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Westerbeke Diesel W 50 Parts Manual



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TECHNICAL MANUAL WESTERBEKE 50 Marine Diesel Engine Publication 23156 Edition Two January 1981rv WESTERBEKE MYLES STANDISH INDUSTRIAL PARK 150 JOHN HANCOCK ROAD TAUNTON MA 027807319 TECHNICAL MANUAL WESTERBEKE 50 Marine Diesel Engine Publication 23156 Edition Two January 1981rv WESTERBEKE MYLES STANDISH INDUSTRIAL PARK 150 JOHN HANCOCK ROAD TAUNTON MA 027807319 INTRODUCTION IMPORTANT THIS MANUAL IS A DETAILED GUIDE TO THE INSTALLATION STARTUP OPERATION AND MAINTENANCE OF YOUR WESTERBEKE MARINE DIESEL ENGINE THE INFORMATION IT CONTAINS IS VITAL TO THE ENGINES DEPENDABLE LONG TERM OPERATION READ IT KEEP IT IN A SAFE PLACE KEEP IT HANDY FOR REFERENCE AT ALL TIMES FAILURE TO DO SO WILL INVITE SERIOUS RISK NOT ONLY TO YOUR INVESTMENT BUT YOUR SAFETY AS THE DIESEL The diesel engine closely resembles the gasoline engine inasmuchas the mechanism is essentially the same Its cylinders are arrangedabove its closed crankcase its crankshaft is of the same general typeas that of a gasoline engine it has the same sort of valvescamshaft pistons connecting rods lubricating system and reverse andreduction gear Therefore it follows to a great extent that a diesel enginerequires the same preventative maintenance as that which any intelligent operator would give to a gasoline engine The most are proper maintenance of the fuel lubricating and coolingsystems Replacement of fuel and lubricating filter elements at thetime periods specified is a must and frequent checking for contamination ie water sedimentetc in the fuel system is alsoessential Another important factor is the use of the same brand ofhigh detergent diesel lubricating oil designed specifically fordiesel engines The diesel engine does differ from the gasoline engine howeverin the method of handling and firing its fuel The carburetor andignition systems are done away with and in their place is a the Fuel Injection Pump which performs the function ofboth Unremi tting care and attention at the factory have resulted in aWesterbeke engine capable of many thousands of hours of What the manufacturer cannot control however is the treatment it receives in service This part rests with youORDERING PARTS Whenever replacement parts are needed always include the completepart description and part number see separate Parts List furnishedif not part of this publication Be sure to include the enginesmodel and serial number Also be sure to insist upon Westerbeke factory packaged parts because will fit parts are frequently not madeto the same specifications as original equipment GENERATOR SETS Westerbeke diesels are used for both the propulsion of boats andfor generating electrical power For generator set applications alldetails of this Manual apply except in regard to certain portions ofthe Installation Operation and Maintenance sections is provided in the section titled Generator SetsSection T 3YOUR NOTES 4 INSTALLATION FOREWORD Since the boats in which these engines are used are many and varied details of engine installation are equally so It is not the purpose of this section to advise boatyards and eng ine installers on the generally well understood and well developed procedures for installation of eng ines 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 eng ine 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 cbndi tions for the engine and correct procedure for its OF EQUIPMENT The engine is shipped from the factory mounted securely and properly crated Accessory equipment is shipped in a separate small boxusually packed with the engine crate Before accepting shipment from the transportation company thecrate should be opened and an inspection made for concealed damageIf either visible or concealed damage is noted you should require thedelivering agent to sign nReceived in damaged condition n Also checkcontents of the shipment against the packing list and make sure noteis made of any discrepancies This is your protection against loss ordamage Claims for loss or damage must be made to thecarrier not toJ H Westerbeke AND LIFTING The engine is fitted with lifting rings Rope or chain slings should be attached to the rings and theengine lifted by means of tackle attached to this sling The liftingrings have been designed to carry the full weight of the auxiliary slings re not required or desired CAUTION Slings must not be so short as to place the enginelifting eyes in significant sheer stress Strain on the enginelifting eyes must not be in excess of 10 from the vertical A spacerbar must be placed between the two lifting eyes if supported by valvecover studs The general rule in moving engines is to see that all equipmentused is amply strong and firmly fixed in place Move the engine alittle at a time and see that it is firmly supported of accidents by avoiding haste Do not lift from the propeller coupling or pry against this with crowbar as you may distortthe coupling In some cases it may be necessary to lift the engine in other thanthe regular horizontal position It may be that the engine must belowered endwise through a small hatchway which cannot be made largerIf the opening is extremely restricted it is possible to reduce tosome extent the outside clearances such as generator cooling pipingwater tank filters mounting lugs etc Thisaccessory be removed by a competent mechanic and special care should be 5taken to avoid damage to any exposed parts and to avoid dirt The parts which have been removed should be returned toposition as soon as the restriction has been passed In case it is necessary to hoist the eng ine either front endupwards or reverse gear end upwards the attachment of slings must bedone very carefully to avoid the possibility of damage to the parts onwhich the weight may bear It is best if special rigging work be doneby someone experienced and competent in the handling of heavy BOLTS It is recommended that bronze hanger bolts of appropriate size beused through the engine flexible mounts Lag screws are less preferred because their hold on the wood is weakened every time they aremoved whereas the lag bolt stays in position and the nut on top isused to tighten the engine down or is removed to permit the engine tobe lifted The bolt itself stays in position at all times as a studand the bond between the bolt and the wood is not weakened by FOR ENGINE A good engine bed contributes much toward the satisfactory operation of the engine The engine bedmust be of rigid construction andneither deflect nor twist when subjected to the engine weight or theposition the boat may have to takeunder the effects of rough seas GOODThe bed must keep the engine withinone or two thousandths of an inchof this position at all times Ithas to withstand the forward push Aof the propeller which is appliedto the propeller shaft to thethrust washer bearing in the engineand finally to the engine bolts andengine bed In fiberglas hulls we recommend that similar wooden stringers BADas in wooden hulls be formed andfitted then glassed to the hullsecurely This allows hanger boltsto be installed firmly in woodthus reducing noise and transmitted Bvibration The temptation to install theengine on a pair of fiberglasangle irons should be resisted Such construction will allow to pass through to the hull Flexible mounts require afirm foundation against which to react if they are to do their jobWhen possible follow bed design A and avoid bed design liBPROPELLER COUPLING Each Westerbeke Diesel engine is regularly fitted with a connecting the propeller shaft to the engine 6 The coupling must not only transmit the power of the engine toturn the shaft but must also transmit the thrust either ahead orastern from the shaft to the thrust bear ing which is built into thereduction gear housing of the engine This coupling is very for accurate fit For all engine models a propeller halfcoupling bored to shaftsize for the specific order is supplied The coupling either has akeyway with set screws or is of the clamping type The forward end of the propeller shaft has a long straight keywayAny burrs should be removed from the shaft end The coupling shouldbe a light drive fit on the shaft and the shaft should not have to bescraped down or filed in order to get a fit It is important thatthe key be properly fitted both to the shaft and the coupling Thekey should fit the side of the keyway very closely but should nottouch the top of the keyway in the hub of the coupling If it seems difficult to drive the coupling over the shaft thecoupling can be expanded by heating in a pail of boiling water Theface of the propeller coupling must be exactly perpendicular to thecenterline or axis of the propeller shaftPROPELLER The type and size of propeller varies with the gear ratio and mustbe selected to fit the application based upon boat tests To utilizethe full power of the engine and to achieve ideal loading conditionsit is desirable to use a propeller which will permit the engine toreach its full rated speed at full throttle under normal loadALIGNMENT OF ENGINE The engine must be properly and exactly aligned with the propellershaft No matter what material is used to build a boat it will befound to be flexible to some extent and the boat hull will change itsshape