter ring 89 Dowel 90 Bearing for primary shaft 91 Lock washer n Bolt for flywheel 93 Shaft for oil pump 94 Key for shaft 95 Bolt for oil pump 96 Spring washer 97 Oil pump body 98 Oil pump rotors 99 Oil pump cover 100 Oil strainer 101 Gasket for strainer 102 Oil delivery pipe t g AdobeUCS o 19260 17 201918 8 84 85 82 81 83 86 92 62 J I 76 I 225 I 1 60 I I 71 n I f J 70 75 225 225 80 102 I 225 10 I I 79 100 I I I I I I I I t ss AdobeUCS 225225225 I 225 267 267 267 i 1 i i j i KEY TO EXTERNAL COMPONENTS f 267 i f No Description No Description No Description I i 1 Water outlet 23 Crankshaft front oil seal 45 Oil pump locating screw i i 2 Gasket 24 Degree plate 46 Cylinder side cover I I I 3 Thermostat 25 Oil separator 47 Gasket I i 4 Heat shield for injector 26 Gasket 48 Combustion chamber insert 5 Washer 27 Sump drain plug 49 Manifold gasket i 6 Cylinder head 28 Washer 50 Exhaust manifold f f I I 1 j I I I i I I i 1 I I i I i I 7 Gasket 8 Cylinder block 9 Oil dipstick 10 Dipstick tube 11 Plug for oil pressure relief valve 12 Washer 13 Spring 14 Oil pressure relief valve 15 Front plate 16 Gasket 17 Bolt for injection pump 18 Lock washer for front plate bolts 19 Timing cover 20 Gasket 21 Injection pump chain wheel cover 22 Gasket 1111 II II11I1 1 I I 11111111111 I IIIIII1IIII lit III1I 1 1 I I I 225225225225 1111 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 Sump 51 Manifold stud Gasket 52 Inlet manifold Sealing plug for front and rear main bearing caps 53 Yoke for manifold Main bearing bolt 54 Washer Front main bearing cap 55 Nut Centre main bearing cap 56 Gasket for flywheel housing Rear main bearing cap 57 Flywheel housing Sealing strip for rear main bearing cap 58 Crankshaft rear oil seal Main bearings 59 Ventilation cover for flywheel housing Crankshaft thrust washers 60 Top gasket for flywheel housing Water drain tap 61 Washer Camshaft bearing front62 Cylinder head nut Camshaft bearing centre63 Cylinder head nut and rocker cover stud Camshaft bearing rear64 Push rod locating plate Cap nut 65 Gasket Washer 66 Rocker cover 6 AdobeUCS 11111111111111 225225 111 225225 1111 II 225225225225 225225225225 111 1111111111 EXTERNAL COMPONENTS ife ilfllii1 L 66 267267267267 267 267267267267 267 267l 57 j I 1 II 1 1112251 111111 111111 1 1 I I 225225225 I 225225 I 11111 1 1 III I II I 225225 AdobeUCSTorque Wrench Setting Cylinder head nuts Manifold Nuts Rocker bracket nuts Big End bolts Flywheel bolts Main bearing bolts 75 lb ft 1 0 37 Kg m221b ft 304 Kg m25 lb ft 346 Kg m50 lb ft 69 Kg m50 lb ft 69 Kg m100 lb ft 1382 Kg mA7 A6 MODEL TYPE Number of cylinders Bore and Stroke Piston Displacement Compression Ratio Torque Continuous Rating Intermittent Rating Engine Weight dryOil Pressure Idling Norma I Runn i ng Oil Capacity including Order Rotation EngineCooling Capacity Angle of Installation maxCamshaft end float Method of adjustment Chain wheel alignment tAethod of adjustment Valve Rocker Clearance coldGENERAL DATA Westerbeke 60 Indirect injection Four Vertical 350 in 89 mmx 400 in 1016 mm1542 in 3 2520 cm31951 1144 lb ft 1581 Kgm 2000 RPM 53 Hp at 2500 RPM 60 Hp at 3000 RPM 750 Ibs approximately with direct dri ve 15Ibsq in 105 Kgcm250 Ibsq in 352 Kgcm27 quarts 1 3 4 2 AntiClockwise viewed from flywheel end 12 quarts 15 degrees 003 to 006 In 076 to 152 mmRenew locating plate Crankshaft and camshaft chain wheel teeth faces in line Injection pump chain wheel self aligning Shims behind crank shaft chain wheel Inlet 012 in 30 mmExhaust 015 in 38 mm Valve TIming with 021 in 53 mmrocker clearance Inlet Valve Exhaust Valve open SO BTDC 600 BBDC closes 400 ABDC SO ATDC LUBRICA TION SYSTEM A full pressure wet sump system is employed The eccentricrotor type pressure pump is located within the engine crankcase and driven by helical gears from the camshaft The pump has a delivery of 2 gall min 9 1 litresat 1000 revmin of engine speed and provides a maximum pressure con255trolled by a relief valve of 50 lbf in2 3 62 kgf cm2to all moving parts Oil is drawn through a gauze strainer in the sump and before entering the system passes through a detachable external filter of the full flow type It is then fed to the main bigend cam255shaft and smallend bearings A re255stricted oil supply is fed to the valve rockers via the hollow rocker shaft and the returning oil lubricates valve caps pushrod ends and tappets AS FUEL INJECTION EQUIPMENT A fuel injection pump incorporating an allspeed mechanical governor is fitted The pump is driven at halfengine speed from stable idling at approximately 500 rev min to 3500 revmin The diaphragmtype lift pump which incorporates a hand priming device is mechanically oper255ated from the engine camshaft and provides fuel to the injection pump under constant pressure Each injec255tor is fitted with a Pintauxtype nozzle and injects at a pressure of 135 atmos 1389 kgfcm21984 psiLJ LJ 255AdobeUCSA4 DESCRIPTION This high efficiency naturally aspi255rated diesel engine is a wellproved power unit of advanced design and the very latest results of research in diesel engineering tech255niques Favorable high ratio with outstanding reliability and the greatest economy in operation are marked features of the engine The Westerbeke 60 engine is robustly constructed and manufactured to exacting production standards for withstanding the most arduous duties inherent Westerbeke qualities which play an important role in reducing routine attention and maintenance to a minimum while at the same time ap255preciably extending intervals between major overhauls Outstanding features of the design include monobloc construction a forged alloysteel crankshaft with Tuftride treated bearing journals and the Ricardo Comet Mk VB spheri255cal antichamber combustion system CYLINDER BLOCK AND CRANKCASE Special cast iron monobloc casting pro255vided with adequate ribs and wide joint flanges giving a light construction with maximum rigidity Large capacity water jackets are cast around each bore There is a closed circuit breath255ing system fitted CYLINDER HEAD Manufactured from special cast iron and secured by twentyfive 716 in 111 mmdiameter high tensile steel studs to the cylinder block Combus255tion chambers of Ricardo Comet design are incorporated and