Sunday, October20, 2019

Westerbeke Diesel W 60 Parts Manual


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.


         WESTERBEKE 60
       Marine Diesel Engine

   Marine Diesel Generator

                  Publication #15204
                      Edition Four
                    September 1979

       150 JOHN HANCOCK ROAD, TAUNTON, MA 02780-7319

         WESTERBEKE 60
       Marine Diesel Engine

   Marine Diesel Generator

                  Publication #15204
                      Edition Four
                    September 1979

       150 JOHN HANCOCK ROAD, TAUNTON, MA 02780-7319

  Introduction   Operation
  Installation   Maintenance


  Marine Engine Electrical System
  Cooling System (External)



                           INTRODUCTION                                             5

          READ IT

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

INSPECTION OF EQUIPMENT                        pry against this with crowbar, as you may
   The engine is shipped from the factory      distort the coupling.
mounted securely and properly crated. Ac-         In some cases it may be necessary to
cessory equipment is shipped in a separate     lift the engine in other than the regular
small box, usually packed with the engine      horizontal position. It may be that the
crate.                                         engine must be lowered endwise through a
   Before accepting shipment from the          small hatchway which cannot be made larger.
transportation company, the crate should       If the opening is extremely restricted it
be opened and an inspection made for con-      is possible to reduce, to some extent, the
cealed damage. If either visible or con-       outside clearances such as generator,
cealed damage is noted, you should require     cooling piping, water tank, filters,
the delivering agent to sign "Received in      mounting lugs, etc. This accessory equip-
damaged condition". Also check contents        ment should be removed by a competent
of the shipment against the packing list       mechanic and special care should be taken
and make sure note is made of any discrep-     to avoid damage to any exposed parts and
ancies. This is your protection against        to avoid dirt entering openings. The parts
loss or damage. Claims for loss or damage      which have been removed should be returned
must be made to the carrier, not to J. H.      to position as soon as the restriction has
Westerbeke Corporation.                        been passed.
                                                  In case it is necessary to hoist the
RIGGING AND LIFTING                            engine either front end upwards or reverse
    The engine is fitted with lifting rings.   gear end upwards, the attachment of slings
   Rope or chain slings should be at-          must be done very carefully to avoid the
tached to the rings and the engine lifted      possibility of damage to the parts on
by means of tackle attached to this sling.     which the weight may bear. It is best if
The lifting rings have been designed to        special rigging work be done by someone
carry the full weight of the engine,           experienced and competent in the handling
therefore auxiliary slings are not re-         of heavy machinery.
quired or desired.
CAUTION: Slings must not be so short as        ENGINE BOLTS
to place the engine lifting eyes in sig-          It is recommended that bronze hanger
nificant sheer stress. Strain on the           bolts of appropriate size be used through
engine lifting eyes must not be in excess      the engine flexible mounts. Lag screws
of 100 from the vertical. A spacer bar         are less preferred because their hold on
must be placed between the two lifting         the wood is weakened every time they are
eyes, if supported by valve cover studs.       moved, whereas the lag bolt stays in pos-
   The general rule in moving engines is       ition and the nut on top is used to tight-
to see that all equipment used is amply        en the engine down or is removed to permit
strong and firmly fixed in place. Move the     the engine to be lifted. The bolt itself
engine a little at a time and see that it      stays in pos~tion at all times, as a stud,
is firmly supported. Eliminate possibil-       and the bond between the bolt and the wood
ity of accidents by avoiding haste. Do         is not weakened by its removal.
not lift from the propeller coupling, or
   A good engine bed contributes much           Each Westerbeke Diesel engine is regu-
toward the satisfactory operation of the     larly fitted with a suitable coupling for
engine. The engine bed must be of rigid      connecting the propeller shaft to the
construction and neither deflect nor twist   engine.
when subjected to the engine weight or the      The coupling must not only transmit the
position the boat may have to take under     power of the engine to turn the shaft, but
the effects of rough seas. The bed must      must also transmit the thrust either ahead
keep the engine within one or two thous-     or astern from the shaft to the thrust
andths of an inch of this position at all    bearing which is built into the reduction
times. It has to withstand the forward       gear housing of the engine. This coupling
push of the propeller which is applied to    is very carefully machined for accurate
the propeller shaft, to the thrust washer    fit.
bearing in the engine and finally to the        For all engine models, a propeller half-
engine bolts and engine bed.                 coupling, bored to shaft size for the
   In fiberglas hulls, we recommend that     specific order, is supplied. The coupling
similar wooden stringers as in wooden        either has a keyway with set screws or is
hulls be formed and fitted, then glassed     of the clamping type.
to the hull securely. This allows hanger        The forward end of the propeller shaft
bolts to be installed firmly in wood, thus   has a long straight keyway. Any burrs
reducing noise and transmitted vibration.    should be removed from the shaft end. The
   The temptation to install the engine on   coupling should be a light drive fit on
a pair of fiberglas "angle irons" should     the shaft and the shaft should not have to
be resisted. Such construction will allow    be scraped down or filed in order to get a
engine vibrations to pass through to the     fit. It is important that the key be
hull. Flexible mounts require a firm         properly fitted both to the shaft and the
foundation against which to react if they    coupling. The key should fit the side of
are to do their job. When possible, follow   the keyway very closely, but should not
bed design "A" and avoid bed design "B".     touch the top of the keyway in the hub of
                                             the coupling.
                                                If it seems difficult to drive the
                                             coupling over the shaft, the coupling can
                                             be expanded by heating in a pail of boil-
                                             ing water. The face of the propeller
                                             coupling must be exactly perpendicular to
                      GOOD                   the centerline or axis of the propeller

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

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

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

                                                                                WATER CONNECTIONS
                                                                                   Seacocks and strainers should be of the
                                                                1-311.." 0,0.
                                                                                full flow type at least one size greater
          1.3/4" 0.0.

                               '0'1"'0 0     0;       11-1/2"
                                                                                than the inlet thread of the sea water
                                                                                pump. The strainer should be of the type
                                                                                which may be withdrawn for cleaning while
                        1"11J~"L   ER, PN   1)1;1,.
                                                                                the vessel is at sea.
     WATER LIFT EXHAUST SYSTEM WITH                                                Water lines can be copper tubing or
         "HYDRO-HUSH" MUFFLER                                                   wire-wound, reinforced rubber hose. In
any case, use a section of flexible hose       the use of unnecessary fittings and con-
that will not collapse under suction, be-      nectors. The shut off valve in the line
tween the hull inlet and engine and between    between the fuel tank and engine should be
the outlet and the exhaust system. This        of the fuel oil type, and it is important
takes up vibration and permits the engine      that all joints be free of pressure leaks.
to be moved slightly when it's being re-          Keep fuel lines as far as possible from
aligned. Do not use street elbows in           exhaust pipe for minimum temperature, to
suction piping. All pipe and fittings          eliminate "vapor locks".
should be of bronze. Use sealing compound         The fuel piping leading from the tank
at all connections to prevent air leaks.       to the engine compartment should always be
The neoprene impeller in the sea (raw)         securely anchored to prevent chafing.
water pump should never be run dry.            Usually the copper tubing is secured by
                                               means of copper straps.
FUEL TANK AND FILTERS                             The final connection to the engine
    Fuel tanks may be of fiberglass, monel,    should be through flexible rubber hoses.
aluminum, plain steel or terne plate. If
made of fiberglass, be certain that the        ELECTRIC PANEL
interior is gel coated to prevent fibers          The Westerbeke all-electric panel util-
from contaminating the fuel system.            izes an electronic tachometer with a
Copper or galvanized fuel tanks should not     built-in hour meter. Tachometer cables
be used. It is not necessary to mount the      are no longer required, except for the
tank above the engine level as the fuel lift   Skipper mechanical panel. Mounted on the
pump provided will raise the fuel from the     panel are an ammeter, water temperature
tank. The amount of lift should be kept        gauge and oil pressure gage. Each instru-
minimum (6 feet being maximum). If a tank      ment is lighted. The all-electric panel
is already installed above engine level it     is isolated from ground and may be mounted
can be utilized in this position. Great        where visible. It is normally pre-wired.
care should be taken to ensure that the fuel
system is correctly installed so that air-
locks are eliminated and precautions taken
against dirt and water entering the fuel.
   A primary fuel filter of the water col-
lecting type should be installed between
the fuel tank and the fuel lift pump. A
recommended type is available from the
list of accessories. The secondary fuel
filter is fitted on the engine between the
fuel lift pump and the injection pump and
has a replaceable element.                         WESTERBEKE ALL-ELECTRIC PANEL
    As the fuel lift pump has a capacity in
excess of that required by the injection
pump, the overflow is piped to the fuel
tank and should be connected to the top of
the tank or as near the top as possible.
    To insure satisfactory operation, a
diesel engine must have a dependable sup-
ply of clean diesel fuel. For this reason,
cleanliness and care are especially im-
portant at the time when the fuel tank is
installed, because dirt left anywhere in
the fuel lines or tank will certainly
cause fouling of the injector nozzles when         SKIPPER MECHANICAL TACH PANEL
the engine is started for the first time.
                                               ELECTRICAL EQUIPMENT
FUEL PIPING                                       Most Westerbeke engines are supplied
   We recommended copper tubing together       pre-wired and with plug-in connectors.
with suitable fittings, both for the supply    Never make or break connections while the
line and the return line. Run the tubing       engine is running. Carefully follow all
in the longest pieces obtainable to avoid      instructions on the wiring diagram sup-
plied, especially those relating to fuse/
cicuit breaker requirements.
   Starter batteries should be located as
close to the engine as possible to avoid
voltage drop through long leads. It is
bad practice to use the starter batteries
for other services unless they require low
amperage or are intermittent'. In cases
where there are substantial loads (from
lights, refrigerators, radios, depth
sounders, etc.) it is essential to have a
complet"e, separate system and to provide
charging current for this by means of a
second alternator or "alternator output
   Starter batteries must be of a type
which permits a high rate of discharge
 (Diesel starting).

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

     111 -   for distances up to 8 feet
     111/0   - for distances up to 10 feet
     #2/0    - for distances up to 13 feet
     113/0   - for distances up to 16 feet

   The recommended practice is to have the
stop-run lever loaded to the run position
and controlled by a sheathed cable to a
push-pull knob at the pilot station. The
throttle lever should be connected to a
Morse type lever at the pilot station by
a sheathed cable.
   The transmission control lever may be
connected to the pilot station by a flex-
ible, sheathed cable and controlled by a
Morse type lever. The single-lever type
gives clutch and throttle control with
full throttle range in neutral position.
The two-lever type provides clutch control
with one lever and throttle control with
the other.
   Any bends in the control cables should
be gradual. End sections at engine and
transmission must be securely mounted.
After linkages are completed, check the
installation for full travel, making sure
that, when the transmission control lever
at the pilot station is in forward,
neutral and reverse, the control lever on
the transmission is on the respective
detent. Check the throttle control lever
and the stop-run lever on the fuel injec-
tion pump for full travel.
    The engine is shipped "dry" ... with lub-      The fuel injection system of a compres-
ricating oil drained from the crankcase         sion ignition engine depends upon very
and transmission. Therefore, be sure to         high fuel pressure during the injection
follow these recommended procedures care-       stroke to function correctly. Relatively
fully before starting the engine for the        tiny movements .of the pumping plungers pro-
first time.                                     duce this pressure and if any air is pres-
1. Remove oil filler cap and fill oil sump      ent inside the high pressure line, then
    with heavy duty, diesel lubricating oil     this air acts as a cushion and prevents the
    to the highest mark on the dipstick.        correct pressure, and therefore fuel injec-
    See table under Maintenance for an ap-      tion, from being achieved.
    proved lubricating oil. Do not over-           In consequence it is essential that all
    fill. Select an approved grade from         air is bled from the system whenever any
    the listing and continue to use it.         part of the system has been opened for
2. If the Reverse Gear has a manual clutch,     repair or serv~c~ng. Running out of fuel
    fill to the highest mark on the dip-        is a misfortune that also necessitates
    stick with S.A.E. 30 lubricating oil.       complete bleeding of the system before the
    You may use the same oil as in the en-      engine can be restarted.
    gine.                                          The following instructions for fuel
    If Reverse Gear is hydraulic, fill to       system bleeding apply to typical systems
    the highest mark on the dipstick with       using in-line DPA pumps (shown in Figs.1
    type A Hydraulic fluid. Do not over-        and 2).
    fill.                                          Before priming and bleeding, insure
3. Fill fresh water cooling system only         that the outside of the bleed screws and
    after opening all pet-cocks and plugs       surrounding area is thoroughly clean to
    until all entrapped air is expelled.        prevent dirt and foreign matter entering
    On fresh water cooled engines, fill the     the system.
    fresh water cooling system with fresh
    clean water and/or anti-freeze solution     DPA DISTRIBUTOR PUMPS The following prim-
     (see Cold Weather precautions in Main-     ing and venting sequence is applicable to
    tenance Section).                           both mechanically and hydraulically govern-
    Use a 50-50 anti-freeze solution if cold    ed DPA pumps. The only difference is the
    weather is to be experienced.               physical location on the pump of the gov-
    Fill surge tank to within one inch of       ernor bleed screw "D" and this is indi-
    the top. Check this level after engine      cated in the appropriate illustration,
    has run for a few minutes. If trapped
    air is released, the water level may
    have dropped. If so, refill tank to
    within one inch of top and replace
    filler cap.
 4. Ensure battery water level is at least
     3/8" above the battery plates and bat-
     tery is fully charged so that it is
     capable of the extra effort that may be
     required on the first start.
 5. Fill fuel tank with clean Diesel fuel
     oil; No. 2 diesel fuel oil is recom-
    mended. The use of No. 1 is permissible
     but No. 2 is preferred because of its
     higher lubricant content.
 NOTE: If there is no filter in the filler
 of the fuel tank, the recommended proced-
 ure is to pour the fuel through a funnel         Fig. 1
 of 200 mesh wire screen.
 6. Fill grease cup on water pump, if pres-
     ent, with a good grade of water pump
Fig. 1 for mechanically governed and Fig.    bleeding proceeds as follows.
2 for hydraulically governed pumps.              Leave the governor bleed screw "D"
                                             slackened. Next slacken any two injector
                                             pipe line connections at the injector end.
                                             Set the throttle to the fully open pos-
                                             ition and turn the engine until fuel free
                                             from air flows from the unions. Then re-
                                             tighten the loosened injector pipe unions.
                                                 Start the engine and run it at fast
                                             idling speed until air-free fuel exudes
                                             from the governor bleed screw "D". Tighten
                                             this screw and stop the engine.
                                                 Governing may be erratic during this
                                             procedure, therefore stand by to stop the
                                             engine should any excessive engine speed
                                             RECOMMENDED SPARES Owners are often in
                              -..:-y -l
                              I              doubt as to the amount of fuel injection
                              I   "   I