to a greater extent than is usually realized when it is launchedand operated in the water It is therefore very important to checkthe engine alignment at frequent intervals and to correct any errorswhen they may appear Misalignment between the engine and the propeller shaft is thecause of troubles which are blamed often on other causes It willcreate excessive bearing wear rapid shaft wear and will in manycases reduce the life of the hull by loosening the hull fasteningsA bent propeller shaft will have exactly the same effect and it istherefore necessary that the propeller shaft itself be One particularly annoying result of misalignment may be leakage oftransmission oil through the rear oil seal Check to make sure thatalignment is within the limits prescribed The engine should be moved around on the bed and supported on thescrewjacks or shims until the two halves of the couplings can bebrought together without using force and so that the flanges meetevenly all around It is best not to drill the foundation for thefoundation bolts until the approximate alignment has been Never attempt a final alignment with the boat on land The boatshould be in the water and have had an opportunity to assume its finalwater form It is best to do the alignment with the fuel and watertanks about half full and all the usual equipment on board and afterthe main mast has been stepped and final rigging has been 7accomplished Take pLenty of time in making this alignment and do not besatisfied with anything less than perfect results The alignment is correct when the shaftcan be slipped backward and forward into thecounter bore very easily and when a feelergauge indicates that the flanges come at all points The two halves ofthe propeller coupling should be parallelwithin 0002 inches A In making the final check for alignmentthe eng ine half coupling should be held inone position and the alignment with the propeller coupling tested with the in each of four positions rotated90 between each position This test will also check whether the propeller half coupling is in exact alignment on its shaft Thenkeeping the propeller coupling in one position the alignment shouldbe checked rotating the engine half coupling to full position each 90from the next one The engine alignment should be rechecked after the boat has beenin service for one to three weeks and if necessary the It will usually be found that the engine is no longer inalignment This is not because the work was improperly done atfirst but because the boat has taken some time to take its finalshape and the engine bed and engine stringers have probably absorbedsome moisture It may even be necessary to realign at a furtherperiod The coupling should always be opened up and the bolts removed whenever the boat is hauled out or moved from the land to the water andduring storage in a cradle The flexibility of the boat often puts avery severe strain on the shaft or the coupling or both when it isbeing moved In some cases the shaft has actually been bent by thesestrains This does not apply to small boats that are hauled out ofthe water when not in use unless they are dry for a SYSTEM Exhaust line installations vary considerably and each must bedesigned for the particular job The general requirements are to provide an outlet line with a minimum of restrictions and arranged sothat sea water rain water or condensation cannot get back into theengine There should be a considerable fall in the line between theexhaust manifold flange and the discharge end This slope in the pipemakes it difficult for water to be driven in very far by a wave and asteep drop followed by a long slope is better than a straight gradualslope Avoid any depression or trough to the line which would fillwith water and obstruct the flow of exhaust gas Also avoid any sharpbends Brass or copper is not acceptable for wet exhaust systems as thecombination of salt water and diesel exhaust gas will cause Galvanized iron fittings and galvanized iron pipe arerecommended for the exhaust line The exhaust line must be at leastas large as the engine exhaust manifold flange and be increased insize if there is an especially long run andor many elbows It shouldbe increased by 12 in ID for every 10 feet beyond the first 810 feet Most exhaust systems today use a water lift type muffler such asthe Westerbeke HydroHush In most installations there is a dryinsulated high loop after the engine manifold and before the mufflerto prevent water flowing backwards into the engine during cranking It is essential not to hang too much weight in the form of exhaustsystem components rigidly from the engine manifold Generally it ispermissable to directly connect a pipe nipple and a water elbow which two components weigh about 8 pounds 4 kg Ifthere are more components to be rigidly connected to each other thanwill weigh 8 pounds then a flexible exhaust section must be the manifold outlet and the exhaust system WAT DISCIo4ItRG WATEA Llrr OIAUST YSTEM WI TH HYOtlOU MUFFLEj 13 00 3 oo S38 112 OIA 4UFFLER PH 131710EXHAUST SYSTEM WITH WATER JACKETED WATER LIFT EXHAUST SYSTEM WITH STANDPIPE HYDROHUSH MUFFLER The exhaust system must be supported or suspended independently ofthe engine manifold usually using simple metal hangers secured to theoverhead All dry portions of the exhaust system should be wrapped insuitable insulation material to keep surface temperatures as low aspossible Many installations use flexible rubber exhaust hose for the watercooled section of the exhaust line because of the ease of flexibility Provide adequate support for the rubber hose to prevent sagging bending and formation of water pockets Always arrange the rubber hose section so that water cannotpossibly flow back into the engine Also make sure that entering seawater cannot spray directly against the inside of the exhaust excessive erosion will occurMEASURING EXHAUST GAS BACK PRESSURE Back pressure must be measured on a straight section of theexhaust line and as near as possible to the engine exhaust manifoldThe engine should be run at maximum load during the Setup should be as shown below1 For normally asperated engines Pressure Test Mercury Test Water Column 112 Max PSI 3 Mercury 392 For turbocharged engines Pressure Test Mercury Test Water Column 075 Max PSI 112 Mercury 1912 9Checking The Back Pressure1 Exhaust pipe flange2 Exhaust line3 Transparent plastic hosepartly filled with A may not exceed 39for normally asperated engines and195 for turbocharged enginesWATER CONNECTIONS Seacocks and strainers should be of the full flow type at leastone size greater than the inlet thread of the sea water pump Thestrainer should be of the type which may be withdrawn for cleaningwhile the vessel is at sea Water lines can be copper tubing or wirewound reinforced rubberhose In any case use a section of flexible hose that will notcollapse under suction between the hull inlet and engine and betweenthe outlet and the exhaust system This takes up vibration and permits the engine to be moved slightly when it is being rea1igned Donot use street elbows in suction piping All pipe and fittings shouldbe of bronze Use sealing compound at all connections to prevent airleaks The neoprene impeller in the sea raw water pump should neverbe run dryFUEL TANK AND FILTERS Fuel tanks may be of fiberglas monel aluminum plain steel orterne plate If made of fiberglas be certain that the interior isgel coated to prevent fibers from contaminating the fuel systemCopper or galvanized fuel tanks should not be used It is notnecessary to mount the tank above the eng ine level as the fuel liftpump provided will raise the fuel from the tank The amount of liftshould be kept minimum 6 feet being maximum If a tank is above the engine level it can be utilized in this positionGreat care should be taken to ensure that the fuel system is so that air10cks are eliminated and precautions takenagainst dirt and water entering the fuel A primary fuel filter of the water collecting type should beinstalled between the fuel tank and the fuel lift pump A is available from the list of accessor ies The secondary fuelfilter is fitted on the engine between the fuel lift pump and theinjection pump and has a replaceable element As the fuel lift pump has a capacity in excess of that required bythe injection pump the overflow is piped to the fuel tank and shouldbe connected to the top of the tank or as near the top as possible To insure satisfactory operation a diesel engine must have adependable supply of clean diesel fuel For this reason cleanlinessand care are especially important at the time when the fuel tank isinstalled because dirt left anywhere in the fuel lines or tank willcertainly cause fouling of the injector nozzles when the engine isstarted for the first timeFUEL PIPING We recommend copper tubing together with suitable fittings both 10for the supply line and the return line Run the tubing in thelongest pieces obtainable to avoid the use of unnecessary fittings andconnectors The shut off valve in the line between the fuel tank andeng ine should be of the fuel oil type and it is important that alljoints be free of pressure leaks Keep fuel lines as far as possible from exhaust pipe for to eliminate vapor locks The fuel piping leading from the tank to the eng ine always be securely anchored to prevent chafing