renewable valve guides are fitted CRANKSHAFT Special alloy steel forging with Tuftride hardened bearing journals The shaft which is fully by design and also dynamically and statically balanced is carried in three steellined reticular tin aluminum shell bearings 2478 in 6294 mmdiameter giving a total area of 10424 in2 67 24 cm CONNECTING RODS I section heattreated alloy steel stampings The bigends are fitted with steelbacked leadindium thin shell bearings 2248 in 5707 mmdiameter and the small ends with steelbacked leadbronze alloy bushes 1 125 in 2858 mmdiameter Total bigend bearing projected area 8 720 in2 56 26 cm2PISTONS Anodized aluminum alloy with solid skirt Each piston has one chrome255faced compression ring one taper255faced compression ring one stepped scraper ring and one slotted oil con255trol ring The fullyfloating gudgeon pins 1 125 in 28 58 mmdiameter are located laterally by circlips VALVE GEAR Overhead poppettype valves are operated by means of flatfaced piston255type tappets and pushrods from the camshaft which is situated in the engine casing and adjacent to the crankshaft The inlet valves are manufactured from silicon chromium steel and the exhaust valves from nickel chromium manganese steel Double coil springs are fitted to each valve CAMSHAFT Steel forging with casehardened inte255gral cams and supported in three steelbacked white metal bearings TIMING GEAR The camshaft and fuel injection pump are chain driven from the crankshaft Slipper and tensioner units are fitted to ensure smooth working of the timing gear AdobeUCS1 i ENGINE OVERHAUL The following sections contain detailed information relating to the proper operat255ing of the major components and systems in the engine In255cluded are disassembly rework and reas255sembly instructions for the guidance of suitably equipped and staffed marine engine service and rebuilding facilities The necessary procedures should be undertaken only by such facilities Additional operating are included in the Operation Section of this manual Any replacements should be made only with genuine Westerbeke parts Al 22 YOUR NOTES 21 LUBRICATING OILS Lubricating oils are available for Westerbeke Diesel engines which offer an improved standard of performance to meet the requirements of modern operating conditions such as sustained high speeds and temperatures These oils meet the requirements of the U S Ordnance Specification MILL2l04B API Service CCAny other oils which also conform to these specifications but are not listed here are of course also suitable COMPANY American Oil Co BP Canada Limited Chevron Oil Co Cities Service Oil Co Continental Oil Co Gulf Oil Corporation Mobile Oil Company Shell Oil Company Sun Oil Company Texaco Inc BRAND American Supermil Motor Oil BP Vanellus BP Vanellus RPM DELO MultiService Oil CITGO Extra Range CONOCO TRACON OIL Gulflube Motor Oil XHD Delvac 1200 Series Shell Rotella TOil Subfleet MILB Ursa Oil Extra Duty SAE DESIGNATION OO450F 45080oF OVER 800F lOW lOW 10W30 lOW lOW lOW lOW 1210 lOW lOW lOW 20W20 20W20 lOW30 20W20 20W20 20W20 20W20 1220 20W20 20W20 20W20 30 30 lOW3D 30 30 30 30 1230 30 30 30 20 CAUTION The use of different brands of lubricating oils during oil changes has been known to cause extensive oil sludg255ing and may in many instances cause com255plete oil starvation 6 Start engine and run for 3 or 4 minutes Stop engine and check oil filter gasket for leaks Check oil sump level This is important as it may be necessary to add oil to com255pensate for the oil that is required to fill the engines internal oil passages and oil filter Add oil as necessary Change oil in transmission Use SAE 30 High Detergent Lubricating Oil Service DG DM or DS Do not overfill See note below IMPORTANT NOTE IT IS MANDATORY THAT THE CHECKS 3 4 5 AND 6 BE ATTENDED TO WHEN TOTAL OPERATING TIME REACHES 150 HOURS IN SOME INSTANCES THIS TOTAL IS REACHED BEFORE END OF SEASON 7 Clean Air Filter The time period for replacing the air filter depends on operating conditions therefore under extremely dirty conditions the season255al frequency should be increased The correct time periods for replacing the filter will greatly assist in reducing bore wear thereby extending the life of the engine 8 Check engine for loose bolts nuts etc 9 Check sea water pump for leaks 10 Wash primary filter bowl and screen If filter bowl contains water or sedi255ment filter bowl and secondary oil fuel filter need to be cleaned more frequently 11 Replace secondary fuel filter element 12 Replace air filter END OF SEASON SERVICE 1 Drain fresh water cooling system by re255moving the surge tank pressure cap and opening all water system petcocks 2 Remove zinc rod usually located in heat exchangerand 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 3 Fill fresh water cooling system with antifreeze of a reputable make Refer to Cold Weather Precautions4 Start engine When temperature gauge indicates 1750F shut engine down and drain lubricating oil Remove and re255place filter Fill sump with High De255tergent Lubricating Oil 5 Remove air filter Carefully seal air intake opening with waterproofed adhes255ive tape or some other suitable medium 6 Seal the exhaust outlet at the most ac255cessible location as close to the en255gine as possible 7 Remove injectors and spray oil into cylinders 8 Replace injectors with new sealing washer under each injector Turn engine slowly over compression 9 Top off fuel tank completely so that no air space remains thereby preventing water formation by condensation 10 Leave fuel system full of fuel 11 Change fuel filters before putting the engine back in service 12 Wipe engine with a coat of oil or grease 13 Change oil in transmission 14 Disconnect battery and store in fully charged condition Before storing the battery the battery terminals and cable connectors should be treated to prevent corrosion Recharge battery every 30 days 15 Check alignment MAINTENANCE PERIODIC ATTENTION After you have taken delivery of your engine it is important that you make the following checks right after the first fifty hours of its operation FIFTY 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 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 in255spect water level 7 Check for