    Fig. 2                                   equipment spares to carry. A great deal
                                             depends upon the use of the craft and its
   If the fuel system is fitted with a       location. General coastal use in well-
fuel feed pump, slacken both the filter      populated    areas is one thing, but voyaging
bleed screw "A" and the injection pump       up  the  Amazon  delta, for example, would be
fuel inlet union "B", and operate the hand   quite   different  and would require a com-
priming lever of the feed pump until fuel    prehensive    spares kit.
free from air issues from both the vents.        Generally   speaking, the average boat
Tighten both the vent connections. In a      owner   is  within relatively easy reach of
gravity fed fuel system turn on the fuel     service    centers and requires spares only as
and carry out the same procedure with the     insurance against breakdown and for general
bleed screw and fuel inlet.                   servicing within the scope of the owner or
   Slacken the vent valve fitted to one of   crew.
the two hydraulic head locking screws "c"        A suitable kit for such a purpose would
and the bleed screw "D" on the governor       consist of a replacement filter element and
housing. Operate the hand priming lever of   a set of sealing and "0" rings for each
the feed pump, until fuel free from air       filter. Spare bleed screws for pumps and
bubbles issues from the vent "c" and then     filters are also required, for screws are
tighten this bleed screw.                    easily lost or damaged in a boat when bleed-
NOTE: The space within the governor hous-     ing the system. A full set of high pressure
    ing (vented by screw "D") is normally     injection pipes should also be carried, for
    filled, and its contents lubricated,     a fractured or cracked pipe could occur at
    by fuel oil back-leaked from the pump     any time and no patching is possible with
    plungers, the pump rotor and the ad-      these pipes. The correct set of pipes can
    vance device if fitted. This is the       be obtained from the engine manufacturer's
    normal way in which this space becomes    agent or service center and will be supplied
    filled with oil and this can naturally    already bent to shape and cleaned intern-
    take a long time at feed pump pressures. ally with both ends plugged against the
   However, if the reason that the pump is    entry of dirt. They will be supplied pack-
being vented is because a pipe line or in-    ed as a set and it is important to keep
jector or filter element has been changed     them this way until required for use. It
or serviced or the system has run out of      is vitally important that the internal sur-
fuel, then the governor housing will still    face of the pipe is kept scrupulously
be filled with fuel oil and bleeding by       clean until fitted to the engine.
means of the hand priming lever of the            A spare set of fuel injectors of the
feed pump will suffice. In this event,        right type and correctly set for the par-
close the governor bleed screw "D" as sOon    ticular engine together with a set of the
as fuel free from air issues from the vent.   correct seating washers will not only en-
   If, however, a new pump has been fitted    able defective injectors to be changed
to the system, then its governor housing      when required but will also permit engine
will most likely be empty of fuel oil and     use while one set is away being serviced.
Do be careful to check with the engine          cap when refueling - see that it doesn't
parts list regarding whether the engine         pick up dirt or grit - this is how quite
requires injector seating washers or not.       a lot of dirt gets into the tank.
    Additionally, spare banjo bolts and            Avoid dubious sources of fuel. Job
washers for back leak pipes and low pres-       lots of unknown origin are not always the
sure pipes are handy things to have when a      bargain they appear to be and fuel inject-
joint starts leaking. Remember no equip-        ion equipment is expensive to renew when
ment ever breaks down when it is station-       damaged.
ary in port. Breakdowns and trouble occur
when the equipment is working - and that        WHEN ENGINE STARTS
means at sea!                                   1. Check Oil Pressure immediately. Normal
    Do not forget the tools. Always carry          oil pressure is approximately 50 psi at
the correct spanners for the job - hammers         operating speeds, 15 psi when idling.
and adjustable wrenches may be all right           (Extremely hot engine.)
in some locations, but please, not around       2. Check Sea Water Flow. Look for water
your fuel injection equipment on your              at exhaust outlet. Do this without
craft.                                             delay.
HINTS AND TIPS It is essential to stress        3. Recheck Crankcase Oil. After the en-
the need for absolute cleanliness of the           gine has run for 3 or 4 minutes, subse-
fuel at all times. This requirement also           quent to an oil change or new installa-
extends to methods of operating and servic-        tion, stop the engine and check the
ing the equipment and to precautions about         crankcase oil level. This is import-
refueling.                                         ant as it may be necessary to add oil
    A useful hint when changing filter ele-        to compensate for the oil that is re-
ments is to obtain a polythene bag large           quired to fill the engine's internal
enough and strong enough to hold the filter        oil passages and oil filter. Add oil
element and put this around the element and        as necessary. Check oil level each day
filter head before unscrewing the center           of operation.
bolt. Undo the center bolt and allow ele-       4. Recheck Transmission Oil Level.    (This
ment, oil and base all to go into the bag.         applies only subsequent to an oil change
Then empty the bag into a bowl or container        or a new installation.) In such a case,
large enough for the contents to be separ-         stop the engine after running for sev-
ated and the base and sealing rings recov-         eral minutes at 800 rpm with one shift
ered if required.                                  into forward and one into reverse, then
    Granulated pieces of substance familiar        add oil as necessary. Check oil level
 to all cat owners who live in apartments          each day of operation.
and sold for use in cat litter boxes is         5. Recheck Expansion Tank Water Level, if
 ideal for soaking up diesel fuel spilled          engine is fresh water cooled. (This
when venting or removing pipe lines. Put           applies after cooling system has been
 the material down before working on the           drained or filled for the first time.)
 system.                                           Stop engine after it has reached oper-
    Barrier creams of the oil-defying kind         ating temperature of l75 0 F and add
are useful and make life much easier when          water to within one inch of top of tank.
 removing the grime from hands. Put on the      WARNING: The system is pressurized when
 cream before the job is tackled and then       overheated and the pressure must be re-
 dirt, grease and cream are removed together    leased gradually if the filler cap is to
 when the job is completed.                     be removed. It is advisable to protect
     In the majority of fueling installations   the hands against escaping steam and turn
 fuel will be supplied through a hose -         the cap slowly counter-clockwise until the
 always wipe the pump nozzle with a clean       resistance of the safety stops is felt.
 non-fluffy piece of cloth before use. None     Leave the cap in this position until all
 of those grubby old swabs, please - they       pressure is released. Press the cap down-
 will do far more harm than good. If you        wards against the spring to clear the
 spill any fuel on tank, deck or fittings,      safety stops, and continue turning until
 wipe it off right away. Diesel fuel oil        it can be lifted off.
 does not evaporate as does gasoline, and       6. Warm-up Instructions. As soon as pos-
 if left, will gather dirt and grit, will          sible, get the boat underway but at re-
 track everywhere and keep on smelling. Be         duced speed, until water temp. gauge
 careful where you put down the fuel tank          indicates l30-lS0 o F. It necessary, en-
   gine can be warmed up with the clutch      reading after a stop does not neces-
   in neutral at 1000 rpm. Warming up         sarily signal alarm against restarting.
   with clutch in neutral takes longer and    If there is no functional difficulty,
   tends to overheat the transmission, if     temperatures will quickly return to
   partial engagement occurs, which can be    normal when engine is operating.
   detected by propeller shaft rotation.
7. Reverse Operation. Always reduce en-
   gine to idle speed when shifting gears.
   However, when the transmission is en-
   gaged, it will carry full engine load.
NOTE: The SAO tran-smission requires that,
when backing down, the shift lever must be
held in the reverse position, since it has
no positive overcenter locking mechanism.

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

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

                  TEN MUST RULES

IMPORTANT                 IMPORTANT                    IMPORTANT

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

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


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

CAUTION: The use of different brands of       3. Fill fresh water cooling system with
 lubricating oils during oil changes has         antifreeze of a reputable make. (Refer
 been known to cause extensive oil sludg-        to Cold Weather Precautions.)
 ing and may in many instances cause com-     4. Start engine. When temperature gauge
 plete oil starvation.                           indicates 175 0 F, shut engine down and
 6. Start engine and run for 3 or 4              drain lubricating oil. Remove and re-
    minutes. Stop engine and check oil           place filter. Fill sump with High De-
    filter gasket for leaks. Check oil           tergent Lubricating Oil.
    sump level. This is important as it       5. Remove air filter. Carefully seal air
    may be necessary to add oil to com-          intake opening with waterproofed adhes-
    pensate for the oil that is required         ive tape or some other suitable medium.
    to fill the engine's internal oil         6. Seal the exhaust outlet at the most ac-
    passages and oil filter. Add oil as          cessible location as close to the en-
    necessary. Change oil in transmission.       gine as possible.
    Use SAE 30, High Detergent Lubricating    7. Remove injectors and spray oil into
    Oil, Service DG, DM, or DS. Do not           cylinders.
    overfill. See note below.                 8. Replace injectors with new sealing
                                                 washer under each injector. Turn engine
IMPORTANT NOTE:                                  slowly over compression.
   IT IS MANDATORY THAT THE CHECKS 3, 4, 5    9. Top off fuel tank completely so that no
AND 6 BE ATTENDED TO WHEN TOTAL OPERATING        air space remains, thereby preventing
TIME REACHES 150 HOURS. IN SOME INSTANCES,       water formation by condensation.
THIS TOTAL IS REACHED BEFORE END OF SEASON. 10. Leave fuel system full of fuel.
                                             11. Change fuel filters before putting the
  7. Clean Air Filter. The time period for       engine back in service.
     replacing the air filter depends on     12. Wipe engine with a coat of oil or
     operating conditions, therefore, under      grease.
     extremely dirty conditions, the season- 13. Change oil in transmission.
     al frequency should be increased. The 14. Disconnect battery and store in fully
     correct time periods for replacing the      charged condition. Before storing the
     filter will greatly assist in reducing      battery, the battery terminals and
     bore wear, thereby extending the life       cable connectors should be treated to
     of the engine.                              prevent corrosion. Recharge battery
  8. Check engine for loose bolts, nuts,         every 30 days.
     etc.                                    15. Check alignment.
  9. Check sea water pump for leaks.
 10. Wash primary filter bowl and screen.
     If filter bowl contains water or sedi-
     ment, filter bowl and secondary oil
     fuel filter need to be cleaned more
 11. Replace secondary fuel filter element.
 12. Replace air filter.

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

                                 LUBRICATING OILS

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

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

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

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

BP Canada Limited        BP Vanellus                      lOW          20W/20         30
                         BP Vanellus                    10W/30         lOW/30      lOW/3D

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

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

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

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

Mobile Oil Company       Delvac 1200 Series              1210           1220         1230

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

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

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


The following sections contain detailed
information relating to the proper operat-
ing characteristics of the major components
and systems in the          engine. In-
cluded are disassembly, rework and reas-
sembly 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 characteristics are
included in the Operation Section of this

Any replacements should be made only with
genuine Westerbeke parts.


DESCRIPTION .......................................... A4
GENERAL DATA ......................................... A6
EXTERNAL COMPONENTS .................................. A8
INTERNAL COMPONENTS ................................. A10
REMOVAL AND REFITTING ............................... A12
   Engine ............................................ A12
   Valve Rocker Shaft and Tappets .................... A12
   Cylinder Head ..................................... A12
   Timing Chain, Chain Wheels and Chain Tensioner .... A13
   Camshaft and Front Plate .......................... A14
   Oil Pump, Connecting Rods and Pistons ............. A15
   Flywheel Housing, Flywheel and Backplate .......... A16
 . Crankshaft ........................................ A18
OVERHAUL ............................................ A  19
  Valve Rocker Shaft and Tappets .................... A19
  Cy 1i nder Head ..................................... A20
  Timing Chain Tensioner ............................ A21
  Injection Pump Chain Wheel ........................ A22
  Oil Pressure Relief Valve ......................... A22
  Oi 1 Pump .......................................... A23
  Flywhee 1.......................................... A23
  Camshaft Bearing Liners ........................... A24
  Connecting Rod and Piston ......................... A26
  Cyl i nder Bores .................................... A27
  Crankshaft ........................................ A27
DIESEL FUEL SYSTEM .................................. A28


     This high efficiency, naturally aspi-       three steel-lined reticular tin aluminum
     rated diesel engine is a well-proved        shell bearings. 2.478 in. (62.94 mm)
     power unit of advanced design and in-       diameter giving a total ~rojected area
     corporates the very latest results of       of 10.424 in 2 (67. 24 cm ).
     research in diesel engineering tech-
     niques.    Favorable high power-to-         CONNECTING RODS
     weight ratio with outstanding reliability   'I' section heat-treated alloy steel
     and the greatest economy in operation       stampings. The big-ends are fitted
     are marked features of the engine.          with steel-backed lead-indium thin
     The Westerbeke 60 engine is robustly        shell bearings, 2.248 in. (57.07 mm)
     constructed    and   manufactured to        diameter, and the small ends with
     exacting production standards for           steel-backed lead-bronze alloy bushes,
     withstanding the most arduous duties -      1. 125 in. (28.58 mm) diameter. Total
     inherent Westerbeke qualities which         big-end      bearing     projected area
     play an important role in reducing          8. 720 in 2 (56. 26 cm 2 ).
     routine attention and maintenance to a
     minimum, while at the same time ap-         PISTONS
     preciably extending intervals between       Anodized aluminum alloy with solid
     major overhauls.
                                                 skirt. Each piston has one chrome-
     Outstanding features of the design          faced compression ring, one taper-
     include monobloc construction,     a        faced compression ring, one stepped
     forged alloy-steel crankshaft with          scraper ring, and one slotted oil con-
     'Tuftride' treated bearing journals,        trol ring. The fully-floating gudgeon
     and the Ricardo Comet Mk VB spheri-         pins 1. 125 in. (28. 58 mm) diameter
     cal anti-chamber combustion system.         are located laterally by circlips.