Usually thecopper tubing is secured by means of copper straps The final connection to the eng ine should be through flexiblerubber hosesELECTRIC PANEL The Westerbeke allelectric panel utilizes an electronic tachometer wi th a builtin hourmeter Tachometer cables are no longerrequired except for the Skipper mechanical panel Mounted on thepanel are a voltmeter water temperature gauge and il pressure gaugeEach instrument is lighted The allelectric panel is isolated fromground and may be mounted where visible It is normally EQUIPMENT Most Westebeke eng ines are supplied prewired and wi th Never make or break connections while the engine isrunning Carefully follow all instructions on the wiring especially those relating to fusecircuit breaker requirements Starter batteries should be located as close to the engine aspossible to avoid voltage drop through long leads It is bad practiceto use the starter batteries for other services unless they requirelow amperage or are intermittent In cases where there are substantial loads from lights refrigerators radios depth sounders etcit is essential to have a complete separate system and to current for this by means of a second alternator oralternator output splitter Starter batteries must be of a type which permits a high rate ofdischarge Diesel starting Carefully follow the recommended wire sizes shown in the wiringdiagrams Plan installation so the battery is close to the engine anduse the following cable sizes 1 for distances up to 8 feet 10 for distances up to 10 feet 20 for distances up to 13 feet 30 for distances up to 16 feetMECHANICAL CONTROLS The recommended practice is to have the stoprun lever loaded tothe run posi tion and controlled by a sheathed cable to a pushpullknob at the pilot station The throttle lever should be connected toa Morse type lever at the pilot station by a sheathed cable The transmission control lever may be connected to the pilot station by a flexible sheathed cable and controlled by a Morse typelever The singlelever type gives clutch and throttle control withfull throttle range in neutral position The twolever type providesclutch control with one lever and throttle control with the other Any bends in the control cables should be gradual End sections 11at engine and transmission must be securely mounted After linkagesare completed check the installation for full travel making surethat when the transmission control lever at the pilot station is inforward neutral and reverse the control lever on the transmissioni on the respective detent Check the throttle control lever and thestoprun lever on the fuel injection pump for full travel Some models do not require a stop cable because they have either afuel solenoid or an electric fuel pump Examples of such models arethe W58 and the W52 12 FOR FIRST START The engine is shipped dry with lubricating oil drained fromthe crankcase and fluid from the transmission Therefore be sure tofOllow these recommended procedures carefully before starting theengine for the first time 1 Remove oil filler cap and fill oil sump with heavy dutydiesel lubricating oil to the highest mark on the dipstick See tableunder Maintenance for an approved lubricating oil Do not overfillSelect an approved grade from the listing and continue to use it 2 Fill the reverse gear to the highest mark on the dipstick withTYPE A transmission fluid Do not overfill Refer to Section of this manual for details Engine oil is not recommended because it can foam and it can contain additives harmful to some transmissions If the engine is equipped with a Vdrive fill to the full mark onthe dipstick with the recommended lubricant specified on the data tagon the Vdrive housing 3 Fill fresh water cooling system with a 5050 antifreeze solution only after opening all petcocks and plugs until all entrapped airis expelled Fill surge tank to within one inch of the top Check this levelafter engine has run for a few minutes If trapped air is releasedthe water level may have dropped If so refill tank to within oneinch of top and replace filler cap 4 Ensure battery water level is at least 38 above the batteryplates and battery is fully charged so that it is capable of the extraeffort that may be required on the first start 5 Fill fuel tank with clean diesel fuel oil No 2 diesel fueloil is recommended The use of No 1 is permissible but No 2 is preferred because of its higher lubricant content NOTE I f there is no filter in the filler of the fuel tank therecommended procedure is to pour the fuel through a funnel of 200 meshwire screen 6 Fill grease cup on the sea water pump if present with a goodgrade of water pump greaseFUEL SYSTEM The fuel injection system of a compression ignition engine dependsupon very high fuel pressure during the injection stroke to Relatively tiny movements of the pumping plungers producethis pressure and if any air is present inside the high pressureline then this air acts as a cushion and prevents the and therefore fuel injection from being achieved In consequence it is essential that all air is bled from thesystem whenever any part of the system has been opened for repair orservicing 13BLEEDING PROCEDURES BY MODEL 1 Initial Engine Startup Engine stoppage due to lack of fuel a Insure that the fuel tank s is filled with the proper grade of diesel fuel b Fill any large primary filterwater separator with clean diesel fuel that is installed between the fuel tank and engine To attempt to fill any large primary filter using the manual priming lever on the engine mounted fuel lift pump may prove futile or require a considerable amount of priming c Turn the fuel selector valve to On Systems with more than one tank insure that fuel returning is going to the tanks being usedThe above procedures are basic for all initial engine startups or forrestarting engines stopping due to lack of fuelWESTERBEKE W7 AND WPD4 GENERATOR 3600 RPM Figure 11 with the use of a 516 box wrench or common screw driver open the bleed screw one or two turns on the outgoing side of the engine mounted secondary fuel filter Bleed point A with firm strokes on the lift pump priming lever bleed until fuel free of air bubbles flows from this point Stop pr iming and gently tighten the bleed screw2 With a 58 open end wrench loosen one to two turns the nut securing the injector line to the injector Bleed point B Decompress the eng ine with the lever on the top of the cylinder head Crank the eng ine over with the starter W7 ensure that the engine stop lever is in the run position and the throttle is full open 4KW use the defeat position while cranking Crank the engine until fuel spurts by the nut and line Stop cranking and tighten the 58 nut and proceed with normal starting proce W30 Figure 2 W40 WPOlO l2 15 Figure 3 W50 WEO 15 Figure 4 W80 BR 30 Figure 5 W120 BR 45 Figure 51 Open the banjo bolt on top of the engine mounted secondary fuel fil ter 12 turns Bleed Point A Wi th firm stroke on the fuel lift pump priming lever bleed until fuel free of air bubbles flows from this point Stop priming and tighten the bolt2 On the fuel inj ection pump body is a 516 bleed screw Bleed Point B This may be mounted on a manifold with a pressure switch Open this one or two turns do not remove it and with the pr iming lever bleed until fuel free of air bubbles flows Stop priming and tighten the bleed screw3 On the control cover of the inj ection pump Bleed Point C is a 516 bleed screw Open this screw one to two turns and proceed as in Step 2 Note Bypass this bleed point on the W30 inj ection pump 144 W50 injection pump only Open the 516 bleed screw Bleed Point D on the injector line banjo bolt one or two turns and with the throttle full open and the engine stop lever in the run position crank the engine over with the starter until clear fuel free of air flows from this point Stop cranking and tighten this bleed screw5 with a 58 wrench loosen one to two turns the injector line attaching nuts at the base of each injector and with the throttle full open and the engine stop control in the run position crank the engine over with the starter until fuel spurts by the nuts and injector line at each injector Stop cranking and tighten the nut and proceed with normal starting W13 44KW W21 77KW W27 11lKW W33 125KW Figure 6These units are selfbleeding1 Turn the ignition to the ON position and wait 1520 seconds2 Start the engine following normal starting W58 WTO 20 Figure 71 Open the bleed screw on the top inboard side of the enginemounted secondary fuel filter one to two turns using a 10mm box wrench Bleed Point A This fuel filter is equipped with a hand oper ated pr iming pump Wi th the palm of your hand pump this primer until fuel free of air flows from this point Stop pumping and tighten the bleed screw2 With bleed screw A tightened pump the hand primer several more times This primes the injection pump which is selfbleeding The injection pump incorporates a feed pump which keeps the fuel system primed when the eng ine is running thus no external lift pump is required3 Loosen the four injector line attaching nuts at the base of each inj ector Bleed Point B one to two turns with a 16mm open end wrench Place the throttle in the full open position and crank the engine over with the the starter until fuel spurts by the nut and injector lines stop cranking and tighten each of the