loose fittings clamps connections nuts bolts vee belt tensions etc Pay particular atten255tion to loose engine mount fittings These could cause misalignment DAILY CHECKOUT Do the following 1 Check sea water strainer if one has been installed 2 Check water level in cooling system 3 Check lubricating oil level in sump Fill to highest mark on dipstick 4 Turn down grease cup on water pump if used one full turn 5 Check lubricating oil level in Fill to highest mark on dipstick SEASONAL CHECKOUT MORE OFTEN IF POSSIBLEDo the following 1 Check generator or alternator V belt for tension 2 Check water level in battery 3 Cqange oil in sump Oil may be sucked out of sump by attaching a suction hose 38 IDover the out255side of the oil sump pipe located aft of the dipstick Figure 1 See Note next page 4 Replace lubricating oil 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 19 FIGURE 1 FIGURE 2 AdobeUCS18 YOUR NOTES TEN MUST RULES IMPORTANT IMPORTANT IMPORTANT for your safety and your engines dependability ALWAYS 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 and refill with water before starting out 5 Investigate any oil leaks immediately NEVER 6 Race the engine in neutral 7 Run the engine unless the gauge shows proper oil pressure 8 Break the fuel pump seals 9 Use cotton waste or fluffy cloth for cleaning or store fuel in a galvanized container 10 Subject the engine to prolonged overloading or continue to run it if black smoke comes from the exhaust 17 16 gine can be warmed up with the clutch in neutral at 1000 rpm Warming up with clutch in neutral takes longer and tends to overheat the transmission if partial engagement occurs which can be detected by propeller shaft rotation 7 Reverse Operation Always reduce en255gine to idle speed when shifting gears However when the transmission is en255gaged it will carry full engine load NOTE The SAO transmission requires that when backing down the shift lever must be held in the reverse position since it has no positive overcenter locking mechanism STOPPING ENGINE 1 Position shift lever in neutral 2 Move throttle lever to idle position 3 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 to dissipate heat gradually before shutdown OPERATING PRECAUTIONS 1 Never run engine for extended periods when excessive overheating occurs as extensive internal damage can be caused 2 DO NOT put cold water in an overheated engine It can crack cylinder head block or manifold 3 Keep intake silencer free from lint etc 4 Do not run engine at high RPM without clutch engaged 5 Never Race a Cold Engine as internal damage can occur due to inadequate oil circulation 6 Keep the engine and accessories clean 7 Keep the fuel clean Handle it with extreme care because water and dirt in fuel cause more trouble and service 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 re255quired for priming 9 Do not be alarmed if temperature gauges show a high reading following a sudden stop after engine has been operating at full load This is caused by the release of residual heat from the heavy metal masses near the combustion chamber Prevention for this is to run engine at idle for a short period before stopping it High temperature reading after a stop does not neces255sarily signal alarm against restarting If there is no functional difficulty temperatures will quickly return to normal when engine is operating Do be careful to check with the engine parts list regarding whether the engine requires injector seating washers or not Additionally spare banjo bolts and washers for back leak pipes and low pres255sure pipes are handy things to have when a joint starts leaking Remember no equip255ment ever breaks down when it is station255ary in port Breakdowns and trouble occur when the equipment is working and that means at sea Do not forget the tools Always carry the correct spanners for the job hammers and adjustable wrenches may be all right in some locations but please not around your fuel injection equipment on your craft HINTS AND TIPS It is essential to stress the need for absolute cleanliness of the fuel at all times This requirement also extends to methods of operating and servic255ing the equipment and to precautions about refueling A useful hint when changing filter ele255ments is to obtain a polythene bag large enough and strong enough to hold the filter element and put this around the element and filter head before unscrewing the center bolt Undo the center bolt and allow ele255ment oil and base all to go into the bag Then empty the bag into a bowl or container large enough for the contents to be separ255ated and the base and sealing rings recov255ered if required Granulated pieces of substance familiar to all cat owners who live in apartments and sold for use in cat litter boxes is ideal for soaking up diesel fuel spilled when venting or removing pipe lines Put the material down before working on the system Barrier creams of the oildefying kind are useful and make life much easier when removing the grime from hands Put on the cream before the job is tackled and then dirt grease and cream are removed together when the job is completed In the majority of fueling installations fuel will be supplied through a hose always wipe the pump nozzle with a clean nonfluffy piece of cloth before use None of those grubby old swabs please they will do far more harm than good If you spill any fuel on tank deck or fittings wipe it off right away Diesel fuel oil does not evaporate as does gasoline and if left will gather dirt and grit will track everywhere and keep on smelling Be careful where you put down the fuel tank cap when refueling see that it doesnt pick up dirt or grit this is how quite a lot of dirt gets into the tank 15 Avoid dubious sources of fuel Job lots of unknown origin are not always the bargain they appear to be and fuel inject255ion equipment is expensive to renew when damaged WHEN ENGINE STARTS 1 Check Oil Pressure immediately Normal oil pressure is approximately 50 psi at operating speeds 15 psi when idling Extremely hot engine2 Check Sea Water Flow Look for water at exhaust outlet Do this without delay 3 Recheck Crankcase Oil After the en255gine has run for 3 or 4 minutes subse255quent to an oil change or new stop the