     Special cast iron monobloc casting pro-     Overhead    poppet-type valves are
     vided with adequate ribs and wide joint     operated by means of flat-faced piston-
     flanges, giving a light construction        type tappets and push-rods from the
     with maximum rigidity. Large capacity        camshaft, which is situated in the
     water jackets are cast around each          engine casing and adjacent to the
     bore. There is a closed circuit breath-     crankshaft.   The inlet valves are
     ing system fitted                           manufactured from silicon chromium
                                                 steel and the exhaust valves from
     CYLINDER HEAD                               nickel chromium manganese steel.
                                                 Double coil springs are fitted to each
     Manufactured from special cast iron
     and secured by twenty-five 7/16 in.
     (11.1 mm) diameter high tensile steel
     studs to the cylinder block. Combus-
     tion chambers of Ricardo Comet design       Steel forging with case-hardened inte-
     are incorporated and renewable valve        gral cams and supported in three
     guides are fitted.                          steel-backed white metal bearings.

     CRANKSHAFT                                  TIMING GEAR
     Special   alloy steel forging with          The camshaft and fuel injection pump
     'Tuftride' hardened bearing journals.       are chain driven from the crankshaft.
     The shaft, which is fully counter-          Slipper and tensioner units are fitted
     balanced by design and also dynamically     to ensure smooth working of the timing
     and statically balanced, is carried in      gear.

A full pressure wet sump system is                A distributor-type fuel injection pump
employed.     The eccentric-rotor type            incorporating an all-speed mechanical
pressure pump is located within the               governor is fitted. The pump is driven
engine crankcase and driven by helical            at half-engine speed from stable idling
gears from the camshaft. The pump                 at approximately 500 rev / min to
has a delivery of 2 gall min (9. 1 litres)        3500 rev/min.       The diaphragm-type
at 1000 rev/min of engine speed and               lift pump, which incorporates a hand
provides a maximum pressure, con-                 priming device, is mechanically oper-
trolled by a relief valve, of 50 lbf/ in 2        ated from the engine camshaft and
(3. 62 kgf/ cm 2 ) to all moving parts.           provides fuel to the injection pump
Oil is drawn through a gauze strainer             under constant pressure. Each injec-
in the sump and before entering the               tor is fitted with a Pintaux-type nozzle
system passes through a detachable                and injects at a pressure of 135 atmos.
external filter of the full flow type. It         (138.9 kgf/cm 2 ) (1984 psi).
is then fed to the main, big-end. cam-
shaft and small-end bearings. A re-
stricted oil supply is fed to the valve
rockers via the hollow rocker shaft and
the returning oil lubricates valve caps,
push-rod ends, and tappets.

                                             -     LJ

                            . .
                                ~.'~ \~'~~~..~~1, I, ~J~

                                       60'                                  ·           "

                                                                                                                          I,              71

                                                                                                                                                            ~\.78~~" ~

                                                                                                                                                             ; ' "
                                                                                                                                                                     . 76

                                                                                                                                                                  I .' !

                                                                                                                                                                                            "~ ,~'
                                                                                                                                                                                          '102  ~.
                                                                                                                                                                                                 'r~: .                     I

                                                                                                                                                                                                                                /         .
                                                                '                       \      70                                                      75                                                                                                                                        ·
                                                                                 -'                                                                                                                                         =
_ . _ _ ._.
J                                                                                                                                                                    ...                                             10 I            '                                                       I
                                             ..............._                                                             __                                                                                         100                                                                     I
                               ...............                      ................................ _.......
                                                                                    "                         _ " _ _ .,,
                                                                                                                                                                                                                                                   .                     I
                                                                                                                                                                                                 .......... _......... .............................. ++++++++++++++++....t
r·······-····..·-··--······..····_-··..···-·····-·-..·······.... ..... ........--..-..--.---..-...--.----...-...-...-..-..-.....- ..-.-.-..-..--...·-·-......·..--1

j                                                               KEY TO INTERNAL COMPONENTS

I               No.     Description                             No.     Description                             No.     Description

                 1.   Rocker shaft.                             35.   Key for camshaft.                         69.   Crankshaft pulley.
!                2.   Plain plug for shaft.                     36.   Locati ng plate for camshaft.             70.   Oil thrower.
i                3.   Screwed plug for shaft.                   37.   Spring washer.                            71.   Crankshaft chain wheel.
                 4.   Rocker bracket (plain).                   38.   Bolt for locating plate.                  n.    Adjusting shim for chain wheel.

                      Rocker bracket (tapped).
                      Locating screw for shaft.
                                                                      Camshaft chainwheel.
                                                                      Lock washer.
                                                                                                                      Key for crankshaft.
                                                                                                                      Cran kshaft.
                 7.   Lock washer.                              41.   Nut for camshaft.                         75.   Connecting rod and cap (Nos. 2 and 4).
                 8.   Plain washer.                             42.   Timing chain.                             76.   Connecting rod and cap (Nos. 1 and 3).

                      Spring washer.
                                                                      Vibration damper for chain.
                                                                      Shim for timing cover centre boss.
                                                                                                                      Little end bush.
                                                                                                                      Big-end bearing.
·               11.   Valve rocker.                             45.   Screw for damper.                         79.   Big-end bolt.
i               12.   Bush for rocker.                          46.   Nut.                                      80.   Lock washer.

i               13.   Adjusting screw for rocker.               47.
                                                                      Lock washer.
                                                                      Tensioner for chain.
                                                                                                                      Gudgeon pin.

                14.   Locknut.
                15.   Distance piece (centre).                  49.   Gasket for tensioner.                     83.   Piston.
!               16.   Distance piece (end).                     50.   Bolt for tensioner.                       84.   Compression ring.
                17.   Spacing spring.                           51.   Lock washer.                              85.   Stepped scraper ring.
I               18.   Spring washer.                            52.   Hub for injection pump chain wheel.       86.   Slotted oil control ring.

                      Plain washer.
                      Split pin.
                      Valve guide (inlet).
                                                                      Gasket for hub.
                                                                      Bearing for chain wheel.
                                                                      Injection pump chain wheel.
                                                                                                                      Starter ring.
!               22.   Valve (inlet).                            56.   Internal circlip for driving flange.      90.   Bearing for primary shaft.

~               23.   Valve guide (exhaust).                    57.   Injection pump driving flange.            91.   Lock washer.

                      Valve (exhaust).
                      Circlip for valve cotter.
                                                                      Washer for flange.
                                                                      Bolt for flange.
                                                                                                                      Bolt for flywheel.
                                                                                                                      Shaft for oil pump.

i               26.
                      Valve cotter.
                      Valve spring cup.
                                                                      Oil feed pipe for hub.
                                                                      Banjo bolt.
                                                                                                                      Key for shaft.
                                                                                                                      Bolt for oil pump.
ij              28.   Oil seal for valve.                       62.   Washer for banjo.                         96.   Spring washer.
!               29.   Valve spring (inner).                     63.   Injection timing pointer.                 97.   Oil pump body.
                30.   Valve spring (outer).                     64.   Plain washer.                             98.   Oil pump rotors.
                31.   Valve spring collar.                      65.   Spring washer.                            99.   Oil pump cover.
                32.   Push-rod.                                 66.   Bolt for pointer.                        100.   Oil strainer.
                33.   Tappet.                                   67.   Nut for crankshaft.                      101.   Gasket for strainer.
                34.   Camshaft.                                 68.   Lock washer.                             102.   Oil delivery pipe.

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.
1O. Remove engine.

1.    Remove rocker cover
2.    Release the rocker brackets from the cylinder head and lift off the rocker shaft
3.    Remove air intake manifold
4.    Remove the cylinder side cover with oil separator
5.    Withdraw the push-rods
6.    Lift out the tappets.
Reverse the procedure in 1 through 6 noting:
1.    Check cylinder head nut. Torque 75 (refer to Section F ;. Par. 17b). "Cylinder
2.    Torque rocker bracket nuts (25 lb. ft.).
3.    Adjust the valve rocker clearance (refer to Page A30 "Valve Rocker Clearance").

1.  Drain cooling system (refer to Section D).
2.  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.
1O. 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 push-rod positioning plate.

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 Data).
d.    Bleed the fuel system.

                                                                 Fig. 2

1.    Drain cooling system (refer to Section D) .
2.    Disconnect hoses to salt water pump.
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 com-
      ponents 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 Fig.3 then remove the chain ten-
      sioner 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 Data).
b.    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 Fig.2
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.

                     Fig. 3                                                Fig. 4

                                                                                l :-
                                                                                     -       ::,,-


                                                                                     r   ,
                                                                   J   I    i        I   I

                    Fig. 5                                   '.. ~-~..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.

NOTE: The front plate must be removed to renew the chain vibration damper.
9. Remove the timing chain tensioner.
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 pUT.:'lp.
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 push-rods.
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 end-float against the figure in Data.
c.   Check the chain wheel alignment (see Data).
d.   Assemble the chain and chain wheels to their shafts with the timing marks as
     shown in Fig. 4 ·
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 Data).
J.   Bleed the fuel system.

1.   Remove engine.
2.   Remove valve rocker shaft and tappets.
3.   Remove cylinder head.
4.   Remove the big-end 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 show~l in Fig.6 , using tool18G 55 A
     to compress the piston rings.
d.   Tighten the cylinder head nuts in the order shown in Fig. 1 ·
e.   Adjust the valve rocker clearance (see Data).
f.   Bleed the fuel system.

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 exchanger).
5.    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 backplate) securing housing to backplate. Pull housing from the
      backplate two locating dowels.
11.   Remove Damper Plate. (Hydraulic Transmission) Remove the socket head
      screws securing damper plate to flywheel.
12.   Remove Flywheel. (Hydraulic Transmission) Knock-up 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 Transmission) Knock-up 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 fit).
To 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 equip-
ment available proceed as follows:
17(a). Place 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 i-es recom-
mended that the bottom face of the ring be approximately 1/4 in. above water level.
Heat the ring gear evenly around its circumference using oxy- acetylene welding
equipment, thus expanding the ring, will allow the flywheel to drop away from
the ring gear. Lift out the ring gear and completely dry it off.
(b) Ensure that the face of the flywheel and new ring gear are clean and free from
(c) Heat 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
19. Check that the two locating dowels in the cylinder block face are free from burrs.

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 align-
    ment 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 back-
    plate 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 readmg) of 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 inter-
   fered with.
26. Fitting Flywheel.   (Hydraulic Transmission)
    a.   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 Transmission)
    d.   Secure damper plate to flywheel with sockhead screws.
27. Fitting Flywheel.   (Manual Transmission)
    a.   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 crank-
         shaft 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 backplate) with 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 check-
    ing that this face is perpendicular to crankshaft axis. The limit for this facing
    is O. 006 in. (total indicator gauge reading) of being at right angles to the crank-
    shaft 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 0.010 in. (total
    indicator gauge reading).

 1.   Remove engine.
2.    Remove flywheel housing, flywheel and backplate.
3.    Remove timing chain, chain wheels, and chain ter;.sioner.
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 big-end 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 coll~ct the main bearing and thrust washer halves.
 11. Reverse the procedure in 1 to 35 noting:
      a.   Refer to Data for torque wrench settings.
      b.   Check crankshaft end-float 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 Data).
      e.   Assemble the chain and chain wheels to their shafts with the timing marks as
           shown in Fig. tI ·
      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.

                                     VALVE 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.   Burnish-ream the bushes to the dimension given in
  7.   Fit the rear rocker bracket to the shaft and position
       it with the locating screw.                                                       Fig. 1
  8.   Fit the remaining components to the shaft in the
       positions shown in Fig. 3.

  9.   Worn tappet bores may be cleaned up by fine-
       finish machining to suit oversize tappets (see Data).

                                                                                         Fig. 2

                                                                                         Fig. 3

Rocker bushes
  Bore diameter (reamed in position)                           ·8115 to ·8125 in. (20·61 to 20·64 mm.)
  Clearance on shaft                                           ·0005 to ·0025 in. (·013 to ·064 mm.)
  Outside diameter ..                                          ·99875 to ·99925 in. (24·47 to 24·48 mm.)
  Oversizes                                                    ·010 and ·020 in. (·254 and ·508 mm.)
  Clearance in crankcase                                       ·0005 to ·00175 in. (·013 to ·044 mm.)

                                                 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             ...s--. t
     through the upper face of the cylinder head. Fit         clio
     new valve gUides through the ports and drive them
     in to the position shown in Data.                       ./-\ f~    ~---
  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 stand-down (see Data). If                                      Fig. 1
     stand-down is excessive, even with a new valve
     fitted, machine the cylinder head (see Data) and
     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.

                                                                       Inner                            Outer
Valve springs
  Free length ..                                             2·187 in. (55·55 mm.)           2·5 in. (63·5 mm.)
  Fitted length                                              1·5 in. (38·1 mm.)              1·703 in. (43·26 mm.)
  Pressure (valve closed)                                    23 to 25 lb. (10·43 to          56·5 to 60·5 lb. (25·63 to
                                                              11·34 kg.)                      27·44 kg.)
  Working coils                                              71                              5t
  Wire diameter                                              ·104 in. (2·65 mm.)             ·156 in. (3·96 mm.)
  Core diameter                                              ·75 to ·765 in. (19·05 to       1·125 to 1·140 in. (28·58
                                                              19·43 mm.)                       to 28·96 mm.)

Valve gUides
  Fitted position
  A=·75:::::~6 in. (19·05::::~ mm.)