four nuts and proceed with normal starting procedure Figure 1 Figure 2 15Figure 3 Figure 6Figure 4 Figure 7Figure 5 Typical Mechanical Fuel 16 Lift FOR STARTING1 Check water level in expansion tank It should be l to 2 in below the top of the tank when cold2 Check the engine sump oil level3 Check the transmission fluid level4 See that there is fuel in the tank and the fuel shutoff is open5 Check to see that the starting battery is fully charged all electrical connections are properly made all circui ts in order and turn on the power at the battery disconnect6 Check the seacock and ensure that it is openSTARTING THE ENGINE COLDMost Westerbeke marine diesel engines are equipped with a coldstarting aid to ease in the starting of your engine when cold1 Check to see that the stop lever if installed is in the run position2 place the throttle in the fully open position3 Press the Preheat button in and hold for 15 to 20 seconds4 While holding the Preheat button in turn the keyswitch to the ON or Run position This activates the panel gauges lights and fuel solenoid or electric fuel pump if so equipped Continue to turn the keyswitch to the Start position and hold for no more than 20 seconds Some units may be equipped with a pushbutton to start rather that the keyswitch and in these cases the electrical system is activated by fuel pressure5 If the engine fails to start in 20 seconds release start switch and preheat for an additional 15 to 20 seconds then repeat step 46 As soon as the eng ine starts release the start switch and the preheat button and return the throttle to the idle position Do not crank the engine more than 20 seconds when trying tostart Allow a rest period of at least twice the cranking period between the start cycles Starter damage may occur by overworking thestarter motor and the backfilling of the exhaust system is THE ENGINE WARMI f the eng ine is warm and has only been stopped for a short timeplace the throttle in the partially open position and engage thestarter as above eliminating the preheat step 17NOTE Always be sure that the starter plnlon has stopped again reengaging the starter otherwise the flywheel ringgear or starter pinion may be damaged Ensure that the electr ical connection to the cold starting aid use of the cold starting aid beyond the time periods statedshould be avoided to prevent damage to the aidNEVER under any circumstances use or allow anyone to use ether tostart your engine If your engine will not start then have aqualified mechanic check your engineWHEN ENGINE STARTS1 Check for normal oil presure immediately upon engine starting Do not continue to run engine if oil pressure is not present within IS seconds of starting the engine2 Check Sea Water Flow Look for water at exhaust outlet Do this iwthout delay3 Recheck Crankcase Oil After the engine has run 3 or 4 minutes subsequent to an oil change or new installation stop the engine and check the crankcase oil level This is important as it may be necessary to add oil to compensate for the oil that is required to fill the engines internal oil passages and oil filter Add oil as necessary Check oil level each day of operation4 Recheck Transmission Fluid level This applies only subsequent to a fluid change or new installation In such a case stop the engine after running for several minutes at 800 RPM with one shift into forward and one into reverse then add fluid as necessary Check fluid level each day of operationS Recheck Expans ion Tank Water Level if engine is fresh water cooled This applies after cooling system has been drained or filled for the first time Stop engine after it has reached operating temperature of l7SF and add water to within one inch of top of tankWARNING The system is pressurized when overheated and the pressuremust be released gradually if the filler cap is to be removed It isadvisable to protect the hands against escaping steam and turn the capslowly until the resistance of the safety stops isfelt Leave the cap in this position until all pressure is releasedPress the cap downward against the spring to clear the safety stopsand continue turning until it can be lifted off6 Warmup Instructions As soon as possible get the boat underway but at reduced speed until water temperature gauge indicates l30lS0F If necessary engine can be warmed up with the transmission in neutral at 1000 RPM Warming up with the transmission in neutral takes longer and tends to overheat the transmission 187 Reverse Operation Always reduce engine to idle speed when shifting gears However when the transmission is engaged it will carry full engine loadNOTE The SAO transmission requires that when backing down the shiftlever must be held in the reverse position since it has no locking THE ENGINE1 position shift lever in neutral2 Idle the engine for 2 to 4 minutes to avoid boiling and to dissi pate some of the heat3 If equipped with a stop lever pull the knob and hold in this position until the engine stops This stops the flow of fuel at the injection pump After the engine stops return the control to the run position to avoid difficulty when restarting the engine4 Turn off the keyswitch Some models do not use the stop lever as they are equipped with a fuel solenoid or electric fuel pump which shuts off the fuel supply when the keyswitch is turned to the OFF position5 Close the seacock6 Disconnect power to system with battery PRECAUTIONS1 Never run eng ine for extended per iods when excessive overheating occurs as extensive internal damage can be caused2 DO NOT put cold water in an overheated engine It can crack the cylinder head block or manifold3 Keep intake silencer free from lint etc4 Do not run engine at high RPM without clutch engaged5 Never Race a Cold Engine as internal damage can occur due to ina dequate oil circulation6 Keep the engine and accessories clean7 Keep the fuel clean Handle it wi th extreme care because water and dirt in fuel cause more trouble and service life of the injection system is reduced8 Do not allow fuel to run low because fuel intake may be uncovered long enough to allow air to enter the injection system resulting in engine stoppage requiring system bleeding 199 Do not be alarmed if temperature gauges show a high reading following a sudden stop after engine has been operating at full load This is caused by the release of residual heat from the heavy metal masses near the combustion chamber Prevention for this is to run engine at idle for a short period before stopping it High temperature reading after a stop does not necessar ily signal alarm against restarting If there is no functional dif ficulty temperatures will quickly return to normal when engine is operating 20 TEN MUST RULESIMPORTANT IMPORTANT IMPORTANT for your safety and your engines 1 Keep this Manual handy and read it whenever in doubt 2 Use only filtered fuel oil and check lube oil level daily 3 Check cooling water temperature frequently to make sure it is 190 or less 4 Close all drain cocks and refill with water before starting out 5 Investigate any oil leaks 6 Race the engine in neutral 7 Run the engine unless the gauge shows proper oil pressure 8 Break the fuel pump seals 9 Use cotton waste or fluffy cloth for cleaning or store fuel in a galvanized container 10 Subject the engine to prolonged overloading or continue to run it if black smoke comes from the exhaust 21 ATTENTION After you have taken delivery of your engine it is important thatyou make the following checks right after the first fifty hours of itsoperation Note Transmissions generally require fluid change after thefirst 25 to 30 hours of operation Refer to the Transmission sectionof this manual for detailsFIFTY HOUR CHECKOUT INITIALDo the following1 Retorque the cylinder headbolts2 Retorque the rocker bracketnuts and adjust valve Check and adjust if necessarythe forward drum assembly and thereverse band on manual SAO and Change engine lubricating oiland oil filters Check for fuel and lubr icatingoil leaks Correct if necessary6 Check cooling system for leaksand inspect water level7 Check for loose fittingsclamps connections nuts boltsvee belt tensions etc Pay particular attention to looseengine mounts engine mount fittings These could cause CHECKOUTDo the following1 Check the sea water strainer if one has been installed2 Check water level in cooling system3 Check lubricating oil level in sump Fill to highest mark ondipstick4 Turn down grease cup on water pump if used one full turn5 Check fluid level in transmission Fill to highest mark ondipstick with proper fluidSEASONAL CHECKOUT MORE OFTEN IF POSSIBLEDo the following1 Check gener ator alternator and sea water pump V belts forproper tension2 Check water level in battery3 Change oil in sump See Note4 Replace lubricating oil filter Figure 2 See Note5 Fill sump with diesel lubricating oil to highest mark on dipstickRefer to Specification page for proper quantity of oil Do NotOverfill See Note 22CAUTION The use of different brands of lubricating oils during oilchanges has been known to cause extensive oil sludging and may in manyinstances cause complete oil starvation6 Start engine and run for 3 or 4 minutes Stop engine and checkoil filter gasket for leaks Check oil sump level This is importantas it may be necessary to add oil to compensate for the oil that isrequired to fill the eng ine s internal