engine and check the crankcase oil level This is import255ant as it may be necessary to add oil to compensate for the oil that is re255quired to fill the engines internal oil passages and oil filter Add oil as necessary Check oil level each day of operation 4 Recheck Transmission Oil Level This applies only subsequent to an oil change or a new installationIn such a case stop the engine after running for sev255eral minutes at 800 rpm with one shift into forward and one into reverse then add oil as necessary Check oil level each day of operation 5 Recheck Expansion Tank Water Level if engine is fresh water cooled This applies after cooling system has been drained or filled for the first timeStop engine after it has reached oper255ating temperature of l750F and add water to within one inch of top of tank WARNING The system is pressurized when overheated and the pressure must be re255leased gradually if the filler cap is to be removed It is advisable to protect the hands against escaping steam and turn the cap slowly until the resistance of the safety stops is felt Leave the cap in this position until all pressure is released Press the cap down255wards against the spring to clear the safety stops and continue turning until it can be lifted off 6 Warmup Instructions As soon as pos255sible get the boat underway but at re255duced speed until water temp gauge indicates l30lS0oF It necessary en14 Fig 1 for mechanically governed and Fig 2 for hydraulically governed pumps I y l I I Fig 2 If the fuel system is fitted with a fuel feed pump slacken both the filter bleed screw A and the injection pump fuel inlet union B and operate the hand priming lever of the feed pump until fuel free from air issues from both the vents Tighten both the vent connections In a gravity fed fuel system turn on the fuel and carry out the same procedure with the bleed screw and fuel inlet Slacken the vent valve fitted to one of the two hydraulic head locking screws c and the bleed screw D on the governor housing Operate the hand priming lever of the feed pump until fuel free from air bubbles issues from the vent c and then tighten this bleed screw NOTE The space within the governor hous255ing vented by screw Dis normally filled and its contents lubricated by fuel oil backleaked from the pump plungers the pump rotor and the ad255vance device if fitted This is the normal way in which this space becomes filled with oil and this can naturally take a long time at feed pump pressures However if the reason that the pump is being vented is because a pipe line or in255jector or filter element has been changed or serviced or the system has run out of fuel then the governor housing will still be filled with fuel oil and bleeding by means of the hand priming lever of the feed pump will suffice In this event close the governor bleed screw D as sOon as fuel free from air issues from the vent If however a new pump has been fitted to the system then its governor housing will most likely be empty of fuel oil and bleeding proceeds as follows 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 pos255ition and turn the engine until fuel free from air flows from the unions Then re255tighten 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 develop RECOMMENDED SPARES Owners are often in doubt as to the amount of fuel injection equipment spares to carry A great deal depends upon the use of the craft and its location General coastal use in areas is one thing but voyaging up the Amazon delta for example would be quite different and would require a spares kit Generally speaking the average boat owner is within relatively easy reach of service centers and requires spares only as insurance against breakdown and for general servicing within the scope of the owner or crew A suitable kit for such a purpose would consist of a replacement filter element and a set of sealing and 0 rings for each filter Spare bleed screws for pumps and filters are also required for screws are easily lost or damaged in a boat when bleed255ing the system A full set of high pressure injection pipes should also be carried for a fractured or cracked pipe could occur at any time and no patching is possible with these pipes The correct set of pipes can be obtained from the engine manufacturers agent or service center and will be supplied already bent to shape and cleaned intern255ally with both ends plugged against the entry of dirt They will be supplied pack255ed as a set and it is important to keep them this way until required for use It is vitally important that the internal sur255face of the pipe is kept scrupulously clean until fitted to the engine A spare set of fuel injectors of the right type and correctly set for the par255ticular engine together with a set of the correct seating washers will not only en255able defective injectors to be changed when required but will also permit engine use while one set is away being serviced OPERATION 13 PREPARATION FOR FIRST START The engine is shipped dry with lub255ricating oil drained from the crankcase and transmission Therefore be sure to follow these recommended procedures care255fully before starting the engine for the first time 1 Remove oil filler cap and fill oil sump with heavy duty diesel lubricating oil to the highest mark on the dipstick See table under Maintenance for an ap255proved lubricating oil Do not over255fill Select an approved grade from the listing and continue to use it 2 If the Reverse Gear has a manual clutch fill to the highest mark on the dip255stick with SAE 30 lubricating oil You may use the same oil as in the en255gine If Reverse Gear is hydraulic fill to the highest mark on the dipstick with type A Hydraulic fluid Do not over255fill 3 Fill fresh water cooling system only after opening all petcocks and plugs until all entrapped air is expelled On fresh water cooled engines fill the fresh water cooling system with fresh clean water andor antifreeze solution see Cold Weather precautions in Main255tenance SectionUse a 5050 antifreeze solution if cold weather is to be experienced Fill surge tank to within one inch of the top Check this level after engine has run for a few minutes If trapped air is released the water level may have dropped If