  Length: Inlet                                            2·14 in. (54·36 mm.)
           Exhaust                                         2·5 in. (63·5 mm.)
  Inside diameter: Inlet (reamed in position)              ·3438 to ·3443 in. (8·733 to 8·745 mm.)
                   Exhaust (reamed in position)            ·3433 to ·3438 in. (8·720 to 8·733 mm.)
  Outside diameter: Inlet and exhaust                      ·5645 to ·5650 in. (14·34 to 14·35 mm.)
                     Oversize gUides                       ·5735 to ·5740 in. (14·567 to 14·580 mm.)
  Seat angle: Inlet and exhaust                            45°
  Seat face width: Inlet                                   ·195±·0025 in. (4·953±·063 mm.)
                    Exhaust                                ·199±·0025 in. (5·055±·063 mm.)
  Head diameter: Inlet                                     1·557 to 1·562 in. (39·55 to 39·67 mm.)
                    Exhaust                                1·307 to 1·312 in. (33·20 to 33·32 mm.)
  Stem diameter: Inlet and exhaust                          ·34175 to ·34225 in. (8·68 to 8·69 mm.)
  lift: Inlet and exhaust                                   ·39 in. (9·9 mm.)
  Stand-down: Inlet and exhaust ..                         ·020 to ·030 in. (-508 to ·762 mm.) stand-down

Va Ive seat ;nse rts
   Cylinder head machining dimensions:
          Inlet (A)                    Exhaust (B)
C.   1·6615  to 1·6625 in.   L.  1·4215  to 1·4225 in.
     (42·20 to 42·23 mm.)        (36·11 to 36·13 mm.)
D. 1·540 to 1·545 in.        M. BOO to 1·305 in.
     (39·12 to 39·24 mm.)        (33·02 to 33·15 mm.)
E. 1·46 in. (37·08 mm.)      N. 1·22 in. (30·99 mm.)
F. ·090 to ·095 in.          P. ·090 to ·095 in.
     (2·29 to 2·41 mm.)          (2·29 to 2·41 mm.)
G. ·278 to ·281 in.          Q. ·278 to ·281 in.
     (7·06 to 7·14 mm.)          (7·06 to 7·14 mm.)
H. Max. radius ·015 in.      R. Max. radius ·015 in.
     (·38 mm.)                   (·38 mm.)
J.   45°.                    S. 45°.
K. 40°.                      T. 40°.

                                         TIMING CHAIN TENSIONER

  1.     If ovality near the mouth of the tensioner body     2.   If the slipper head is worn, renew the slipper head
         bore exceeds the figure given in Data renew the          and cylinder assembly.
         complete chain tensioner.

Permissible ovality of tensioner body bore                 ·003 in. (·076 mm.) maximum

                                         INJECTION PUMP CHAIN WHEEL

  1.   If the chain wheel bearing requires renewal (see
       Data). remove the driving flange from the chain
  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

                                                                                             Fig. 1
Chain wheel bearing bore (finished in position) ..               1·75025 to 1·75075 in. (44·46 to 44·47 mm.)
Clearance on chain wheel hub                                     ·001 to ·002 in. (·03 to ·05 mm.)

                                            OIL 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
  5.   Reassemble the components to the crankcase.

                                                                                             Fig. 1
Free length of oil pressure relief valve spring                  3 in. (76·2 mm.)
Operating pressure ..                                            50 to 55 Ib./sq. in. (3·52 to 3·87 kg.Jcm. 2)

                                                       OIL PUMP

  1.   Remove the pump cover.                                   4.   Check the rotor lobe clearance (in two positions)
  2.   Check the rotor end-float against the figure in               against the figure in Data. Renew the rotors if
       Data. Excessive end-float can be corrected by                 clearance is excessive.
       lapping the pump body face.                              5.   Reassemble the components, ensuring that the
  3.   Check the diametrical clearance between the outer             chamfered end of the outer rotor is innermost in
       rotor and the pump body against the figure in Data.           the pump body.
       Renew the rotors, or pump body, or both, as
       necessary to correct excessive clearance.

Oil pump rotor end-float                                      ·005 in. (·13 mm.) maximum
Outer rotor to body diametrical clearance                     ·010 in. (·25 mm.) maximum
Rotor lobe clearance:

                                                              ·008 in. (·2 mm.) maximum


                                                              ·006 in. (·15 mm.) maximum



  1.   If the teeth on the starter ring are worn or dam-             perature given in Data; the strip of temperature-
       aged, remove the starter ring by drilling a hole and          indicating paint on the ring will change from pink
       splitting the ring across the hole with a hammer              to grey at the correct temperature.
       and chisel.                                              3.   Fit the starter ring with the tooth chamfer facing
  2.   Heat the new starter ring uniformly to the tem-               away from the flywheel register.

Starter ring fitting temperature                              200 0 to 230 0 C. (39r to 446 0 F.)

                                     CAMSHAFT BEARING LINERS

1. Withdraw the front bear-
   ing liner, using the tools
   shown in Fig. 1.                          ,

                                 I               ,
                                                         Fig. 1

2. Withdraw the rear bear-
   ing liner, using the tools                        18GI24B
   shown in Fig. 2.

                                                          Fig. 2
                                                                              , ,
3. Withdraw the centre
   bearing liner, using the                                        laG 124H
   tools shown in Fig. 3.

                                                          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

                                 I               T
                                                          Fig. 4
5. Fit a new rear bearing
   liner. lining up the oil                       18GI24B
   holes and using the tools
   shown in Fig. 5.
                                         \-,."...----,"-I~§C~",';J.., ~~~~~~~~
                                                                   Iii Iii

                                                              Fig. 5
6. Fit a new centre bearing
   liner. lining up the oil                         18GI24D         18GI24H
   holes and using the tools
   shown in Fig. 6.

                                                              Fig. 6

7. Ream the front and rear
                                                   IBGI23 M
   bearing liners. using the
   tools shown in Fig. 7.

                                                              Fig. 7

8. Ream the centre bearing             18GI23AD
   liner. .using the tools
   shown in Fig. 8.

                                                              Fig. 8

Camshaft journal diameters: Front ..               1·78875 to 1·78925 in. (45·43 to 45·45 mm.)
                            Centre                 1·74875 to 1·74925 in. (44·42 to 44·43 mm.)
                            Rear ..                1·62275 to 1·62325 in. (41·22 to 41·23 mm.)
Clearance in bearings                              ·001 to ·002 in. (·03 to ·05 mm.)
End-float                                          ·003 to ·006 in. (,076 to ·152 mm.)

                                       CONNECTING ROD AND PISTON

       Separate the piston from the connecti ng rod.
       Check the gudgeon pin clearance in the little-end
       bush against the figure in Data. If the clearance is
       excessive, renew the little-end bush.
       a. Position the new bush with its jOi nt on the cap
          side of the connecting rod as shown in Fig. 1.
       b. Finish-ream 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.
                                                                                        Fig. 1

                                                                                        Fig. 2

Gudgeon pins
  Diameter                                                    1·1248 to 1·1250 in. (28·57 to 28·58 mm.)
  Fit in piston                                               ·0003 in. (-008 mm.) clearance to ·0001 in. (-003 mm.)
  Fit in connecting rod                                       ·0005 to ·0012 in. (·013 to ·030 mm.) clearance

Little-end bushes
  Inside diameter (reamed in position)                        1-1255 to 1·1260 in. (28-588 to 28·60 mm.)

Pistons and rings
  Ring/groove clearance:
    Top and 2nd (compression)                                 ·0026 to ·0046 in. (-066 to ·117 mm.)
    3rd (stepped scraper)                                     ·0026 to ·0046 in. (-066 to ·117 mm.)
    4th (slotted scraper)                                     ·0025 to ·0045 in. (-064 to ·114 mm.)
  Ring gap: Top                                               ·014 to ·019 in. (·36 to ·48 mm.)
            Remainder                                         ·010 to ·015 in. (·25 to ·38 mm.)

                                               CYLINDER BORES

  1.   If the cylinder bores cannot be cleaned up at the    2.   Press in the cylinder liners and then bore them to
       maximum oversize given in Data bore them to the           the standard bore size.
       dimension given for fitting cylinder liners.

Standard cylinder bore                                     3·4995 to 3·501 in. (88·89 to 88·93 mm.)
Oversizes: First                                           ·010 in. (·254 mm.)
            Second (maximum if linered) ..                 ·020 in. (·508 mm.)
            Third                                          ·030 in. (·762 mm.)
Bore size for fitting liners ..                            3·642 to 3·6425 in. (92·507 to 92·520 mm.)


Crankshaft journal diameter                                2·4785 to 2·4790 in. (62·95 to 62·96 mm.)
Clearance in main bearings ..                              ·0015 to ·003 in. (·038 to ·076 mm.)
Crankpin diameter                                          2·2480 to 2·2485 in. (57·099 to 57·112 mm.)
Clearance in big-end bearings                              ·002 to ·0035 in. (·051 to ·089 mm.)
Undersizes Oournals and crankpins):
  First ..                                                 ·010 in. (·254 mm.)
  Second                                                   ·020 in. (·508 mm.)
  Third                                                    ·030 in. (·762 mm.)
  Fourth                                                   ·040 in. (1·016 mm.)
End-float                                                  ·002 to ·003 in. (·051 to ·076 mm.)

                                                   INJECTION PUMP

Removing                                                         6.   Remove the three securing nuts and withdraw the
 1. Disconnect the battery and remove the engine                      injection pump and qUill shaft from the engine.
    cover panel.
  2.   Remove the high-pressure pipes from the pump            Refitting
       and injectors.                                           7. Reverse the procedure in 1 to 6, noting:
                                                                     Q. Time the injection pump to the engine as
  3.   Disconnect the throttle return spring from the
       pump.                                                             described in Data.
                                                                     b. Bleed the fuel system.
  4.   Disconnect the throttle and stop controls from the
                                                                     c. Adjust the maximum and idling speeds as
                                                                        described in Data.
  5.   Disconnect the delivery and return pipes from the

Injection timing                                               25° B.T.D.C.
   Method of adjustment:
  1. Position No. 1 piston 25° B.T.D.C. com pression
       (mark on front face of crankshaft pulley and degree
       plate on timing cover).
  2. 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 running)                                      3,700 r.p.m. (this gives a maximum speed under load of
                                                                3,500 r.p.m.).
  Idling                                                      500 r.p.m.
  Method of adjustment (engine at normal running temperature and air cleaner serViced):
  1. Adjust the maximum speed stop screw (1) to give
       an engine speed of 3,700 r.p.m. Tighten the lock-
       nut, fit the sleeve and seal it with wire and a lead
       seal usi ng tool 18G 541.
  2. Stop the engine and unscrew the anti-stall screw
       (2) until it is out of contact with the governor arm.
  3. Start the engine and adjust the idling stop screw (3)
       to give an engine speed of 450 to 500 r.p.m.
  4. Screw in the anti-stall screw until a slight speed
       increase is noticed, then unscrew it one-third of a
  5. Readjust the idling stop screw to give an engi ne
       speed of 500 r.p.m. and tighten the locknut.
  6. Test the anti-stall screw setting by running the
       engine at 3,000 r.p.m. and releasing the throttle:
       Q. If the engine stalls. screw in the anti-stall screw

           slightly and re-test.
       b. If the engine deceleration is sluggish, unscrew                                               II  I

           the anti-stall screw slightly and re-test
  7. Tighten the anti-stall screw locknut and check the
       operation of the stop control.
  Note.-After every adjustment of the anti-stall
  screw ensure that the idling speed is controlled by the
  idling stop screw and not by the anti-stall screw.


 1. Disconnect the battery and remove the engine
    cover panel.
 2. Disconnect the spill rail from the injectors.
 3. Disconnect the high-pressure pipes from the
 4. Remove the securing nuts and withdraw the injec-
    tors, using tools 18G 284 and 18G 284 P.

 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 high-pressure pipes.

                                                                                      Fig. 1
Torque wrench setting for injector securing nuts            12 lb. ft. (1·7 kg; m.)

                                                     LIFT PUMP

Removing                                                    Refitting
 1. Disconnect both pipes from the lift pump and seal        4. Reverse the procedure in 1 to 3 and bleed the fuel
     the end of the pipe from the tank to prevent                 system.
 7.. Disconnect the priming cable from the pump.
 3. Remove the two securing nuts and withdraw the
A · .30

The correct clearance between the valve rockers and stem is given in "General Data".
1.    Unscrew the rocker cover nuts (1) and 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 (2) and turning adjustment screw (3)
      until 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. C.3.         Valve Rocker Clearance

OIL FILL CAP (Fig. C. 4)
The oil fill cap (1) incorporates an air filter which cannot be cleaned.   Fit a new cap
at the recommended interval.

                                        Fig. C.4.         Oil Fill Cap
     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.
     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.
     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 is· designed to pass and filter in only one direction.
     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.

              OTHER OVERHAUL

        CONTENTS                                 SECTION          PAGE


     Activation by Fuel Pressure .......................... Q.2

COOLING SYSTEM (EXTERNAL) ........................ R

TRANSMI SS IONS .................................... S

     Type SAO Manual ......·............................. S . 9

     SAl and SAO Clutch Adjustrnents ..................... S.2l

     SAl and SAO Reduct:i_on Units ............·........... S .23

     Paragon P-2l Series, Hydraulic ..................... S.29

    Warner Hydraulic ........................·.......... S .35

     Short Profile Sailing Gear ......................... S.4l

             (Push Button Start)
                    This 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 pres-
                 sure 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 supplied) and to
                 the alternator for excitation and for all
                    When the engine is stopped, fuel pres-
                 sure drops and the fuel pressure switch
                 removes voltage from these devices.
                    When an engine is supplied with a pre-
                 heating 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.
                                                                                                                                                                                                                                                                       SECTION Q
                                                                                               ACTIVATION BY FUEL PRESSURE
                                                                                                   (PUSH BUTTON START)

                                                                                                                                 WIRING                    DIAGRAM                                                                                G         WIRING          (N5EFtT F"OR
                                                                                                                                                                                                                                     WESTERB£KE LZoS 5TARTER hoIOTOR.
                                                                                                                                                                                                                                                      !!il,I      lEh· "         c;::.,
                                                                                                                                                                                                                                                      lID           wl-4,.-e    ®         I SEE NO'T'E-A
                                                                                                                                                                                                                                                             I                       IZ;~~           ~;.
                                                                                                                                                                                                                                                      ~                                   I
                                                                                                                                                                         START SW.

                                                                                                                                                                             Isr.... R;i sw
                                                                                                                                                                                                      PANE~    ASSEMSL.Y.