oil passages and oil filterAdd oil as necessary See NoteIMPORTANT NOTEIT IS MANDATORY THAT THE CHECKS 3 4 5 AND 6 BE ATTENDED TO WHENTOTAL OPERATING TIME REACHES 150 HOURS IN SOME INSTANCES THIS TOTALIS REACHED BEFORE END OF SEASON7 Clean Air Filter if supplied Most models have an air silencerthat does not require cleaning The time per iod for replacing theair filter depends on operating conditions therefore under extremelydirty conditions the seasonal frequency should be increased Thecorrect time periods for replacing the filter will greatly assist inreducing bore wear thereby extending the life of the engine8 Check engine for loose bolts nuts etc9 Check sea water pump for leaks10 Wash primary filter bowl and screen If filter bowl containswater or sediment filter bowl and secondary oil fuel filter need becleaned more frequently11 Replace secondary fuel filter element12 Replace air filter13 Change the fluid in the transmission Refer to the of this manual for detailsEND OF SEASON SERVICE1 Drain fresh water cooling system by removing the surge tankpressure cap and opening all water system petcocks2 Remove zinc rod usually located in heat exchanger and see if itneeds replacing The zinc rod will take care of any electrolysis thatmay occur between dissimilar metals Insert new zinc if necessary3 Fill fresh water cooling system with antifreeze of a reputablemake Refer to Cold Weather Precautions4 Start engine When temperature gauge indicates l7SF shut enginedown and drain lubricating oil Remove and replace filter Fill sumpwith High Detergent Lubricating Oil5 Carefully seal air intake opening with waterproofed adhesive tapeor some other suitable medium 6 Seal the exhaust outlet at the most accessible location as closeto the engine as possible7 Remove injectors and spray oil into cylinders8 Replace injectors with new sealing washer under each injectorTurn engine slowly over compression9 Top off fuel tank completely so that no air space remains water formation by condensation10 Leave fuel system full of fuel11 Change fuel filters before putting the engine back in service12 Wipe engine with a coat of oil or grease13 Change fluid in transmission Refer to the Transmission Sectionof this manual for details14 Disconnect battery and store in fully charged condition Before 23storing the battery the battery terminals and cable connectors shouldbe treated to prevent corrosion Recharge battery every 30 days15 Check alignment 24 LUBRICATING oils are available for Westerbeke Diesel engines whichoffer an improved standard of performance to meet the requirements ofmodern operating conditions such as sustained high speeds and oils meet the requirements of the U S MILL2l04B API Service CC Any other oils whichalso conform to these specifications but are not listed here are ofcourse also suitable SAE DESIGNATION COMPANY BRAND 04SF 4S80F OVER 80FAmerican Oil Co American Supermil Motor Oil lOW 20W20 30BP Canada Ltd BP Vanellus lOW 20W20 30 BP Vanellus 10W30 10W30 10W30Chevron Oil Co RPM DELO Multi service Oil lOW 20W20 30Cities Service OilCo CITGO Extra Range lOW 20W20 30Continental OilCo CONOCO TRACON OIL lOW 20W20 30Gulf Oil Gulflube Motor OilCorporation XHD lOW 20W20 30Mobil Oil Company Delvac 1200 Series 1210 1220 1230Shell Oil Company Shell Rotella T Oil lOW 20W20 30Sun Oil Company Subfleet MILB lOW 20W20 30Texaco Inc Ursa Oil Extra Duty lOW 20W20 30 2SYOUR NOTES 26 A1 ENGINE OVERHAUL pThe following sections contain relating to the proper operating of the major componentsand systems in the engine Included are disassembly rework and reassembly instructions for the guidance ofsuitably equipped and staffed marine engineservice and rebuilding facilities Thenecessary procedures should be undertakenonly by such operating areincluded in the Operation Section of thismanualAny replacements should be made only withgenuine Westerbeke partsA2 GENERAL SPECIFICATION DATA ENGINE Diesel 18 litre Type 18VD Number of cylinders 4 Bore 316 in 8026 mm Stroke 35 in 889 mm Capacity 1098 in 3 1799 cm 3 Injection order 1342 Valve operation Overhead by pushrod Compression ratio 2147 1 Torque gross 79lbf ft 1092 kgf m at 2400 revmin Crankshaft Main journal diameter 21262 to 21270 in 53992 to 54012 mm Minimum regrind diameter 21162 to 21170 in 52742 to 53762 mm Crankpin journal diameter 18759 to 18764 in 4764 to 4765 mm Minimum regrind diameter 18659 to 18664 in 4739 to 4740 mm Crankshaft endthrust Taken on thrust washers at centre main bearing Crankshaft endfloat 0001 to 00055 in 0025 to 0139 mm Main bearings Number and type 5 Steel backed lead indium Length Front centre and rear 1120 to 1130 in 2845 to 2870 mm Intermediate 0760 to 0770 in 1930 to 1955 mm Diametrical clearance 0001 to 00027 in 003 to 007 mm Undersizes 0010 in 025 mm Connecting rods Type Horizontally split bigend plain small end Length between centres 6220 to 6222 in 1579 to 1580 mm Bigend bearings Type Steel backed lead indillm Length 0775 to 0785 in 1968 to 1993 mm Diametrical clearance 0001 to 00027 in 003 to 007 mm Undersizes 0010 in 025 mm Gudgeon pin Type Fully floating with circ1ip location Fit in piston 00001 to 00003 in 0002 to 0007 mm clearance Fit in connecting rod 00002 to 00009 in 002 to 004 mm clearance Diameter outer 09998 to 10000 in 2539 to 2540 mm Pistons Type Aluminium alloy solid skirt with open combustion cavity Clearances Top land 00171 to 00211 in 043 to 057 mm Bottom land 00137 to 00172 in 035 to 044 mm Bottom of skirt 0004 to 0005 in 010 to 013 mm Oversizes 0020 in and 0040 in 051 mm and 102 mm Piston rings Compression Type Top Chromefaced Second Tapered cast iron alloy Width 00771 to 00781 in 196 to 198 mm Fitted gap Top 0012 to 0017 in 030 to 043 mm Second 0009 to 0014 in 023 to 035 mm Ring to groove clearance Top 00025 to 00045 in 006 to 011 mm Second 00015 to 00035 in 004 to 009 mm Oil control Type Slotted scraper Fitted gap 0012 to 0017 in 030 to 043 mm Ring to groove clearance 00015 to 00035 in 004 to 009 mm A3Camshaft Journal diameteIS Front 178875 to 178925 in 4543 to 4544 mm Centre 172875 to 172925 in 4391 to 4393 mm Rear 162275 to 162325 in 4122 to 4123 mm Bearing liner inside diameter reamed after fitting Front 179025 to 179075 in 4547 to 4548 mm Centre 173025 to 173075 in 4395 to 4396 mm Rear 162425 to 162475 in 4026 to 4027 mm Diametrical clearance 0001 to 0002 in 002 to 005 mm Endthrust Taken on locating plate Endfloat 0003 to 0007 in 008 to 018 mmRocker gear Rocker shaft diameter 0624 to 0625 in 1585 to 1587 mm Rocker bush inside diameter reamed in position 06255 to 06260 in 1589 to 1590 mmTappets Type Bucket Outside diameter 08125 in 2065 mm Length 1495 to 1505 in 3797 to 3823 mmValves Seat angle Inlet 45 Exhaust 45 Head diameter Inlet 1434 to 1439 in 3642 to 3655 mm Exhaust 1207 to 1212 in 3064 to 3078 mm Stem diameter Inlet 03428 to 03433 in 871 to 873 mm Exhaust 03422 to 03427 in 869 to 870 mm Stem to guide clearance Inlet 00008 to 00020 in 002 to 005 mm Exhaust 00014 to 00026 in 003 to 006 mm Valve lift Inlet and exhaust 0384 in 975 mm Valve Stand down 00445 to 00505 in 113 to 128 mmValve guides Length Inlet and exhaust 222 in 5639 mm Outside diameter Inlet and exhaust 05635 to 05640 in 1431 to 1433 mm Inside diameter reamed after fitting Inlet and exhaust 03441 to 03448 in 874 to 876 mm Fitted height above spring seat Inlet and exhaust 055 to 056 in 139 to 142 mm Interference fit in head Inlet and exhaust 00005 to 000175 in 001 to 004 mmValve springs Free length 192 in 4877 mm Fitted length 144 in 3657 mm Load at fitted length 821bf 3719 kgf 364 N Load at top of lift 1421bf 644 kgf 631 N Number of working coils 4YaValve timing Timing marks Dimples on timing wheels marks on flywheel Rocker clearance Running 0017 in 043 mm cold Timing 0024 in 061 mm Inlet valve Opens 8 BTDC Closes 42 ABDC Exhaust valve Opens 60 BBDC Closes 12 System Wet sump pressure fed System pressure Running Between idle and running speed the pressure will vary from 4585 psi Oil pump Rotor type Oil filter Full flow disposable cartridge type Oil pressure relief valve 50lbfin2 352 kgfcm 2 Relief valve springs Free length 3 in 76 mm Fitted length 2156 in 5477 mm Load at fitted length 155 to 1651bf 70 to 74 kgf 69 to 73 NA4 FUEL SYSTEM Fuel injection pump CAV Type DPA Injection timing 18 BTDC Fuel lift pump AC Mechanical Fuel injectors CA V Pintaux Nozzle type BDNOSPC6651 Nozzle holder type BKB35SD5188 Opening pressure 135 Atm Main fuel filter CAV Type FS5836B130 Heater plugs Champion AG32 TORQUE WRENCH SETTINGS 1bf ft kgfm Nm Cylinder head nuts 75 104 102 Rocker bracket nuts 25 35 34 Manifold nuts 15 21 20 Bigend nuts 35 48 47 Main bearing set screws 75 104 102 Flywheel bolts 40 55 54 Timing cover bolts in 14 19 19 fe in 30 41 41 Rear plate bolts fe in 20 28 27 in 30 41 41 Camshaft nut 65 90 88 Crankshaft bolt 75 104 101 Idler gear hub bolt 30 41 41 Cylinder side cover set screws 4 05 5 Rocker cover nuts 4 05 5 Sump bolts 6 08 8 Oil filter adaptor 30 41 41 Oil pump nuts 16 22 22 Oil release valve domed nut 45 62 61 Starter motor bolts 35 48 47 Clutch to flywheel 25 35 34 Fuel lift pump nuts 12 17 16 Injector nozzle nut 50 69 68 Injection pump nuts 18 25 24 Injector nuts 12 17 16 Injection pump driving flange set screws 10 14 14 Water pump bolts 17 23 23 Water pump pulley set screws 18 25 24 Alternator pulley nut 27 37 36 Thermal transmitter 