so refill tank to within one inch of top and replace filler cap 4 Ensure battery water level is at least 38 above the battery plates and bat255tery 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 recom255mended The use of No 1 is permissible but No 2 is preferred because of its higher lubricant content NOTE If there is no filter in the filler of the fuel tank the recommended proced255ure is to pour the fuel through a funnel of 200 mesh wire screen 6 Fill grease cup on water pump if pres255ent with a good grade of water pump grease BLEEDING THE SYSTEM The fuel injection system of a compres255sion ignition engine depends upon very high fuel pressure during the injection stroke to function correctly Relatively tiny movements of the pumping plungers pro255duce this pressure and if any air is pres255ent inside the high pressure line then this air acts as a cushion and prevents the correct pressure and therefore fuel injec255tion from being achieved In consequence it is essential that all air is bled from the system whenever any part of the system has been opened for repair or Running out of fuel is a misfortune that also necessitates complete bleeding of the system before the engine can be restarted The following instructions for fuel system bleeding apply to typical systems using inline DPA pumps shown in Figs1 and 2Before priming and bleeding insure that the outside of the bleed screws and surrounding area is thoroughly clean to prevent dirt and foreign matter entering the system DPA DISTRIBUTOR PUMPS The following prim255ing and venting sequence is applicable to both mechanically and hydraulically govern255ed DPA pumps The only difference is the physical location on the pump of the gov255ernor bleed screw D and this is indi255cated in the appropriate illustration Fig 1 AdobeUCS12 plied especially those relating to fuse cicuit breaker requirements Starter batteries should be located as close to the engine as possible to avoid voltage drop through long leads It is bad practice to use the starter batteries for other services unless they require low amperage or are intermittent In cases where there are substantial loads from lights refrigerators radios depth sounders etcit is essential to have a complete separate system and to provide charging current for this by means of a second alternator or alternator output splitter Starter batteries must be of a type which permits a high rate of discharge Diesel follow the recommended wire sizes shown in the wiring diagrams Plan installation so the battery is close to engine and use the following cable sizes 111 for distances up to 8 feet 1110 for distances up to 10 feet 20 for distances up to 13 feet 1130 for distances up to 16 feet MECHANICAL CONTROLS The recommended practice is to have the stoprun lever loaded to the run position and controlled by a sheathed cable to a pushpull knob at the pilot station The throttle lever should be connected to a Morse type lever at the pilot station by a sheathed cable The transmission control lever may be connected to the pilot station by a flex255ible sheathed cable and controlled by a Morse type lever The singlelever type gives clutch and throttle control with full throttle range in neutral position The twolever type provides clutch control with one lever and throttle control with the other Any bends in the control cables should be gradual End sections at engine and transmission must be securely mounted After linkages are completed check the installation for full travel making sure that when the transmission control lever at the pilot station is in forward neutral and reverse the control lever on the transmission is on the respective detent Check the throttle control lever and the stoprun lever on the fuel injec255tion pump for full travel any case use a section of flexible hose that will not collapse under suction be255tween the hull inlet and engine and between the outlet and the exhaust system This takes up vibration and permits the engine to be moved slightly when its being re255aligned Do not use street elbows in suction piping All pipe and fittings should be of bronze Use sealing compound at all connections to prevent air leaks The neoprene impeller in the sea rawwater pump should never be run dry FUEL TANK AND FILTERS Fuel tanks may be of fiberglass monel aluminum plain steel or terne plate If made of fiberglass be certain that the interior is gel coated to prevent fibers from contaminating the fuel system Copper or galvanized fuel tanks should not be used It is not necessary to mount the tank above the engine level as the fuel lift pump provided will raise the fuel from the tank The amount of lift should be kept minimum 6 feet being maximumIf a tank is already installed above engine level it can be utilized in this position Great care should be taken to ensure that the fuel system is correctly installed so that air255locks are eliminated and precautions taken against dirt and water entering the fuel A primary fuel filter of the water col255lecting type should be installed between the fuel tank and the fuel lift pump A recommended type is available from the list of accessories The secondary fuel filter is fitted on the engine between the fuel lift pump and the injection pump and has a replaceable element As the fuel lift pump has a capacity in excess of that required by the injection pump the overflow is piped to the fuel tank and should be connected to the top of the tank or as near the top as possible To insure satisfactory operation a diesel engine must have a dependable sup255ply of clean diesel fuel For this reason cleanliness and care are especially im255portant at the time when the fuel tank is installed because dirt left anywhere in the fuel lines or tank will certainly cause fouling of the injector nozzles when the engine is started for the first time FUEL PIPING We recommended copper tubing together with suitable fittings both for the supply line and the return line Run the tubing in the longest pieces obtainable to avoid 11 the use of unnecessary fittings and con255nectors The shut off valve in the line between the fuel tank and engine should be of the fuel oil type and it is important that all joints be free of pressure leaks Keep