                                                                                                                                                                                                              P~E ... E....'T ~w.1

                                                                                                                                                                           I......                                   ~           I
                                                                                                                                                                           I                                                     I
                                                                                                                                                                          L                                                   J@


                                                                                                                                          I 't"0PTI ONAL

                                                                                                                                           I         :
                                                                               ~-.-.-r-r-r-r~@                                             I
                                                                                                                                           I         '
                                                                                                                                           (If>      i"lr~

                                                                                                                                           I         I
                                                                                                                                           I                                     @,
                                                                                                                                           I                                       j
                                                                                                                                                                                  040 ....

                                                                                                                                           I                         5t:t: NO'rE-e I

                                                                                                                                           I                     ClPTIONAL                   L.                          r-------------
                                                                                                                                                                 SPUTTER                                         .,...           PRE-HEATER                      f7\        ~
                                                                                                                                           I                 8,                                                           RED -S                                 1..:.,./   I
                                                                                                                                           I                                                                                                                                I


                                                                                                            I !lEE    NO'l"E-C

                            lI ____                       ...!~::.         ______________                            "'!"' _ _ _ _ _ _ _                 ~':!.~T.!.:!   ________ ....J

                                                                                                                CHART FOR STARTER MOTORS AND HEATERS

                                                                    ,,:·?::-.:G ,:--..SER'                                                               W~RING     IN~ERT                                                                                  W~RINV          INSERT
     ~ .. :; r:: 5. ?Ai=:- \:~·S                                                                         ENGINE t.. PART NO's                                                                           ENGINE: b PART NO:5
                                              r - - - - - T..Owp.::iGsI                                                                   r------G;:'OwPLU'GSI                                                                                r-----------,
                                             ~"-G)G)AG                 I                                                          rql"'A@aNrG;'I                                                  I                                           ~                  "IE..          ;NOT US!.:>      :
                                              _I   "'~~':::?~                                    I                                        l,tO~~~~                                                I
                                                            ~~      '(1--
                                                                                                                                               W .. ,.

                                              :!:J 1                ...   ~"                     :   !lEE: NO":'E-A                CI]'        RI!:D                                              :                                                                                              I SEC NorE-A
                                              ..... 1     R;E:;.                                                                          I
                                             SJ           W",\'!"
                                                                                             ";':';'"",-"" -+
                                                                                                                                          I    W"'T"

 '.';=:?-:-':-~:I,C',<,:-     3;,                     I                                                   wEST!RBEK.E 60.                 I                  :                                                wE:STERBEKE
(c}.r.$2'1l '.OH            1Io .. ,,:;,C,   ''''';   1                                                 @ 14~2'ol GI,.OW PI,.UC;S(4) I                                                                                    6!:W
© II$$~         5TAIlt-rR.                            f                                                 @ 1793", ;!,TARTER.               I                                                                   wESTEReEKE: 120
                                                                                                                                                                                                              @ 11"'~O      ::'TA.IltTf,1It

 ... :::S-::R5EP';e: ~O                               i                                                                              I
(2). . . ~2.,   ".Ow P:..uGS ::.. ) :                                                                                                     ,I

e;2J;z.Z         ~':'A~~5:R
                                                      I                                                                                   I                                          =
                                                                                                                                                                                     eA'TT'1                                                                                           OA'T":'   I
                                                      I                                                                                   I                                                       I
                                                      : ___________ -'I
                                                      L                                                                                   I
                                                                                                                                          !.. ____________ JI

         Marine Engine Electrical System

      (Keyswitch Start)
             This system is supplied on all 4 and 6
          cylinder Westerbeke diesels produced prior
          to January 1975. Operation is very simple.
          Putting the start switch in the Run posi-
          tion energizes an alarm system (when sup-
          plied). Returning the start switch to Off
          position de-energizes the alarm.
             Turning the start switch to Crank posi-
          tion operates the starting motor and starts
          the engine. Upon starting, the start
          switch is released to the Run position.
             When the engine develops oil pressure,
          voltage is supplied to the alternator for
          excitation and to all instruments. When-
          ever the engine stops, loss of oil pres-
          sure removes voltage from these devices.
             When an engine is furnished with a pre-
          heating device, it is energized by a sep-
          arate push button at the key switch panel.
             When an engine is furnished with an
          electric stop solenoid, it is energized by
          a separate push button at the key switch
          NOTE: It is important that your engine in-
          stallation includes fuses or circuit
          breakers, as described under "Owner's Res-
          ponsibility" on the wiring diagram supplied
          with your engine.
                                  ACTIVATION BY LUBE OIL PRESSURE                                                                                                   Q.5
                                         (KEYSWrrCH STARn

                                                                                                              ..     ..·       ,.
I·              .     --
                              ~        7                '~   1.   02   ~                                      I    >--
                                                                                                                               .    Te l   @

     -- .- --
          f--   .- ~.,~
                                           _t-o t=-
                                                                                                              ..   .®
                       " · · 101["

                                                                                              I                                      0,.

                    "'L.TOO G

                                                                               *':' .sENDER


     FOUR-EC                                        FOUR-91                                       FOUR-154                     FOUR-230 8. SIX-346



                                                      G c. .. o- ~r..u"~
                                                                           I                                               :---1----------1
                                                                                                                           I                   IIIOT uKO       I
                                                                           1                                               I                                   I
                                                                                                                           I                                   I
                                                                                                                           I                                   I
                                                                                                                           I                                   I

                                                                           I                                                                                   I
                                           L ______________ J I                                                            I
                                                                                                                           L... _______________ J
                                                                                                                           I                    I

                                                                                                                   Drawing No. 15245

                  COOLING SYSTEM (EXTERNAL)
     The 4 and 6 cylinder marine diesel engines are equipped with a fresh water
cooling system. Transfer of heat from the fresh water (closed system) circuit to
the sea (raw) water is accomplished by a heat exchanger, similar to an automobile
radiator. It differs because raw water, not air, cools the engine's fresh
water. An unrestricted fast-flowing stream of sea water flows through the
tubes of the heat exchanger while the fresh water flows rapidly under low pressure
around the tubes of the heat exchanger. The raw water and fresh water never mix
so the water cooling passages in the engine stay clean.
     Heat rejected in combustion, as well as heat developed by friction is
absorbed by the 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                       EXHAUST
       TANK                       MANIFOLD                       lOVER
            FRESH                                               -,                          FROM
            PUMP                                          ~~--~~
                                                                r )=