16 22 22 TRANSMISSIONS Type SAO Manual Type SAOV with RVIOS Vee Drive Short Profile Sailing Gear Paragon Hydraulic Warner Hydraulic Propeller rotation is left hand except Warner 191 to 1 ENGINE MOUNTS Type Flexible Adjustable COOLING SYSTEM Type Centrifugal Pump Thermostat Thermostat Setting 82C 180F Water Capacity Fresh 7 QuartsFUEL INJECTION PUMP HUB OIL PUMP DRIVE SHAFT Remove and refit 121026 3 Remove and refit 121030 Fuel injection pump gear I to 5 Oil pump 126026 and 12 to 18 121025 Removing 1 ARemoving 2 Drain the sump1 Remove the timing chain see 3 Disconnect the oil cooler pipe from 126514 the LH side of the crankcase2 Remove the injection pump see 4 Release the oil pipe clip from the 193007 gearbox mounting plate and move the3 Remove the four bolts from the oil pipe aside injection pump driving flange 5 Remove the sump4 Withdraw the driving flange and 6 Remove the oil strainer and gasket collect the two locating half plates 7 Remove the three oil pump securing5 Withdraw the injection pump gear 9 nuts6 Remove the injection pump drive oil 8 Withdraw the oil pump and its drive feed pipe shaft7 Remove the countersunk screw from 9 Withdraw the drive shaft from the oil the injection pump hub pump8 Remove the upper bolt from the chain 10 Remove the oil pump gasket vibration damper9 Remove the injection pump hub Refitting10 Remove the hub gasket II Reverse the procedure in 1 to 1011 Remove the oil pipe union from the tightening the oil pump securing nuts hub to 161bf ft 22 kgf m 22 NmRefittingI 2 Reverse the procedure in 5 to II13 Ensure that the circlip is correctly located in its groove in the splined bore of the injection pump driving 3 TAPPETS flange z Remove and refit 12295714 Fit one of the locating half plates to Camshaft 1 to 17 and 20 to 32 121302 AJ its groove in the injection pump hub SHe 53 n and position it by inserting a in 55 Service tool 18G 694 mm peg through the timing hole in Removing Lo Ii the locating plate and into the timing hole in the gear 1 NA15 Fit the second locating half plate and 2 Drain the sump 3 NA c then fit the driving flange engaging the driving flange timing hole with the peg16 Fit and tighten the driving flange bolts 4 Remove the timing chain and the camshaft gear see 126512 5 Remove the camshaft locating plate 6 Remove the fuel lift pump o fl 0 0 17 I to 10 Ibf ft 14 kgf m 14 Nm 18 0 J ensure that the peg can be withdrawn 7 Remove the rocker cover and gasket t from the timing hole and lock the S Slacken evenly and remove the eight bolts with their lock plates nuts retaining the rocker shaft17 Fit the timing chain see 126514 brackets WLI f 9 Remove the locking plate from the18 Fit the injection pump see 193007 rocker shaft rear bracket 10 Remove the ocker shaft assembly and the shim under each centre bracket II Withdraw the pushrods and retain their order for refitting 5NC30 U1 0I 2 Lay the engine on its side with the 2 5 12 17 Lift off the front mounting plate IBGI24F cylinder head slightly downwards complete with injection pump front 13 Withdraw the dipstick mounting brackets chain tensioner14 Remove the sump stoppin and chain tensioner shoe15 Remove the oil pump and its drive 18 Remove the fuel lift pump shaft 19 Withdraw the dipstick16 Rotate the camshaft to position all the 20 Release the dipstick tube from the tappets away from their cams cylinder head nut and withdraw the17 Withdraw the camshaft tube from the crankcase18 Withdraw the tappets and retain their 21 Disconnect and remove No I heater INC49BC order for refitting plug 14 22 Remove the rocker cover and gasket 23 Remove the rocker shaft assembly noting the locking plate on the rearRefitting bracket and the shim under each19 Fit the tappets with their open ends centre bracket towards the cylinder head 24 Withdraw the pushrods retaining20 Fit the camshaft their order for refitting21 Fit the oil pump and its drive shaft 25 Remove the cylinder head nuts tightening the retaining nuts to 16 Ibf CAMSHAFT BEARINGS 26 Lift off the cylinder head ft 22 kgf m 22 Nm NOTE The combustion chamber22 Fit the sump Remove and refit 121313 inserts may drop out of the cylinder23 Fit the dipstick Service tools 18G 55 A 18G 123 A 18G head as it is lifted they MUST be24 Place the engine in an upright 123 B 18G 123 E 18G 123 F 18G 123 L refitted in their original positions position 18G 123 T 18G 123 AB 18G 123 AC 27 Remove the cylinder head gasket25 Fit the pushrods 18G 123 AD 18G 124 A 18G 124 B 18G 28 Lay the engine on its side with the26 Fit the rocker shaft assembly noting 124 C 18G 124 F 18G 124 H 18G 134 cylinder head face slightly downwards a Ensure that the shim is fitted 18G 134 CQ 18G 284 18G 284 A 18G 29 Remove the sump under both centre brackets 284 AC 18G 694 18G 1108 18G 1195 30 Remove the oil pump and its drive b Fit the locking pia te to the rear shaft bracket Removing 31 Remove the bigend bearing caps and c Tighten the cylinder head nuts to I NA bearing halves IBGI24B 75 Ibf ft l04 kgf m 102 Nm in 2 Drain the sump 32 Remove the main bearing caps and the sequence shown using tool 3 NA bearing halves using tools 18G 284 18G 694 to reach the centre row 4 Remove the 18G 284 A and 18G 284 AC d Tighten the rocker bracket nuts 5 Remove the flywheel 33 Lift out the crankshaft and remove to 25 Ibf ft 35 kgf m 34 Nm 6 Remove the crankshaft rear oil seal the bearing and thrust washer halves27 Fit the fuel lift pump retainer i 34 Withdraw the connecting rod and28 Fit the camshaft locating plate 7 Remove the bolts securing the gearbox piston assemblies29 Fit the camshaft gear timing chain adaptor plate and pull the adaptor 35 Rotate the camshaft to position all the and timing gear cover see126512 plate off its two locating dowels tappets away from their cams INC497C NOTE Do not leave the crankshaft 8 Remove the two adaptor plate gaskets 36 Withdraw the camshaft pulley in position 9 Remove the alternator 37 Withdraw the tappets and retain their IBGI24C IBGI24H30 Adjust the valve rocker clearance see 10 Remove the highpressure pipes from order for refitting 122948 the injectors and pump 38 Remove the camshaft front bearing31 Fit the rocker cover and its gasket II Remove the injection pump drive oil liner using tools 18G 124 A and 18G32 NA feed pipe 124 F as shown33 Run the engine for a minimum of 5 I2 Remove the timing chain and the 39 Remove the camshaft rear bearing miles 8 km or I 5 mins and on return camshaft gear see 126512 liner using tools 18G 124 A and 18G slacken the cylinder head nuts 13 Remove the camshaft locating plate I 24 B as shown approximately 1 of a turn in the 14 Remove the chain vibration damper 40 Remove the camshaft centre bearing sequence shown before retightening 15 Remove the bolt securing each front liner using tools 18G 124 A 18G 124 them to 75lbfft lO4kgfm 102 Nm mounting bracket to the crankcase C and 18G 124 H as shown INC496E in the sequence shown Check the 16 Remove the two bolts securing the valve rocker clearances front mounting plate to the 18GI23ACNOTE When fitting each new bearing linerensure that its oil holes are lined up withthose in the crankcase41 Fit a new camshaft front bearing liner using tools I SG 124 A and ISG 124 F as shown42 Fit a new camshaft rear bearing1iner using tools 18G 124 A and 18G i 24 B as shown INC495C INC492E43 Fit a new camshaft centre bearing 18G 123AD 18GI23F 18G 123T liner using tools ISG 124 A ISG 124 C and ISG 124 H as shownNOTE Lightly lubricate the arbor the cutters and pilots to itFeed the reamers very slowly and keep thecutters dryKeep the cutter flutes clear of swarf duringreaming 44 Ream the front and rear bearing liners using tools ISG 123 A ISG 123 L I INC494 INC49tE ISG 123 E in position 10 on the 18GI24C 18GI24H arbor ISG 123 AB ISG 123 B in position 6 on the arbor and ISG 123 AC as shown45 Ream the centre bearing liner using 59 Position the front mounting plate tools ISG 123 A 18G 123 T ISG assembly on the engine and locate it 123 F in position 9 on the arbor by fitting the camshaft locating plate and ISG 123 AD as shown bolts and the chain tensioner retaining46 Ensure that the oil holes of the screw bearing liners are still lined up with INC493E 60 Fit the two bolts to secure the those in the crankcase mounting plate to the crankcase47 Thoroughly clean all swarf from the 61 Fit the two bolts to secure both front cylinder block and crankcase mounting brackets to the crankcase4S Fit the tappets with their open ends 62 Fit the chain vibration damper towards the cylinder head 63 Fit the camshaft locating plate49 Fit the camshaft 64 Fit the camshaft gear timing chain50 Fit the connecting rod and piston and timing gear cover see 126512 assemblies with the combustion d Tighten the main bearing bolts to NOTE Do not leave the crankshaft e Tighten the rocker bracket nuts cavities on the RH side of the engine 75 Ibf ft l04 kgf m 102 Nm pulley in position to 25 Ibf ft 35 kgf m 34 Nm using tool ISG 55 A 53 Check the crankshaft endfloat against 65 Reverse the procedure in 18 to 27 f Adjust the valve rocker clearance5 I Fit the crankshaft main bearings and the figure in DATA and fit alternative noting see 12294S thrust washers grooved side towards thrust washers if necessary a Fit the cylinder head gasket with g Apply Loctite to the bottom of the crankshaft to the crankcase 54 Fit the bigend bearings and caps the face