fuel lines as far as possible from exhaust pipe for minimum temperature to eliminate vapor locks The fuel piping leading from the tank to the engine compartment should always be securely anchored to prevent chafing Usually the copper tubing is secured by means of copper straps The final connection to the engine should be through flexible rubber hoses ELECTRIC PANEL The Westerbeke allelectric panel util255izes an electronic tachometer with a builtin hour meter Tachometer cables are no longer required except for the Skipper mechanical panel Mounted on the panel are an ammeter water temperature gauge and oil pressure gage Each instru255ment is lighted The allelectric panel is isolated from ground and may be mounted where visible It is normally prewired WESTERBEKE ALLELECTRIC PANEL SKIPPER MECHANICAL TACH PANEL ELECTRICAL EQUIPMENT Most Westerbeke engines are supplied prewired and with plugin connectors Never make or break connections while the engine is running Carefully follow all instructions on the wiring diagram sup10 cause rapid deterioration Galvanized iron fittings and galvanized iron pipe is recommended for the exhaust line The ex255haust line must be at least as large as the engine exhaust manifold flange and be increased in size if there is an especial255ly long run andor many elbows It should be increased by 12 in I D for every 10 feet beyond the first 10 feet EXHAUST SYSTEM WITH WATER JACKETED STANDPIPE To insure vibration doesnt transmit to hull use a flexible section preferably of stainless steel no less than 12 overall threaded at each end and installed as close to the engine as possible This flexible section should be installed with no bends and covered with insulating mater255ial The exhaust pipe should be properly supported by brackets to eliminate any strain on the manifold flange studs Many installations use flexible rubber exhaust hose for the water cooled section of the exhaust line because of the ease of and flexibility Provide adequate 134 00 01000 1112 010 ER PN 11311 00 5318 WATER LIFT EXHAUST SYSTEM WITH HYDROHUSH MUFFLER support for the rubber hose to prevent sagging bending and formation of water pockets Always arrange that water discharge into the rubber hose section is behind a riser or sufficiently below the exhaust flange so that water cannot possibly flow back into the engine Also make sure that 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 075 Max PSI 112 Mercury Checking The Back Pressure 1 Exhaust pipe flange 2 Exhaust line Water Column 1912 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 lines can be copper tubing or wirewound reinforced rubber hose In AdobeUCSment at frequent intervals and to correct any errors when they may appear Misalignment between the engine and the propeller shaft is the cause of troubles which are blamed often on other causes It will create excessive bearing wear rapid shaft wear and will in many cases reduce the life of the hull by loosening the hull fastenings A bent propeller shaft will have exactly the same effect and it is therefore necessary that the propeller shaft itself be perfectly straight One particularly annoying result of may be leakage of transmission oil through the rear oil seal Check to make sure that alignment is within the limits prescribed The engine should be moved around on the bed and supported on the screwjacks or shims until the two halves of the coup255lings can be brought together without using force and so that the flanges meet evenly all around It is best not to drill the foundation for the foundation bolts until the approximate alignment has been accu255rately determined Never attempt a final alignment with the boat on land The boat should be in the water and have had an opportunity to assume its final water form It is best to do the alignment with the fuel and water tank about half full and all the usual equipment on board and after the main mast has been stepped and final rig255ging has been accomplished Take plenty of time in making this alignment and do not be satisfied with anything less than perfect results The alignment is correct when the shaft can be slipped backwards and forward into the counterbore very easily and when a feeler gauge indicates that the flanges come exactly together at all points The two halves of the propeller coupling should be parallel within 0002 inches AI 9 In making the final check for alignment the engine half coupling should be held in one position and the alignment with the propeller coupling tested with the propeller coupling in each of four positions rotated 900 between each position This test will also check whether the propeller half coup255ling is in exact alignment on its shaft Then keeping the propeller coupling in one position the alignment should be checked rotating the engine half coupling to full position each 900 from the next one The engine alignment should be rechecked after the boat has been in service for one to three weeks and if necessary the alignment remade It will usually be found that the engine is no longer in alignment This in not because the work was improperly done at first but because the boat has taken some time to take its final shape and the engine bed and engine stringers have probably absorbed some moisture It may even be necessary to re255align at a further period The coupling should always be opened up and the bolts removed whenever the boat is hauled out or moved from the land to the water and during storage in a cradle The flexibility of the boat often puts a very severe strain on the shaft or the coupling or both when it is being moved In some cases the shaft has actually been bent by these strains This does not apply to small boats that are hauled out of the water when not in use unless they are dry for a considerable time EXHAUST SYSTEM Exhaust line installations vary and each must be designed for the particular job The general requirements are to provide an outlet line with a mini255mum of restrictions and arranged so that sea water rain water or condensation cannot get back into the engine There 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 Avqid any depres255sion or trough to the line which would fill with water and obstruct the flow of