> FRESH WATER ~- - . - ENGINE OIL r-~ IUSED ON HYD- HYDRAULIC GEAR/1:J.'/CXSJ t::l RAU L IC GEAR OIL COOLER If ONLY R2 3. SEA WATER SYSTEM The engine is indirectly cooled by the unrestricted fast-flowing stream of sea water which absorbs the heat from the freshwater via the heat exchanger. This raw water is picked up from the sea by a powerful neoprene impeller sea water pump, and passes through the oil cooler to the heat exchanger. After passing through the heat exchanger (and transmission oil cooler if installed), the raw water is then piped overboard. The oil cooler conducts heat away from the bearings and other friction surfaces by the lubricating oil, which js circulated by the oil pressure pump and cooled by the flow of sea water through the tubes of the oil r.ooler. When the engine is equipped with a water cooled transmission for a hydraulic or RB sailing gear the sea water is also circulated through the tubes of a transmission oil cooler, and then piped overboard. In this sense both the engine oil cooier and transmission oil cooler are heat exchangers. 4. SEA WATER PUMP The water pump may be belt driven or mounted on t~e front of the timing cover and driven from the fuel pump gear. The water pump is a selfpriming, positive displacement rotary pump, with a brass case and a neoprene impeller. The impeller has flexible vanes which wipe against a curved cam plate in the impeller housin9, producing the pumping action. NOTE: As the water pump contains a neoprene impeller, on no account should it be run in a dry condition. Always carry a spare impeller and gasket. 5. DRAIN COOLING SYSTEM Remove the pressure cap from expansion tank and open the petcock on the side of the cylinder block behind the starter motor, and the fresh water drain petcock on the bottom of the heat exchanger. (Forward petcock) Turn petcocks counter-clockwise to open. 6. FILLING COOLING SYSTEM Ensure that the petcock on the side of the cylinder block and the petcock on the bottom of the heat exchanger are closed. Turn clockwise to close. Remove fill cap on top of expansion tank and pour cooland into system to one inch from the top of the tank. Start engine and run ~ntil normal operating temperature is reached. Stop engine, carefully remove the cap and add coolant as required. 7. IMPELLER REPLACEMENT a. Remove front end cover and gasket. b. Remove impeller. c. To replace the neoprene impeller coat the impeller and impeller chamber with a good grade water pump grease only. d. Align impeller key way with shaft key. Care should be taken that the impeller blades all lie in the same direction relative to the rotation of the pump, i.e., blades trailing. e. Secure end cover and gasket with four screws and lockwashers. f. In the event of wear being present en end cover, the cover may be reversed. 8. THERMOSTAT a. Drain cooling system (approximately two quarts). b. Remove the nuts retaining the thermostat housing to the cylinder head and lift up housing. c. Lift out thermostat. R3 d. Test the opening temperature by placing th.e ttterrnostat in the water. Raise to the temperature stamped on bottom of thermostat. e. If thermostat fails to open, fit new thermostat. Allow the temperature to cool. If it sticks open, renew new thermostat. f. Install thermostat with new gasket and secure thermostat housing to cylinder head. g. Replace coolant, remove, or if system was drained, fill expansion tank to within one inch from top of tank with clean ftesh water and a suitable corrosion inhibitor or antifreeze solution. h. Start engine and run until normal operating temperature is reached. Stop engine, carefully remove expansion tank filler cap and add coolant as required. 9. REMOVE SEA WATER PUMP (Timing cover mounted) a. Remove hoses from pump. b. Remove the four bolts securing pump to adapter plate, and pull pump away from plate. c. Remove drive tang between water pump coupling and fuel pump drive gear. d. To replace the pump, reverse the procedure above, using sealing compound. (Rector seal or its equivalent on inlet and discharge hose connections to prevent air leaks. Secure with hose clamps) ·. 10. ENGINE HOT WATER HEATER INSTALLATION -I\IHEN R:EM'?T~ ~UR('E. TANK / !-~-.STA~~~E~?~ ~-~( -'IS~S~;'RE:~~~UR~ ~"'Ore:__:;URg._!A~~ · REQ'D (A~_ PARr 21~7~ _:>'? N9T U..:-f; WHEN_"!2_T _~R. _H~TE:R TO F'I'...~ EN~I!'IE 'NI'TH C0')_.\NT. !N,;,TALLED A BO.E.....ENGI.."'E · ~>~,ON_U __A!)_. A~ _~I R . B_E[;) POINT 10 7 SECTION S TRANSMISSIONS 8.2 TYPE SA1 MANUAL Description The Westerbeke-Paragon manua Ily operated re- The number of hours that can be run between verse gear unitsconsistofa multipledisc clutch oi I changes varies with the operati ng con- and a planetary reverse gear train. These units ditions. Under normal conditions, the oil are self contained and are independent of the should be changed every 100 hours or each engine lubrication system. season, whichever is shorter. Operation Mode I and Seria I Numbers and Part Numbers On the forward drive, the reverse gear case and The mode I numbers and seria I numbers are on multiple disc clutch are locked together as a the name plate on the cover of the transmission. solid coupling. The multiple disc clutch is The parts lists accompanying the exploded views locked or clamped by the pressure produced areintendedonlyto identify the parts in regards when the shift lever is moved to the forward to disassembly and assembly and are not intend- position. Thus the propeller shaft turns in the ed to be used to identify parts by number. To same direction as the engine. order parts, refer to the part numbers and names as gi ven in the above mentioned parts lists. The reverse drive is obtained by clamping the reverse bandaroundthe reverse gearca~e which contains the planetary reverse gear train. The reverse band is clamped when the shift lever is TROUBLE-S HOOT! N G moved to the reverse position. The reverse mot- ion is then obtai ned by driving through the The accompanying 'trouble-shooting' charts gears thus turning the propeller shaft opposite shou Id be studied and the suggestions carried to the engine rotation. out prior to any disassembly to determine as bestaspossible what the trouble may be. Also, With the shift lever in the neutral position the the exploded views and the accompanying dis- multiple disc clutch and the reverse band are cussions should be carefully read and under- unc lamped and the planet gears run idle and stood so that any or a II of the service work as the prope Iler shaft remains stationary. indicated from the trouble-shooting c harts may be carried out properly. It is desi rab Ie to start the engi ne wi th the trans- mission in neutral, thus avoiding moving the boat in either direction. It is recommended DISASSEMBLY OF TRANSMISSION that the shifting be done at speeds be low 1000 RPM and preferably in the 800 RPM range or As in any servicing operation, clean liness is a lower to prolong the life of the engine, trans- must and a II rules for good workmanship apply. mission and of the boat. Some of these rules are as follows: Lubrication 1. Use only clean fluid In any cleaning or It is recommended that SAE 30 oi I be used for washing of parts. lubrication. The quantity of oi I depends upon the ang Ie of i nsta lIati on as we II as the reduct- 2. Use only clean oil for lubrication when ion model. The level should be maintained at pressing parts together the highmarkonthedipstick. The level should be checked periodically to ensure proper oper- 3. Never use a hammer to drive ball bearings ation. in place. S.3 4. Never press a ball bearing so that the force 3. Slide entire reverse gear housing straight is carried through the balls. backapproximately 3 inchesuntil housing is c lear of engine gear (92) and lift re- 5. Use only properly sized wrenches in re- verse gear housing assembly c lear of en- moving or securing nuts and capscrews. gine. 6. Replace gaskets and 110 11 rings with nev' 4. Remove pilot roller bearing (95) from material. engine gear (92) if it remains on engine gear. 7. Work on a clean benc h and protect gear teeth and oil seal surfaces from nicks and 5. Remove front end plate (93) from trans- scratches. sion. REMOVAL OF REDUCTION GEAR ASSEMBLY 6. Remove engine gear (92) from engine, FROM REVERSE GEAR HOUSING following engine manufacturer's recom- mendati0n, only if necessary to replace. NOTE: To faci litate remova I of the transmis- sion from the engine, it is simpler to remove 7. If necessary to replace, remove oi I seal the reduction gear assembly first. Make cer- (94) from front end plate tain t hat a II of the oi I is removed from the re- verse and reduction unit before removal is at- REMOVAL OF GEAR CASE ASSEMBLY FROM tempted. REVERSE GEAR HOUSING 1. Remove capscrews and lockwashers around REDUCTION MODE L flange of reduction gear housing. 1. Remove screw (81) from arm of yoke (79) 2. Strike gear half coupling flange with soft and remove ba II joint (80) and lockwash- mallet to break reduction gear unit from er (82) from eye of link on reverse band reduction adapter plate . Slide entire re- assembly. duction unit straight back approximately 3 inches until reduction unitclears reduct- 2. Loosen capscrews in yoke and remove cross- ion drive gear and lift reduction unit clear shafts (78) from sides of housing being of reverse gear housing assembly. careful not to damage oi I seals (68) in housing. NOTE: Refer to reduction gearservice manual for disassembly and assembly of reduction 3. Remove yoke (2) from operating sleeve uni t. assembly (40) through cover opening in housing. REMOVAL OF REVERSE GEAR HOUSING AS- SEMBLY FROM ENGINE 4. Remove reverse band assembly from gear case assembly from front of housing. 1. Remove capscrews and lockwashers from f lange of cover (4) and remove cover. NOTE: On older reverse bands using the drag link, it wi II be necessary to remove the 2. Remove capscrews and lockwashers that pins that anchor the reverse band to the secure reverse gear housing (6'1) to f~ont housing before removing reverse band from end plate (58) or timing gear cover. housing. S.4 5. Remove cotter pin from reverse gear 16. Press gear half coupling (68) from boll tai Ishaft and remove reverse gear tai Ishaft bearing (63) and press ba II bearing from nut (69). direct drive plate (61). 6. Support reverse gear housing face down so 17. If necessary to replace, remove oil seal that gear case may drop free approximate Iy (47) from direct drive plate (61). 2 inches. 7. Press on reverse gear t.Jilshaft unti I tai 1- shoft is free of reduction drive gear (76). 8. Lift reverse gear housing straight up unti I housing clears tailshaft. 10. Remove capscrews that secure reduction adapter plate (79) to reverse gear housing and remove reduction adopter plate, ba II bearing (72) and reduction drive gear (76) from reverse gear housing. r--,..----@ 11. Press boll bearing (72) and reduction drive ~ear (76) from reduction adapter plate (79) and press ba II beari ng from reduction drive gear. NOTE: When disassembling direct drive units, use the following procedure. 12. Bend tong of lockwasher (66) away from locknut (96) and remove trom reverse gear tailshoft by holding gear half coupling (68) with spanner wrench. 13. Support reverse gear housing face down so that gear case may drop free approx- imate Iy 2 inches. 14. Press on reverse gear tailshaft until tail- shaft is free of gear half coupling. Lift reverse gear housing straight up from gear case assembly unti I housing clears tai 1- shaft. 15. Remove capscrews and lockwashers that secure direct drive plate (61) to reverse gear housing (60) and remove direct drive plate (61) boll bearing (63) and gear ha If coupling (68) from reverse gear hous- ing (60). S.5 Early models: --1 1/4" thick _---../-1 4 1/8 11 long - - ~ 4 1/2" long _ _i 5/8" th i ck - --,._. -;-- Late models DISASSEMBLY OF THE REVE RSE BAN D-TOG- DISASSEMBLY OF GEAR CASE GLE OPERATED TYPE 1. Remove. thrust washer (73) from end of 1. Remove screw (55), nut (58) ond loc k- reverse gear tai Ishaft on reduction units washer (57) that secures brace (56) to and Woodruff key (74) sea I washer ear of reverse band (51) . and thrust washer (64) from end of tatl- shaft on direct drive units. 2. Remove cotter pin (54) from earof reverse band and remove pin (53) that holds short 2. Remove lockscrew (42) and lockwasher lever (52) in forked ear of reverse band. (41) from screw collar (37) and remove Remove short lever. screw co liar from gear case by unscrewing. Lift operating sleeveasse.r:nbly (40) from 3. Remove locknut (50) from adjusting screw tai Ishaft when removing screw <:ollar. (44) and remove adjusting screwandassem- bled levers from reverse band. 3. If finger assembly (36) seems loose or worn, remove from screw collar (37) by 4. Remove adjusting nut (50) from adjusting removing cotter pins (39) and finger pins screw. (38) · 5. Remove cotter pins (47) from ends of pins 4. Lift pressure plate (35) and clutch plates in assembled levers and disassemble link (34) and (33) from end of gear case. (48), adjusting bolt (44) and pins (46) . 5. Bend tang of lockwasher (30) away from CAUTION: Do not disassemble link (48) or sidesoflocknut (31) insidepropellergear (61) or disturb setting of jam nut. (24) and remove locknut and lockwasher while clamping reverse gear tailshaft. 6. If necessary to re-line reverse band, re- move rivets holding reverse band lining to reverse band. S.6 6. Properlysupport gear case on clutch plate disassembly. However, donotdisassemble carrier (27) and press tailshaft (29) or unless required. (28) from prope "er gear (24) and clute h plate carrier (27). Lift clutch plate car- 11. Drive pinion shaft (6) of one of the short rier from gear case. pinions (11) from threaded end of gear case approximately 1/2 inch. Push pin- 7. Remove case ball bearing retaining ring ion shaft on through with dummy shaft. (26) from groove in gear case. Push dummy shaft until centered in short pinion (11) and short pinion spacer (7). 8. Remove capscrews (14) and lockwashers Remove short pin i on and dummy s haft from (13) from case roller bearing race (12) inside of gear case. 12. Remove remaining short pinions from gear 9. Remove case roller bearing retaining rings case. (15) from case roller bearing race (12) and remove case roller bearing (16) from The prope Iler gear (24) can be pressed race. from the case ball bearing (25) at this time. 10. Before removal of the short or long pin- ions is attempted, first inspect the gear 13. Remove long pinions (5) using dummy teethforindication of wear. Also, rotate shaft as in removing short pinions. each pinion to check for rough spots dur- ing rotation. If further inspection or re- 14. Remove thrust pads (2) from inside gear placement is necessary, proceed with the case (1). GEAR CASE ASSEMBLY S.7 ASSEMBLY OF REVERSE BAND AND YOKE TO GEAR CASE ASSEMBLY ~ 80 I ·78 I 8I 92 \ I ,~ I i 77 TOGGLE OPERATED REVERSE BAND ASSEMBLY STANDARD 47 S.8 YOUR NOTES S.9 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 con- tained 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 pro- peller 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 prefer- ably 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 discus- sions 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 work- manship apply. Some of these rules are as follows: 1. Use only clean fluid in any cleaning or washing of parts. 2. Use only clean oil for lubrication when pressing parts together. 3. Never use a hammer to drive ball bearings in place. 4. Never press a ball bearing so that the force is carried through the balls. 5. Use only properly sized wrenches in removing or securing nuts and cap- screws. 6. Replace gaskets and" 0" rings with new material. 7. Work on a clean bench and protect gear teeth and oil seal surfaces from nicks and scratches. NOTE: Remove the reverse and reduction gear as a complete unit before removing the oil to avoid fouling the bilges. S.10 TROUBLE SHOOTING CHARTS Ch art 1 GEAR DRAGGING DRIVE SHAFT ROTATES EITHER FORWARD OR REVERSE WITH SHIFT LEVER IN NEUTRAL I I Check For 1 I -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 ------------------------------REMEDy------------------------------- I. For~ard clutch plate v,'arped and sticking. b. Engine /Z.ear hearin~s worn excessively, Hemove and replace clutch rlates. causin/Z. misalignment of en/Z.ine shaft. He- place necessary parts. Check misali~nment 2. Improper reverse hand adjustment. Adjust of en~ine ,gear. reverse band as outlined under adjustment . .~. C.heck the following items: 4. Over-adjustment of either forward and reverse a. Bearings and gears worn excessively in ,gear or hoth will result in loss of neutral. Check case. Replace necessary parts. and readjust as outlined under adjustment. Chart 2 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 -------------------------------REMEDy----------------------------- I. Hemove forward clutch plates and check for \. Hem(lVe reverse band and check for wear. He- ,,{'.If. HepLlce if \\orn excessively. place linin~ if \\orn helow rivets. 2. Improper f()f\\ard clutch adjustment . .''