marked TOP the dipstick tube52 Fit the main bearing caps noting ensuring that the connecting rod and uppermost 66 Reverse the procedure in 4 to II a Caps Nos 2 and 4 are each cap markings are aligned b Ensure that the combustion noting stamped with their number 55 Tighten the bigend nuts to 35 Ibf ft chamber inserts are fitted flush a Use tools 18G 134 and 18G 134 b Fit caps 2 3 and 4 with the cast 4S kgf m 47 Nm with the cylinder head face CQ to fit the new rear oil seal word FRONT towards the front 56 Fit the oil pump and its drive shaft c Leave the cylinder head nuts b Use tool 18G 11 OS to protect the of the engine tightening the retaining nuts to 16 Ibf finger tight until the rocker shaft seal when fitting the adaptor c Using a straightedge align the ft 22 kgf m 22 Nm assembly has been fitted plate front and rear bearing caps with 57 Soak the cork sealing strips in engine d Tighten the cylinder head nuts to c Tighten the adaptor plate bolts to the front and rear faces of the oil then fit them to the front and rear 75 Ibf ft 104 kgf m 102 Nm in 30 Ibf ft 42 kgf m 41 Nm crankcase main bearing caps the sequence shown using tool NOTE Fit the two longer bolts 58 Fit the sump 18G 694 to reach the centre row in the two top holes l eo d Tighten the oil seal retainer bolts 68 Run the engine for a minimum of Refitting to 20 Ibf ft 28 kgf m 27 Nm I 5 mins and on return 13 Reverse the procedure in 8 to 12 e Tighten the flywheel bolts to 40 slacken the cylinder head nuts noting Ibf ft 55 kgf m 54 Nm approximately t of a turn in the a Assemble the pistons to the67 Fit the engine sequence shown before retightening connecting rods with the them to 75 Ibf ft 104 kgf m 102 combustion cavities on the oil Nm in the sequence shown Check hole side of the connecting rods the valve rocker clearances b If new piston rings are being used ensure that the ring gaps are correct see 121710 c Use tool 18G 55 A to compress the piston rings d Fit the connecting rod and pistonDATA assemblies with the bearing inside diameters reamed cavities on the RH side of thein position engine Front 179025 to 179075 in 4547 to 4548 mm 14 If the connecting rods or pistons Centre 173025 to 173075 in 4395 to 4396 mm have been renewed rotate the Rear 162425 to 162475 in 4026 to 4027 mm crankshaft and measure the endfloat 0001 to 00055 in 003 to 014 mm by which each piston stands proud ofThrust washer thicknesses 00885 to 00905 in 225 to 230 mm the cylinder block face at TDC 0091 to 0093 in 231 to 236 mm and IS If piston standproud is outside the 00935 to 00955 in 237 to 243 mm limits given in DATA fit suitable alternative pistons from the range available NOTE It is not necessary for the 12 13a pistons in an engine to be of the sameCONNECfING RODS AND height grade PISTONS 16 Tighten the bigend nuts to 35 Ibf ft 48 kgf m 47 Nm Remove and refit 121701 17 Reverse the procedure in I to 7Service tool 18G 55 ARemovingI NA DATA2 Drain the sump3 Drain the cooling system Piston standproud 0013 to 0021 in 033 to 053 mm4 Remove the cylinder head gasket see 13a 1229025 Disconnect the oil cooler pipe from the LH side of the crankcase6 Release the oil cooler pipe clip from the gearbox mounting plate and move the oil pipe aside7 Remove the sump8 Remove the bigend nuts9 Remove the bigend caps and bearing halves10 Withdraw the connecting rod and piston assembliesII Mark the pistons and connecting rods for reassembly12 Remove the circlips and the gudgeon pins and separate the pistons from the connecting rods 4NC09lA r1ICONNECTING RODS AND CRANKSHAFT REAR OIL SEALPISTONS Remove and refit 122120 Overhaul 121710 Gearbox adaptor plate 125303 Connecting rods 1 to 5 and 10 to 12 Flywheel I to 8 and IS 125307 OII Pistons 1 to 9 and 12 Service tools ISG 134 ISG 134 CQ ISGI NA IIOS2 Drain the sump JLJ3 Drain the cooling system Removing4 Remove the cylinder head gasket see I NA B o 122902 2 Remove the gearbox5 Remove and separate the connecting 3 Remove the dllllller rods and pistons see 12170 I 4NCQ1 4 Remove the flywheel securing bolts6 Remove the rings from the pistons 5 Lift off the flywheel7 Check the jJiston ring gaps in an 6 Remove the oil seal retainer unworn part of the cylinder bore 9 Check the piston ring groove clearance 7 Remove the bolts securing the against the figures in DAT A If against the figures in DATA gearbox adaptor plate necessary increase the gaps by filing 10 Check the gudgeon pin clearance in S Pull the adaptor plate off its two the end of the rings the connecting rod bush see DATA locating dowelsS Fit the piston rings noting If the clearance is excessive renew the 9 Remove the two adaptor plate gaskets a Fit the oil control ring expander bush noting 10 Remove the oil seal from the adaptor spring first ensuring that the a Position the bush with its hole plate latch pin enters both ends of the and oil grooves towards the top spring b Finishream the bush to the Refitting b Fit the oil control ring with its dimension given in DATA II Fit the new oil seal flush with the rear gap ISO o from the expander latch II Ensure that the connecting rod face of the adaptor plate using tools SC 18A pin alignment is within the figure given in ISG 134 and ISG 134 CQ c Fit the second ring with the word DATA 12 Reverse the procedure in I to 10 TOP uppermost 12 Reverse the procedure in I to 5 noting a Use tool ISG II OS to protect the oil seal when fitting the adaptorDATA rod alignment b Tighten the adaptor plate bolts to Maximum outofparallel of bigend and 30lbfft 42 kgfm 41 Nm littleend 0004 in per inch 0004 cm per cm NOTE Fit the two longer bolts effective mandrel length in the two top holes c Tighten the oil seal retainer rod bush to 20 Ibf ft 2S kgf m 27 Nm Clearance on gudgeonpin 00002 to 00009 in 002 to 004 mm d Tighten the flywheel bolts to 40 Inside diameter reamed after fitting 10002 to 10007 in 2541 to 2542 mm Ibf ft 55 kgf m 54 NmPiston rings Fitted gap Top compression 0012 to 0017 in 030 to 043 mm Second compression 0009 to 0014 in 023 to 035 mm Oil control 0012 to 0017 in 030 to 043 mm Ring to groove clearance Top compression 00025 to 00045 in 006 to 011 mm Second compression 00015 to 00035 in 004 to 009 mm Oil control 00015 to 00035 in 004 to 009 mm l CD oCRANKSHAFT ENDFWAT Check and adjust 1221261 NA2 Check the crankshaft endfloat using a dial gauge against the crankshaft pulley bolt If endfloat is outside the limits given in DATA change the thrust washers as described in the 33 following paragraphs3 Drain the sump4 Release thtl oil pipe clip from the gearbox mounting plate and move the oil pipe aside5 Remove the sump6 Remove the oil pump and its drive shaft7 Remove the two bolts from the centre main bearing cap8 Remove the centre main bearing cap9 Remove the bottom halves of the thrust washers from the cap or crankshaft10 Slide the upper halves of the thrust SNC4778 washers around the crank and remove them11 Select a set of thrust washers to give c Tighten the main bearing cap the correct endfloat see DATA bolts to 75 Ibf ft lOA kgf m12 Reverse the procedure in 3 to 10 102 Nm noting d Ensure that the endfloat is a Fit the thrust washers with their correct after tightening the main grooved sides towards the bearing cap bolts crankshaft e Tighten the oil pump securing b Fit the main bearing cap with the nuts to 16 Ibf ft 22 kgf m 22 FRONT mark towards the front Nm of the engine 9 Remove the alternator CRANKSHAFT 10 Disconnect the highpressure pipesDATA Remove and refit 122133 from the endfloat 0001 to 00055 in 003 to 014 mm II Remove the injection pump drive oil Service tools 18G 134 18G 134 CQ 18G feed pipeThrust washer thicknesses 00885 to 00905 in 225 to 230 mm 284 18G284AC 18G 1108 18G 1195 0091 to 0093 in 231 to 236 mm and 12 Remove the timing chain and the 00935 to 00955 in 237 to 243 mm camshaft gear see 126512 Removing 13 Remove the camshaft locating plate 1 NA 14 Remove the chain vibration damper 2 Drain the sump IS Remove the bolt securing each front 3 Remove the engine mounting bracket to the crankcase 4 Remove the daMper 16 Remove the two bolts securing the 5 Remove the flywheel front mounting plate to the crankcase 6 Remove the crankshaft rear oil seal 17 Lift off the front mounting plate retainer complete with injection pump front 7 Remove the bolts securing the gearbox mounting brackets chain tensioner adaptor plate and pull the adaptor stoppin and chain tensioner shoe plate off its two locating dowels 18 Withdraw the dipstick 8 Remove the two adaptor plate gaskets 19 Remove the sump20 Remove the oil pump and its drive 32 Fit the oil pump and its drive shaft OIL PUMP shaft tightening the retaining nuts to 161bf Overhaul 12603221 Remove the bigend bearing caps and ft 22 kgf m 22 Nm bearing halves 33 Soak the cork sealing strips in engine Dismantling NOTE If the crankshaft has to be oil then fit them to the front and rear I Remove the oil pump see 121030 rotated be careful not to apply any main bearing caps 2 Remove the cover from the pump force which could cause damage if a 34 Fit the sump body piston touches a valve 35 Fit the dipstick NOTE The cover is located by two22 Remove the main bearing caps and 36 Position the front mounting plate dowels bearing halves using tools 18G 284 assembly on the engine and locate it 3 Remove the rotors from the pump and 18G 284 AC on the front and rear by fitting the camshaft