exhaust gas Also avoid any sharp bends Brass or copper is not acceptable for wet exhaust systems as the combination of salt water and diesel exhaust gas will AdobeUCS8 FOUNDATION FOR ENGINE A good engine bed contributes much toward the satisfactory operation of the engine The engine bed must be of rigid construction and neither deflect nor twist when subjected to the engine weight or the position the boat may have to take under the effects of rough seas The bed must keep the engine within one or two thous255andths of an inch of this position at all times It has to withstand the forward push of the propeller which is applied to the propeller shaft to the thrust washer bearing in the engine and finally to the engine bolts and engine bed In fiberglas hulls we recommend that similar wooden stringers as in wooden hulls be formed and fitted then glassed to the hull securely This allows hanger bolts to be installed firmly in wood thus reducing noise and transmitted vibration The temptation to install the engine on a pair of fiberglas angle irons should be resisted Such construction will allow engine vibrations to pass through to the hull Flexible mounts require a firm foundation against which to react if they are to do their job When possible follow bed design A and avoid bed design B GOOD A PROPELLER COUPLING Each Westerbeke Diesel engine is regu255larly fitted with a suitable coupling for connecting the propeller shaft to the engine The coupling must not only transmit the power of the engine to turn the shaft but must also transmit the thrust either ahead or astern from the shaft to the thrust bearing which is built into the reduction gear housing of the engine This coupling is very carefully machined for accurate fit For all engine models a propeller bored to shaft size for the specific order is supplied The coupling either has a keyway with set screws or is of the clamping type The forward end of the propeller shaft has a long straight keyway Any burrs should be removed from the shaft end The coupling should be a light drive fit on the shaft and the shaft should not have to be scraped down or filed in order to get a fit It is important that the key be properly fitted both to the shaft and the coupling The key should fit the side of the keyway very closely but should not touch the top of the keyway in the hub of the coupling If it seems difficult to drive the coupling over the shaft the coupling can be expanded by heating in a pail of boil255ing water The face of the propeller coupling must be exactly perpendicular to the centerline or axis of the propeller shaft PROPELLER The type and size of propeller varies with the gear ratio and must be selected to fit the application based upon boat tests To utilize the full power of the engine and to achieve ideal loading con255ditions it is desirable to use a propel255ler 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 7 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 en255gines However the following outline of general procedure is included because it is valuable in explaining the functions of each component the reasons why the precautions to be watched and the relationship of the installation to the operation of the engine There are details of the installation which should have a periodic check and of which the operator should have a thorough understanding to insure good operating conditions for the engine and correct procedure for its servicing INSPECTION OF EQUIPMENT The engine is shipped from the factory mounted securely and properly crated Ac255cessory equipment is shipped in a separate small box usually packed with the engine crate Before accepting shipment from the transportation company the crate should be opened and an inspection made for con255cealed damage If either visible or con255cealed damage is noted you should require the delivering agent to sign Received in damaged condition Also check contents of the shipment against the packing list and make sure note is made of any This is your protection against loss or damage Claims for loss or damage must be made to the carrier not to J H Westerbeke Corporation RIGGING AND LIFTING The engine is fitted with lifting rings Rope or chain slings should be at255tached to the rings and the engine lifted by means of tackle attached to this sling The lifting rings have been designed to carry the full weight of the engine therefore auxiliary slings are not re255quired or desired CAUTION Slings must not be so short as to place the engine lifting eyes in sig255nificant sheer stress Strain on the engine lifting eyes must not be in excess of 100 from the vertical A spacer bar must be placed between the two lifting eyes if supported by valve cover studs The general rule in moving engines is to see that all equipment used is amply strong and firmly fixed in place Move the engine a little at a time and see that it is firmly supported Eliminate possibil255ity of accidents by avoiding haste Do not lift from the propeller coupling or pry against this with crowbar as you may distort the coupling In some cases it may be necessary to lift the engine in other than the regular horizontal position It may be that the engine must be lowered endwise through a small hatchway which cannot be made larger If the opening is extremely restricted it is possible to reduce to some extent the outside clearances such as generator cooling piping water tank filters mounting lugs etc This accessory equip255ment should be removed by a competent mechanic and special care should be taken to avoid damage to any exposed parts and to avoid dirt entering openings The parts which have been removed should be returned to position as soon as the restriction has been passed In case it is necessary to hoist the engine either front end upwards or reverse gear end upwards the attachment of slings must be done very carefully to avoid the possibility of damage to the parts on which the weight may bear It is best if special rigging work be done by someone experienced and competent in the handling of heavy machinery ENGINE BOLTS It is recommended that bronze hanger bolts of appropriate size be used through the engine flexible mounts Lag screws are less preferred because their hold on