\dJusc as ·l. Improper reverse band ad jus tment. Ad just 'IS outlined under adjustment. outiin<·d under ,Idjustment. S .11 TROUBLE SHOOTING CHART Chart 3 GEAR INOPERATIVE DRIVE SHAFT OOES NOT ROTATE WITH SHIFT LEVER IN FORWARD OR REVERSE I l Ch.,(.~ I For 1 I I I 1. FAILURE OF PLANETARY ASSEMBLY I 4. REVERSE BAND NOT ENGAGING G EAR CASE r r 2. FAILURE OF REDUCTION GEAR J I 5. BROK EN OUTPUT SHAFT I I 3.. FORWARD CLUTCH NOT ENGAGING I REMEDY ------------------------------- 1. I{Crllo\·t" ge'ar case assc:mhly and check for h. forward clutch plates "orn. Replace clutch ugh bore in rear of housing. 5. Place thrust washer (16-2) with counter-bored side down over reverse gear tailshaft (2- 2). (Make certain that thrust washer seats properly on shoulder of retaining ring (6) on tailshaft (2-2. ) 6. Press reduction drive gear (87) into ball bearing (88). 7. Plc:.ce new gasket (8) on reverse gear housing (3) and press reduction drive gear (87) and ball bearing (88) on reverse gear tailshaft (2-2) until ball bearing is seated against thrust washer (16 - 2). Thread on reverse gear tailshaft nut (18-2). 8. Press reduction gear adapter plate (85) over ball bearing and secure with necessary bolts. 9. Install reduction gear crescent (74). 10. Tighten all capscrews. Tighten reverse gear tailshaft nut 08-2) until 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 (72) on reduction adapter plate (85). 13. Install brake band assembly (62) onto gear case assembly (41) in reverse gear housing. 14. With reduction adapter plate (85) facing mechanic. insert yoke (34) through cover opening in housing placing forked arms of yoke over pins of oper- ating sleeve assembly (50). Ensure part number of yoke is facing mechanic. 15. Align and hold hole in brace (67) on 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 posi- tion yoke to cross shaft. 17. Secure yoke to cross shaft by tightening the two cap screws in yoke. 18. Slide reverse cam (65) through reverse cam slide assembly (63) and in hole in arm of yoke (34). 19. Position pin in brake band (62) in hole in brace (67). 20. Replace and tighten adjustment nut (66) to reverse cam slide assembly (63) . 21. Secure lock spring (68) over adjustment nut (66) with screw. lockwasher and nut (70). DIRECT DRIVE UNIT 22. After paragraph 4 above place thrust washer (16-1) over reverse gear tailshaft. Place seal washer (6) over reverse gear tails haft against thrust S.19 washer and install Woodruff key (27) in keyway in tailshaft. 23. If removed for replacement, pre-ss new oil seal (21) into direct drive plate (15). Press ball bearing (25) into direct drive plate. 24. Place direct drive plate, oil seal and ball bearing assembly on suitable support and press gear half coupling (14) into oil seal (21) and ball bear- ing (25) until 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 (16-1). 26. Place lockwasher (19) over reverse gear tailshaft with tang in keyway in gear half coupling and thread locknut (18 -1) on 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 (18-1) and bend up one tang on lockwasher (19) over locknut. 29. Continue with paragraphs 13 through 20. ASSEMBLE TRANSMISSION TO ENGINE 1. If front end plate (5) was removed from reverse gear housing (3) or engine flywheel housing proceed as follows: a. Replace oil seal (22) or bearing (37) if necessary. b. Slide engine gear (1) into flywheel housing damper spline. c. Align mounting holes in front end plate (5) with 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 (5). 3. Check to be certain that pilot roller bearing (60) is properly installed in propeller gear inside gear cas e. 4. Start reverse gear housing (3) over the two studs and slide housing over engine gear (1) right 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 1/2 inches long in two opposite holes in· 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 reduc- tion ring gear slightly to properly mesh gear teeth. 3. Installlockwashers and capscrews around flange of reduction gear housing and tighten uniformly. S.20 YOUR NOTES S.21 SA1 AND SAO MANUAL CLUTCH ADJUSTMENTS With the transmission secured to the engine, I. Back out the lockscrew (42) unti I the dog replace all water lines, etc. However, do on the end of the lockscrew is clear of the not connect the shifting linkage until all the hole in the pressure plate (35). adjustments have been made and are satis- factori Iy tested~ 2. Rotate the screw Collar (37) to the right until the lockscrew (42) is opposite the Before securing the propeller half coupling to next hole in the pressure plate (35). the gear half coupling, check to make certain that the couplings do not run out more than 3. Tighten the lockscrew making certain that .002 inches wi th respect to each other. Study the dog on the end properly enters the hole section "AI ignment to Engine II on Pages in the pressure pi ate. 14 and 15 of Technical Manual. 4. Continue this until a decided effort is re- The transmission should be filled with new oil quired to shift into forward (approximately as specified under lubrication. 26 foot pounds). The transmission can be partially adjusted be- 48 fore the eng i ne has been run. However, a complete running test is necessary to satisfact- ori 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 (37) unti I lock screw (42) is up and facing you. Then, working care- ~r:F===4---- 50 fully to avoid dropping either screw or tools into clutch housing -- SAl Reverse Adjustment (Top View) The preliminary adjustments for the reverse drive are made as follows: 1. Loosen the locknut (50) on the inside of the upright ear at the top of the reverse band. 2. Tighten the adjusting nut (50) on 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 Typical Forward shift into reverse. Clutch Adjust- ment (SAl & SAO) 4. Do 'Jot tamper with adjustment of link (48). 5. For Four-99s and early Four-107s there was a cam operated reverse adjustment. Simply tum screw head (103) clockwise one flat at a time unti I satisfactory reverse engagement is obtained (see Figure 3). S.22 If further adjustments are necessary, continue the adjustments CIS outlined above until satis- factory 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 over-adjust the transmission. If the transmission is over-ad- SAO Reverse justed it will be more difficult to shift into Adjustment forward and reverse and the parts wi II be heav- (Top View) ily stressed and subject to early fatigue fail- ure. Therefore, once the preliminary adjust- ments have been made, only a very small am- ount of adjustment will be necessary for either forward or reverse. Usually, an adjustment of Replace the cover on the reverse gearhousing. a half a step on the forward, or at the most, a The transmission is ready for a preliminary test full step is required for full adjustment. Only which may be done at dockside, a very small adjustment is required for the re- verse drive. Check all of the mooring Iines before continu- ing the test, On the forward drive, a full step of adjustment is as outlined above or is made by loosening With the engine running at i.dle speed, shift the lockscrew (42) and rotating the screw the transmission into forward and reverse not- coli ar (37) to the right unti I the next hole in ing how well the transmission responds. the pressure plate (35) can be lined up under the lockscrew. A half a step is made by tak- If the transmission does not engage in one or ing the lockscrew out of the hole that it is in both of the forward or reverse positions further and pi acing it in the hole adjoining it in the dockside adjustments are necessary. Continue screw coil ar. Then rotate the screw coil ar to the adjustments CIS outlined above untit the the right unti I the next hole in the pressure transmission will engCGe in both forward and plate is lined up under the dog of the lock- reverse dri ves. screw. Make certain that the lockscrew enters the hole properly or it will bind up the forward A complete running test is necessary to deter- clutch. mine that the transmission is properly adjusted. The transmission should not sl ip or IIbreak II When the transmission is properly adjusted, away under full power conditions in the forward replace the cover and secure all external bolts drive and should hold in reverse under all nor- and fasteners. Before replacing the shifting mal reversing conditions. linkage, check to make certain that it oper- ates free Iy ol'ld ooes not bind or drag. Replace the Iinkage 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. S.23 SA1 AND SAO REDUCTION UNITS DESCRIPTION The Westerbeke/Paragon 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 (86) and 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 (78) away from locknut (77). Remove locknut using suitable wrench and lift lockwasher from shaft. 4. Remove gear half coupling (75) with 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 (76) from groove next to ball bearing (84) in..;ide reduction gear housing and press ball bearing from housing. 7. If necessary to replace, remove oil seal (79). 8. Remove Woodruff key (80) from flanged shaft and remove seal washer (74) and spacer (73). 9. Press ball bearing (84) from flanged shaft using two holes in flange. 10. Remove capscrews and lockwashers from rim of flanged shaft and remove ring gear (71) from 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 (86). 2. Press ball bearing (84) into reduction gear housing (86) and install retain- ing ring (76) into groove next to ball bearing. S.24 3. If removed for replacement. press new oil seal (79) into reduction gear housing. 4. Place flanged shaft over ring gear (71) and line up holes in flange with those in ring gear. 5. Place lockwasher over capscrew and insert capscrew into hole in flanged shaft and secure flanged shaft to ring gear. 6. Press ball bearing (84) onto flanged shaft. Place spacer (73) over shaft next to ball bearing and place seal washer (74) over shaft next to spacer. 7. Install Woodruff key (80) into keyway in flanged shaft. 8. Place reduction gear housing over small end of flanged shaft and start ball bearing (84) on flanged shaft into bore in housing by tapping housing with a soft mallet. 9. Turn unit over with small end of housing down and press on center of flanged shaft until spacer (73) is seated against ball bearing (84) in reduc- tion housing. 10. Support unit on inside of flanged shaft with large end of unit down and press gear half coupling (75) onto 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 (78) over end of flanged shaft with tang on inside of lockwasher in slot on flanged shaft. Place locknut (77) onto shaft and secure using suitable wrench. 12. Bend one tang of lockwasher into slot on locknut. 13. Install two studs 3 1/2 inches long into two opposite holes in reduction adapter plate. 14. Position redu.ction gear assembly over studs with oil drain plug at bottom of housing and slide onto reduction drive ge8.r. It may be necessary to rotate reduction gear slightly to properly mesh gear teeth. 15. Install lockwashers and capscrews around flange of reduction gear hous- ing and tighten uniformly. :?6 , \ \'-----.. ~ 'v __~/ ---...---~ - ------------~~----------- S.25 TYPE RB - FREEWHEELING The Volvo Penta reduction-reverse gear, type 2. Remove the bolts holding the reverse gear RB, has a bui It-in reduction gear, with reduct- to the engine and pull the reverse gear ion ratio 1 .91: 1. Engagement "Ahead" or "As- carefu Ily aft, without breaking, so that it tern" takes place by means of se If-adjusting cones is re leased from the engine. which are held in the engaged position partly with the he Ip of the prope Iler thrust. 3. Remove the bo It (1 2) and pu II off the coup- ling flange (10). Also lift off the rubber When engaging "Ahead", the output shaft is protector (18). The key (15) need not be moved with its cone so that it meshes with the removed. front cone. When "Astern" is engaged, the output shaft is moved backwards and meshes 4. Remove the reverse gear lever from the with the inner cone which operates via an inter- control shaft (1). Then remove the cover mediate gear. The direction of rotation of the (2). Pullout the control shaft (1) and the output shaft wi II therefore be reversed. In the eccentric stud (9) (note the position of the neutral position the cone is held by the locking stud which has marked sides. plunger in such a potition that there is clearance oetween the cone and the gear whee I. 5. Remove the bolts which secure the reverse Reduction-reverse gear with ratio 1 .9 : 1 has a gear housing (32) to the casing (33). Part separate oil changer and is watercooled. the casi ng from the housi ng by means of light blows with a mallet. 6. Remove the bolts (22) and take out the shaft (17) with the sleeve (20). 8. Remove the bolts (23) and the washer (24). P lace one of the bo Its (23) in the center ho Ie of the support beari ng (27) and pu II off the gear wheel (30). If the ball bear- ing (29) is to be removed from the gear wheel, remove the bolts (25) and the ring, (26) after whic h the ba II bearing is press- ed out. Fig. 1. RB type reduction-reverse gear, ratio 1.9:1 1. Plug for oi I fi Iling 9. Lift out the cone (28). 2. Oil dipstick 3. Plug for draining oil 4. Drain plug for cooling water 10. Remove the gear wheel (31) with bearing (34) from the housing (33). Forthe reduct- ion-reverse gear with ratio 1.9 : 1 J remov- REPAIR INSTRUCTIONS - REMOVING ing is made easier by tapping carefu Ily on the bevelledside of the gear wheel (31), The repair instructions refer to Fig. 2 for ratio 1.9 :1. 11. See Fig. 2. Remove the bolts (38). The 1. Disconnect the cooling water connections flange (44) need not be removed from the (rqtio 1.9 :1). Removethepropellershaft shaft. Press out the shaft (42) together with and push it aft. the cover (43tandthe ball bearing. Pres- S.26 Fig. 2. Cross-section of reduction-reverse gear, ratio 1.9 : 1 sure is applied ta the shaft journal for the ponents shou Id be carefully cleaned. At the same bearing (35). Take care to ensure that the time inspect the parts and replace those that are needle bearing (35) is not damaged. Pro- worn. Fit new gaskets, O-ring and spring wash- tect the bearing from dirt and place it so ers. Check carefully to see that all sealing ring~ that it will take up the same position again are undamaged. when being fitted. See Fig. 2. Friction lining wear on the gear 12. Drive out the shaft (40) wi th the gear whee I wheel (31), which is most subjected to wear, is (37) and the bearing (36). With regard to compensated for by increasing the thickness of taking care of the bearings, see point 11. the shim (21) as follows: Place the cone (28) in the gear wheel (31) and measure the distance 13. See Fig. 2. Removal of flange (44) and "X" shown in Fig.4 The amount by which the bearing (3) from the shaft (42) should be measurement "X" is less than 85mm (3.35") de- done in a press after the locking flange has termines how much the thickness of the shim (21) been removed. Pressure must not be applied shall be increased. For example, if the distance to the outer ci rcumference of the flange measures 83mm (3. 29"), then a 2mm (0.08") thick (44) . shim should be fitted. If the wearis so great that the measurement "X" is less than 81mm (3.19"), INSPECTION then the worn parts must be replaced. The fri ct- ion linings in the gear wheel and cone are not Before the reverse gear is refitted, all its com- interchangeable. S.27 1. Fit the bearing (36) and the gear wheel 12. Fittheflange(9), shaft (1), locking plung- (37), also press the shaft into the housing. er (8), sleeve (4), spring (5) and the plung- er housing (6). Oil the parts liberally be- 2. Fit the gear wheel (31) with bearing (34) fore fitting. The flange (9) is fitted so that into the housing (33). its sides marked "0" follow the lonoitudin- a I direction of the engine. Fit the reverse 3. See Fig. 2. Fit together the shaft (42), gear lever and check the movements of the bearing (39), cover (43) and the flange lever from neutra I to "Ahead" and" Astern" (44) into one unit. Th~ blJII bearing (39) positions respectively, which should be is fitted so that the recess on one side of equi-distant. If the movement in one dir- the bearing (Fig.7) faces opposite the ection is appreciably more than in the other teeth on the shaft (42). If the sealing ring direction, this is to be adjusted by turning in the cover (43) shows the least sign of the flange (9). This is shaped such that the damage or if it has been removed from the center of the rectangular portion is offset cover, itshould be replaced bya new one. in relation to the center of the cylindrical A protecting sleeve shouldbe used to pre- portion (guide). If the flange is fitted so vent damage to the sealingring by the pas- that the projecting side faces forwards, the sage of the keyway in the shaft (42). movement of the reverse gear lever from the "Ahead" position to "Neutral" is de- 4. See Fig. 2. Fit the shaft unit into the creased. If theflange is turned half a turn housing (33). Take care to ensure that the so that the projecting side faces aft, the gear wheel on the shaft (42) meshes with movement of the lever from !lI'Jeutral" to both gear wheels (37 and 31). the "Astern" position is decreased. 