the wood is weakened every time they are moved whereas the lag bolt stays in pos255ition and the nut on top is used to tight255en the engine down or is removed to permit the engine to be lifted The bolt itself stays in at all times as a stud and the bond between the bolt and the wood is not weakened by its removal AdobeUCS6 INTRODUCTION 5 IMPORTANT THIS MANUAL IS A DETAILED GUIDE TO THE INSTALLATION STARTUP OPERATION AND MAINTENANCE OF YOUR WESTERBEKE MARINE DIESEL ENGINE THE INFORMA255TION IT CONTAINS IS VITAL TO THE ENGINES DEPENDABLE LONG TERM OPERA255TION 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 WELL UNDERSTANDING THE DIESEL The diesel engine closely resembles the gasoline engine inasmuch as the mechanism is essentially the same Its cylinders are arranged above its closed crankcase its crankshaft is of the same general type as that of a gasoline engine it has the same sort of valves camshaft pistons connecting rods lubricating system and reverse and reduction gear Therefore itfollows to a great extent that a diesel engine requires the same preventative maintenance as that which any intelligent operator would give to a gas255oline engine The most important factors are proper maintenance of the fuel lub255ricating and cooling systems Replacement of fuel and lubricating filter elements at the time periods specified is a must and frequent checking for contamination ie water sediment etcin the fuel system is also essential Another important factor is the use of the same brand of high detergent diesel lubricating oil designed specifically for diesel engines The diesel engine does differ from the gasoline engine however in the method of handling and firing its fuel The carbu255retor and ignition systems are done away with and in their place is a single com255ponent the Fuel Injection Pump which performs the function of both Unremitting care and attention at the factory have resulted in a Westerbeke engine capable of many thousands of hours of dependable service What the cannot control however is the treatment it receives in service This part rests with you ORDERING PARTS Whenever replacement parts are needed always include the complete part descrip255tion and part number see separate Parts List furnished if not part of this sure to include the engines model and serial number Also be sure to insist upon Westerbeke factory packaged parts because will fit parts are frequently not made to the same specifications as original equipment GENERATOR SETS Westerbeke diesels are used for both the propulsion of boats and for generating electrical power For generator set all details of this Manual apply except in regard to certain por255tions of the Installation Operation and Maintenance sections Additional infor255mation is provided in the section titled Generator Sets Section T 4 YOUR NOTES SECTION INDEX GENERAL Introduction Operation Installation Maintenance ENGINE OVERHAUL OTHER OVERHAUL Marine Engine Electrical System Cooling System GENERATOR SETS HYDRAULIC CRANKING SYSTEM SERVICE BULLETINS 3 TECHNICAL MANUAL WESTERBEKE 60 Marine Diesel Engine WESTERBEKE WPDS20 Marine Diesel Generator Publication 15204 Edition Four September 1979 jvWESTERBEKE MYLES STANDISH INDUSTRIAL PARK 150 JOHN HANCOCK ROAD TAUNTON MA 027807319 MANUAL WESTERBEKE 60 Marine Diesel Engine WESTERBEKE WPDS20 Marine Diesel Generator Publication 15204 Edition Four September 1979 jvWESTERBEKE MYLES STANDISH INDUSTRIAL PARK 150 JOHN HANCOCK ROAD TAUNTON MA 027807319 AdobeUCS

Ad by Google

Cookie Policy:
This webiste uses cookies to save your settings. No personal information is saved. You can disable cookies in your browser if you like but it is not recommended for this site. I do not sell cookies. Go to a bakery for that. In fact I do not sell anything. To disable cookies from L-36.com, please refer to the Help button in your browser.
Privacy Policy:
I do not sell or share any user data or anything else for that matter. I do not keep site logs longer than I need to to keep bad actors off the site. Basically, I delete them after looking at them. If you are subject to CCPA, Google ads on this site will not be based on your past behavior so you will likely not see an ad for a lawn mower just because you looked for one at a big box website. I do not believe this site is subject to CCPA but I am doing what I can to follow the guidelines anyway.
Disclaimer:
The information on this web site has not been checked for accuracy. It is for entertainment purposes only and should be independently verified before using for any other reason. There are five sources. 1) Documents and manuals from a variety of sources. These have not been checked for accuracy and in many cases have not even been read by anyone associated with L-36.com. I have no idea of they are useful or accurate, I leave that to the reader. 2) Articles others have written and submitted. If you have questions on these, please contact the author. 3) Articles that represent my personal opinions. These are intended to promote thought and for entertainment. These are not intended to be fact, they are my opinions. 4) Small programs that generate result presented on a web page. Like any computer program, these may and in some cases do have errors. Almost all of these also make simplifying assumptions so they are not totally accurate even if there are no errors. Please verify all results. 5) Weather information is from numerious of sources and is presented automatically. It is not checked for accuracy either by anyone at L-36.com or by the source which is typically the US Government. See the NOAA web site for their disclaimer. Finally, tide and current data on this site is from 2007 and 2008 data bases, which may contain even older data. Changes in harbors due to building or dredging change tides and currents and for that reason many of the locations presented are no longer supported by newer data bases. For example, there is very little tidal current data in newer data bases so current data is likely wrong to some extent. This data is NOT FOR NAVIGATION. See the XTide disclaimer for details. In addition, tide and current are influenced by storms, river flow, and other factors beyond the ability of any predictive program.