5. See Fig. 2. Fit the needle bearing (35). Then c heck that the reverse gear engages in both the "Ahead" and !lAstern" positions. 6. Fit the cone (28) in the gear wheel (31). 13. Fit thereversegearto the engine. Regard- 7. Fit togetherthe bearing support (27), bear- ingthe reverse gear withratio 1.9 :1, fit- ing support (27), bearing (29), cover (24) ting is faci litated if the rubber bushings on and the gear wheel (30) into one unit and the driving studs (45) as we II as the holes and tighten on the cover (24). The ball for these in the engine flywheel, are care- bearing is fitted so that the recess one side fully coated with talc. of the bearing faces away from the teeth on the gear whee I (30). The bearing sup- port (27) and the washer are fitted so that the middle throu!=lh hole comes upwards. 8. Place the unit in the cone (28). 9. Fit the shaft (17) and the sleeve (20) onto 1. Spring housing the cone (28). 2. Interlock pin 3. Control shaft 4. Cover 10. Fit the reverse gear housing (32) over the 5. Flange assembled parts and tighten it onto the 6. Bearing hO'.lsing 7. Reverse gear housing (33). housing 11. Fit the rubber protector (18) and the coup- Ii ng flange (10). Before fi tti ng c hec k that the bolt (12) is well tightenedandthat the key (15) is properly bedded down in its key- way in the shaft (17). Fig. 3. Rear section of reverse gear S.28 1. Set the reverse gear lever in the neutral the lever retainer and the shaft must be position. turned. 2. Remove the bolts whic h hold the bearing a. Remove the spring housing (1, Fig. 3) housing (6, Fig. 3) to the housing (7). and lift out the locking plunger (2). Pull the bearing housing aft several milli- meters (this is faci litated by carefully en- b. Remove the cover (4) without pulling it gaging the lever), insert a knife between off the shaft. the sea ling surfaces and loosen the basket carefu lIy so that it remains in contact with c. Lift the shaft (3) with cover (4) from the only one of the sealing surfaces. housing and turn the shaft 1800 (half a· turn). Turn also the flange (5) half a turn and fit the shaft. 4. Refit the parts. 3. Turn the bearing housing to the desired If the remote control for the RB reduction-re- position and tighten down the housing. verse gear is fitted, it may not be done in such a way that a constant pressure operates on the If the keyway on the shaft is in such a po- reverse gear control components. In both sition after being moved round that the re- "Ahead" and "Astern II positions the remote con- verse gear lever cannot be fitted, the shaft tro I device must be complete Iy un loaded so that and flange are turned as fo lIows: On the the prope lIer thrust can maintain the cones in shaft there is only one keyway so that both the reverse gear in the engaged position. DATA Type ..................................... Volvo Penta RB 1.9 :1 Ratio IIAhead li · · · · · · · · · · · · · · · · · · · · · · · · · · · · 1.9 :1 Ratio IIAstern li · · · · · · · · · · · · · · · · · · · · · · · · · · · · 1.73:1 Lubricating system ......................... Circulation type Oil capacity, approx ..............·........ 0.5 liter (1 quart) Oi I grade .·..·........................... Service OS Oi I viscosity. . . . . . . . . . . . . . . . . . . . . . . . . . . .. SAE 20 Oil change ............................... Every 100 hours Prope Iler type ............................. Left-hand thread Weight, approx ............................ 28 kg (61 lb.) 5-29 PARAGON P-21 SERIES HYDRAULIC I. SPECIFICATIONS A. Description Chart MODEL REDUCTION RATIO DIRECTION OF ROTATION P21L DIRECT ALL LEFT HAND P22L 1. 5: 1 AS VIEWED FROM P23L 2:1 THE OUTPDT END P24L 2. 5: 1 OF THE TRANS- P25L 3:1 MISSION J B. Model and Serial Numbers Each reverse gear has a model number and a serial number. These numbers are on the name plate, located on the housing of the transmission. MODEL AND SERIAL NUMBER CHART DIRECT DRIVE MODEL AND SERIAL NUMBERS P2 - Gear. Size 1- Direct Drive 5J .1234 - Tronsmission Serial No. L- Left Hand Rototion Unit REDUCTION GEAR MODEL AND SERIAL NUMBERS l 5J-5678 P2 - Geor Size ~ I Reduction Geor ------===== ----------- 1. 5: 1 J 2.0:1 , Reduction Geor L -LeftHandRotationUnit 5 J - 5678 . T ran s· mission Serial ~ \ Size 2.5:1 \ Ratio No. 3.0: 1 S.30 II. INTRODUCTION ward drive is through a multiple disc clU1.d\ a rrangement, while thE: reverse drive uti 1izes a reverse clamp band and planetary g>::iI' Tl ansmissions have been designed for srilooth train. The transmission oil is circulated :H.d operation and dependability in marine Lise. The cooled through a sep" rate external oi I c<)ok r transmission is self- contained, having an oil core, which is in turn cooled by the png:nc pressure system and oil supply completely water. Paragon transmissions are fcHllishl,d separated from engine lubricating oil systems. with either dirp.ct drive or reductiol}";. Gear reduction ratios aild correspondl'1g Transqlission oil under pressure is used to model iclentificati,)n numbers are liSted in engage a forward or reverse drive. The for- Section I, l~ndeI' "SPI::ClFICATIO~~". III. INSTALLATION 4. Install and tighten four bolts with lock- washers thr(.ugh the transm:ssiO[1 A. The installation instructions below are for housing flange into the enginE"' ad~pter use when the original transmission has been plate. Remove the 3-1/2" studs. Inshll removed for servicing and must be re- and tighten the two remaini-ng bolls installed, or when the transmission unit \vith lockv.'ashers through the lram;- is to be adapted as non-original eqUip- mission hOUSing flange. ment to a marine engine. D. The transmission and propeller shalt (.;')U- B. It is important that the engine and t rans- pIing must be carefully aligned before the mission rotatio:1s are matched. The di rec- propeller shaft is connected to the 1nns- tion of rotation of an engine is defined in miSSion, in urder to avoid vibratiun ,[nd this manual as the direction of T0tation consequent damage to the transllli":si'J11, of the engine crankshaft as viewed from the engine, and boat bull during oper:iJ :UIl. output end of the transmission. A clock- To align the coupling, move the pn~pt;!i\.'r wise rotation of the engine is a right hand shaft, with attached c\Jup!ing flange, tc,v>ard rotation and a countercluckwisE: rotation of the transmission so that the f:H.:es ,)1' ,he the engine is a left hand rotation. propeller shaft coupling n;iI1gl; :-i!~ri ,ff;llS- miSSion shaft CUUplil)g ihnge are :n ('()n- A letter "R" or "1." appearing on the tact. The coupling flang'e 1acE;s shoujli be transmission serial num},i::r plate illus- in contact throughOUt thei r 'lti n, ,;: rClIn;- trated in Section I, "SPECIFIC\TIO;\S", ference. The total rUlllhit or g:1p he!\,1~::'11 indicates whether the transmissiun is for the faces sh(Juld n·.)t exceed .002" :1t :tny use with a right or left hane! rotating point.. If ti,e runuut exceeds.002", n~p()si engine. tion tht: engin~ and att:1(;hed transmi!-:"E~·G·~·N~"~·R·~·D·~·T·~""'" SERVICE BULLETIN #69 Subject: Exhaust system failures Models: All marine generators and marine engines ~Jhenengine 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 ("wet") exhaust system to prevent this problem requires that the sea water inlet be positioned so that the entering stream of sea water does not strike a surface directly. Also, the velocity of the entering sea water stream should be as low as possible which is achieved by having inlet fittings as big in diameter as possible. In addition to the above design considerations, it is usually advan- tageous to divide the sea water flow at the point of entry to the exhaust system so that only a portion of it enters the exhaust system. The remainder is normally piped directly over the side. The proper proportion of the sea water flow to pass through the exhaust system can only be determined by trial and error. The goal is to prevent excessive exhaust temperatures with the least amount of sea water. PN 19149 May 6, 1974 -,\'ESTE~3EKE CORp· AVON INDL.:STRIAL PARK· AVON. MASS 02322 USA TELEPHONE 6:75887700· TELEX 92·4444· CA8LE WESTCORP V5 WESTERBEKE MARINE ENGINE PROOUCTS ·r-'I '. ---c.._._ ...__'-'-' SERVICE BULLETIN #72 MODELS: ALL SUBJECT: NON-INTERCHANGEABILITY 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 interchangeable. STEWART-WARNER VDO FARIA NOVOX 2" OIA CASE 2 3/8" orA CASE 2" orA CASE 2" orA CASE Ammeter 11581 11931 16550 19165 Oil pressure gauge 11544 11914 16548 19166 Oil pressure sender 11542 11916 16551 19167 Water temp. gauge 11545 11913 16549 19168 Water temp. sender 11543 11915 16552 19169 Adapter ring to in- 16023 LAMP + 16023 16023 s ta 11 2" di a gauge in and and and 2 3/8" dia panel SB #44 -',,.....,..,..... AM P - SB #44 SB #44 cut-out GND B+ SND LAMP + ~ SND~B+ Wiring diagram LAMP+ SND~B+ ~SN GND B+ Also see GND SB #36 GND 5/29/74 PN19190 J H WESTERBEKE CORp· AVON INDUSTRIAL PARK· AVON. MASS 02322 USA, TELEPHONE 617 588·7700' TELEX 92·4444· CABLE WEST CORP V6 WESTERBEKE MARINE ENGINE PRODUCTS SERVI CE BULLETIN df78 ISSUED: January 24, 1975 SUBJECT: Thermostats 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 Four-107 may not be used anywhere else. The thermostat used in the Four-60, Four-91, and Four-154 is interchangeable across that range. The thermostat used in the Four-230 and the Six-346, 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 interchangeable. A list of correct part numbers follows: Enaine model's Part number Four-107 11698 Four-60,-91,-154 18136 Four-230, Six-345 17926 J H WESTERBEKE CORP· AVON INDUSTRIAL PARK AVON. MASS 02322 USA TELEPHONE \::17 :,BB 7700· TELEX 9~444J· CABLE ':,,[STeOR? PN 11623 1/24/75 Page 1/1 V7 WESTERBEKE SERVICE BULLETIN H81 REISSUED: October 3, 1975 SUBJ ECT: Hydro-Hush Muffler Installation MODEL: All DISTR: All The diagram on the reverse side shows a proper installation of the Hydro- Hush stainless steel muffler. Make sure installation is such that water cannot enter engine at any anqle of heel or pitch. Muffler remains aporoximately twenty-five percent full of water after engine is shut down with maximum thirty-three inch lift used. Muffler must be installed as close to fore-aft centerline of boat as possible. There must be an unblocked vent to atmosphere at the high point of the sea water circuit (where it nasses above the waterline) to break the vaccuum which would encourage siphoning through the sea water circuit uoon engine shutdown. Such siphoning would fill the engine with sea water throuqh its exhaust. Pipe the air vent with aooroximately 3/16 copper tubing to discourage water flow through it when the engine is running. If water flows throuqh the air vent when the engine is running, oioe it over the side or into the transon exhaust outlet. But be sure it will drain upon engine shutdown and function properly as a siphon break by venting the sea water circuit to atmosphere. Use as few right angle fittings as possible. If there is any question as to back pressure, check your engine manual. Exhaust line diameters indicated are minimums. Refer to enqine manual for snecifics regardina run lengths and sizes greater than indicated. The installation tips given are to be used as a guide only. We cannot be resoonsible in any way for muffler installation. We presume basic understanding of good marine practice on the part of the installer. J H WESTERBEKE CORP· AVON INDUSTRIAL PARK· AVON. MASS 02322 US A . TELEPHONE 617 588·7700 TELEX 92·4444· CABLE WESTCORP PN 19468 10/3/75 Page 1/2 V8 HYDRO-HUSH BELOW ENGI NE. AIR VE"T . · PN.1317~ HYDRO-HUSH AIR VENT * 6't l + 3"MIN. f-=-"'A I( I~~' _ __ ~ ---' 1'1 ........ I~ ,J~ ,~-'- II ~.-, II ~, SEE WATER PUMP II "- EXHAUST II 3MIN. " OUTLET. II II " --....""'...~ II r"'~~ : : J !"-'NSULATK>". ~ ... 1/7-J.r-~~ I ~. \Ii I __ ~ . 1. /Y""?-,==~' ~- ..... I \"1-\\ n-rr ~ff·--~('~#(,---==-\~t~ PH 13174 HYDRO-HUSH (._~/:~·ti\\:'JI ~ 'l' \~r-7hr- ('f \1 l iff AIR VENT MUST 8£ INSTALLED AT HIGHEST POINT AND A80v£ WATER LINE I N ~EA WATER CIRCUIT TO BREAK VACUUM , ; . \'\ /; l~ \L:) , I \ . ArTER ENGI NE SHUT DOWN, PREVENTING L \\ \. \\~~ SIPHONING Of' SEA WATER INTO EN..INE. Drwg 15294 .......... _.~ HYDRO-HUSH ABOVE ENGINE. Page 2/2 V.9 l-vvl WESTERBEKE ENGINE PRODUCTS SERVICE BULLETIN #82 REISSUED: May 21, 1979 SUBJECT: Battery Recommendations MODEL: All DISTR: Owners, Distributors, Dealers, Manufacturers BATTERY RECOMMENDATIONS MODEL BATTERY AMPERE HOURS VOLTAGE Vi re, 7 Horsepower, gasoline 40-60 12 V.D.C. W-7, 7 Horsepower, diesel 60-90 12 V.D.C. W-10, 10 Horsepower, diesel 90-125 12 V.D.C. Four-60, 15 Horsepower, diesel 90-125 12 V.D.C. W-20, 20 Horsepower, diesel 90-125 12 V.D.C. W-30, 25 Horsepower, diesel 125-150 12 V.D.C. L25, 25 Horsepower, diesel 125-150 12 V.D.C. W-40, 37 Horsepower, diesel 125-150 12 V.D.C. WPDS-15, 15 Kilowatt, diesel 125-150 12 V.D.C. W-50, 41 Horsepower, diesel 125-150 12 V.D.C. W-60, 53 Horsepower, diesel 150-170 12 V.D.C. WPDS-20, 20 Kil owatt, diesel 150-170 12 V.D.C. W-80, 75 Horsepower, diesel 170-200 12 V.D.C. W-120, 115 Horsepower, diesel 200 minimum 12 V.D.C. The ampere hour range shown is minimum. There is no real maximum. J H WESTERBEKE CORP, AVON INDUSTRIAL PARK· AVON, MASS 02322 USA.' TELEPHONE 6i7 588·7700· TELEX 92·4444· CABLE WESTCORP PN 20442 Page 1/l 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 trouble- shooti ng. j H WESTERBEKE CORP· AVON INDUSTRIAL PARK· AVON. MASS 02322 USA· TELEPHONE 617 588·7700· TELEX 92·4444· CABLE WESTCORP PN 20684 9/4/75 Page 1/1 Vll WESTERBEKE MARINE ENGINE PRODUCTS SERVICE BULLETIN #87 ISSUED: September 18, 1975 SUB,lECT: Alternator Output Splitter MODEL: All Marine Engines 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, iso- lates each battery so that discharging one will have no effect on the other. Changing rates are in proportion to the batteries' voltage (state of discharge). This method precludes the necessity, and even the desir- ability, 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. 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. 2. Be sure to use a wire size aopropriate to the output of the associ- ated alternator. In full power systems number 4 wire is recommended from the alternator to the splitter and from the splitter to the batteries. 3. Connect the alternator output terminal to the center splitter terminal. 4. Connect one splitter side terminal to one battery(s}. 5. Connect the other splitter side terminal to the other battery{s). TEST INFORMATION: When the engine is not running, the side splitter ter- minals 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. Continued-Reverse Side J f-4 WESTERBEKE CORP· AVON INDUSTRIAL PARK· AVON. MASS 02322 USA· TELEPHONE 617 588·7700 TELEX 92-4444· CABLE WESTCORP PN 20701 9/75 Page 1/1 V12 BY-PASSING 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 charge). ,SPLITTER STARTER I c·............--+0 e.+ ALTERNATOR STARTING BATTERY (5) - - )-~--...-uA FUSE SHI p1,s PN206S4 SERVICE 8+ LOADS 2 D--+---tQ5ERVI CE BAiTERY(5) -0-+-" - - POWER DISCONNECT DRWG ·20701 SWITCH - - 9/75 V13 WESTERBEKE MARINE ENGINE PRODUCTS SERVICE BULLETIN 92 ISSUED: April 28, 1976 SUBJECT: Troubleshooting Water Temperature and Oil Pressure Gauges MODELS: All DISTR: Distributors, Shipments Given a presumably faulty gauge indication with the instrument panel energized, the first step is to check for 12 VDC between the ig~ (8+) and neg. (8-) terminals of the gauge. Assuming there is 12 volts as required, leave the instrument panel energized and perform the following steps: 1. Disconnect the sender wire at the gauge and see if the gauge reads zero, the normal reading for this situation. 2. Connect the sender terminal at the gauge to ground and see if the gauge reads full scale, the normal reading for this 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 minus) the ground side will not necessarily be connected to the block. If the sender to gauge conductor is OK and the engine block is grounded, the sender is probably defective and should be replaced. PIN 21616 4/28/76 .., '.\OSTEPBEKE CORP· AVON INDUSTRIAL PARK· AVON. MASS 02322 USA· TELEPHONE 617 588·7700· TELEX 92·4444· CABLE WESTCORP V14 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 9/9/76 j H WESTERBEKE CORp· AVON INDUSTRIAL PARK· AVON, MASS 02322 U.S.A.' TELEPHONE: 617 588·7700, TELEX 92·4444· CABLE: WESTCORP DIIIT_I""'1 ... ",.a,olll ·· co.o rUTKIO" 'c. FUEL INJECTION PUMP. (ON EN"'NE) 9 19187 HE.- HD. SCREw ~' 8 19 442 f:L~r WASHER -, 7 1 ~ 320 "0" RIN6; }(. O o D . / ~ 5 1"383 /I rDI5 FUEL PReSSURe SWITCH PLUt!; I , 4 19~21 '0" RII'I(I 9/t, o. D. I - 3 /9185 ADAPTER I 2 1f!J26/ COPI'E~ WASHee I , /9204 SCREW ASS'Y (8J.ceD) I TY DeCIMAL "'--- ...... CTIO .. AL '--"' " ... out."'. 0 .... .,. lo . . . . . . toIQ NUM · · " ,,--. ~-~-7'1 21743 M"'O. tI. u. K·E :!:~::.":.~.~·A~".:!.D po". <: ~ (J'1

Ad by Google

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