locating plate body caps if necessary bolts and the chain tensioner retaining23 Lift out the crankshaft and remove screw the bearing and thrust washer halves 37 Fit the two bolts to secure the front Inspection24 Remove the crankshaft gear mountig plate to the crankcase 4 Clean the components25 Remove the crankshaft keys and lift 38 Fit the two bolts to secure both front 5 Fit the rotors to the pump body with off the shims mounting plate to the crankcase the chamfered end of the outer rotor 39 Fit the chain vibration damper at the closed end of the bodyRefitting 40 Fit the camshaft locating plate 6 Check the endfloat of the inner and26 Fit the shims keys and gear to the 41 Fit the camshaft gear timing chain outer rotors crankshaft and timing gear cover see 126512 7 Check the outer rotor to pump body27 Fit the crankshaft main bearings and NOTE 00 not leave the crankshaft diametrical clearance thrust washers grooved side towards pulley in position 8 Check the rotor lobe clearances the crankshaft to the crankcase 42 Reverse the procedure in 4 to II 9 Renew the pump assembly if the28 Fit the main bearing caps noting noting clearances or endfloats in 6 to 8 a Caps Nos 2 and 4 are each a Use tools 18G 134 and 18G 134 exceed the figure given in OATA stamped with their number CQ to fit the new rear oil seal b Fit caps 2 3 and 4 with the cast b Use tool 18G 1108 to protect the Reassembling word FRONT towards the front seal when fitting the adaptor 10 Lubricate all components with clean of the engine plate engine oil HC4MA c Using a straightedge align the c Tighten the adaptor plate bolts to II Reverse the procedure in I to 3 ensuring that the outer rotor is fitted lIIl front and rear bearing caps with 30 Ibf ft 42 kgf m 41 Nm the front and rear faces of the NOTE Fit the two longer bolts with its chamfer at the closed end of crankcase in the two top holes the body d Tighten the main bearing bolts to d Tighten the oil seal retainer bolts 751bfft l04 kgf m 102 Nm to 20 Ibf ft 28 kgf m 27 Nm29 Check the crankshaft endfloat against e Tighten the flywheel bolts to 40 the figure in OAT A and fit alternative Ibf ft 55 kgf m 54 Nm thrust washers if necessary30 Fit the bigend bearings and caps ensuring that the connecting rod and cap markings are aligned31 Tighten the bigend nuts to 35 Ibf ft 48 kgf m 47 NmDATAMain journal diameter 21262 to 21270 in 5401 to 5403 mmCrankpin diameter 18759 to 18764 in 4764 to 4766 mm DATAClearance in bearings Uournals and crank Outer rotor endfloat 0005 in 013 mm pin 0001 to 00027 in 003 to 007 mm Inner rotor endfloat 0005 in 013 mmUndersizes Uournals and crankpins 0010 in 025 mm Outer rotor to pump body endfloat 0001 to 00055 in 003 to 014 mm clearance 0010 in 025 mmThrust washer thicknesses 00885 to 00905 in 225 to 230 mm Rotor lobe clearance 0006 in 015 mm 0091 to 0093 in 231 to 236 mm and 00935 to 00955 in 237 to 243 mm I 18 Remove the front mounting plate gasket Refitting 19 Fit the front mounting plate gasket 20 Position the front mounting plate assembly on the engine and locate it by fitting the camshaft locating plate t bolts and the chain tensioner retaining M screw 21 Reverse the procedure in I to 16 noting 1 a With the throttle cable connected JI f Q 4ft ensure that the injection Pilots pump throttle lever is operated Pressingout A 325 8 in through its full range of pilot 8255 013 mm 000 movement by the throttle pedal 0000 b When the stop control cable is B 3 IS 7 0005 in connected ensure that the stop 8019 gr mm control has sufficient travel C 175 in 4445 mm 22 Bleed the fuel system see 195007 D 075 in 19 mm E 34 in BS W thread Pressingin F 3625 in 9207 mm pilot G3312in8414mm 0000 H 3133 0005 in CYLINDER LINERS 7958 gr mm 16 16 Remove and refit 122526 J 125 in 3175 mm NOTE If the condition of the cylinder K075inl9mm bores is such that they cannot be cleaned up to accept oversize pistons dry cylinder L 0015 in 038 mmENGINE FRONT MOUNTING 10 Disconnect the throttle cable from the injection pump liners can be fitted see DATA Pilot extension M 1450 in 3683 emPLATE GASKET lever Pilots should be made to the dimensions N 0875 in 2222 mm II Remove the injection pump drive oil given from casehardening steel and Remove and refit 122510 feed pipe casehardened P 0625 in 1587 mm 12 Disconnect the highpressure pipes The pilot extension should be made Q 0625 in 1587 mmRemoving from the injectors from 55ton hardening and tempering steel hardened in oil and then tempered at R Two flats I in 254I Remove the timing chain and the 13 Remove the two bolts and washers mm across camshaft gear see 126512 securing the front moullting plate to 550C l020F2 Remove the camshaft locating plate the crankcase S 34 in BSW thread3 Remove the chain vibration damper 14 Lift off the front mounting plate T 125 in 3175 mm complete with injection pump front DATA4 Remove the alternator5 Disconnect the thermal transmitter mountings chain tensioner stoppin Cylinder block and move the wiring harness aside and chain tensioner shoe Bore Standard 31595 to 31606 in 8025 to 8028 mm6 Disconnect the supply lead from the Oversize maximum without heater plugs IS cylinder liner 0040 in 102 mm7 Disconnect the fuel return pipe from To accept cylinder liner 32615 to 32620 in 8284 to 8286 mm the injection pump 16 NA8 Disconnect the fuel supply pipe from 17 Cylinder liners n the injection pump Outside diameter 32645 to 32660 in 8292 to 8296 mm9 Disconnect the stop control cable Bore Standard machined after fitting 31595 to 31606 in 8025 to 8028 mm from the injection pump Oversize maximum 0020 in 051 mm CYLINDER HEAD GASKET 5 12 Remove and refit 122902 Service tool 18G 694 Removing I NA 2 Drain the cooling system 3 Disconnect the hoses from the water outlet elbow 4 Disconnect the breather hose from the cylinder side cover 5 6 NA 7 Disconnect the lead from the thermal transmi tter 8 Disconnect the supply lead from the Refitting heater plugs 21 Reverse the procedure in l to 20 4 9 Disconnect the spill rail and return noting pipe from the injectors and lay the a Fit the cylinder head gasket with spill rail aside the face marked TOP 10 Remove Nos 3 and 4 injector pipes uppermost II Remove Nos I and 2 injector pipes b Ensure that the combustion 12 Remove the oil dipstick chamber inserts are fitted flush H C 15 I 13 Release the dipstick tube from the cylinder head nut and withdraw the with the cylinder head face tube from the crankcase c Leave the cylinder head nuts finger tight until the rocker shaft 14 Disconnect and remove No I heater assembly has been fitted plug d Tighten the cylinder head nuts to 15 Remove the rocker cover and gasket 75 Ibf ft 104 kgf m 102 Nm in 16 Remove the rocker shaft assembly the sequence shown using tool i noting the locking plate on the rear 18G 694 to reach the centre row bracket and the shim under each e Tighten the rocker brackets nuts centre bracket to 25 Ibf ft 35 kgf In 34 Nm 17 Withdraw the pushrods retaining f Adjust the valve rocker clearance their order for refitting see 122948 18 Remove the cylinder head nuts g Bleed the fuel system see 19 Lift off the cylinder head 195005 NOTE The combustion chamber h Apply Loctite to the bottom of inserts may drop out of the cylinder the dipstick tubeIg head as it is lifted they MUST be 22 Run the engine for a minimum of refitted in their original positions I 5 mins and on return 20 Remove the cylinder head gasket slacken the cylinder head nuts approximately 1 of a turn in the sequence shown before retightening them to 75 Ibf ft 104 kgf m 102 Nm in the sequence shown Check the valve rocker clearances Co CYLINDER HEAD g 18G 167 A Glaze breaker for J exhaust seats Overhaul 122919 h 18G 167 Cutter for exhaust seatsService tools 18G 27 18G 29 18G 45 18G 167 B Top narrowing cutter18G 167 18G 167 A 18G 167 B 18G 167 for exhaust seatsC 18G 174 18G 1741 18G 174 B 18G k 18G 167 C Bottom narrowing174 C 18G 174 D 18G 284 18G 284 P cutter for exhaust seatsI Remove the cylinder head gasket see 19 Lap the valves onto their seats using 122902 tool 18G 292 Remove the three remaining heater 20 Check the valve standdown against plugs from the cylinder head the figure in DATA If standdown is3 Remove the injectors usinl tools 18G excessive even with a new va1ve fitted 284 and 18G 284 P renew the valve seat inserts and cut4 Remove the two sealing washers from their seats each injector position 21 Renew the valve springs if they are not5 Remove the heater hose from the as specified in DATA cylinder head 22 Renew the sealing washers for the6 Remove the manifolds and gasket injectors7 Mark the combustion chamber iriserts 23 Renew the sealing washers for the for refitting jn their original positions injector heat shields8 Remove the combustion chamber 24 Reverse the procedure in I to 12 inserts if necessary using a soft drift through the injector holes9 Push out the injector heat shields and DATA their sealing washers10 Remove the water outlet elbow and its Cylinder head gasket Depth after refacing 316 in 8026 mm minimumII Lift out the thermostat12 Remove the valves and their Valve guides components using tool 18G 45 Inside diameter reamed after fitting 03441 to 03448 in 874 to 876 mm NOTE Seals are fitted to the inlet Protrusion from bottom of valve guides counterbore 0550 to 0560 in 1397 to 1422 mm13 If the valve guides are worn see DATA press them out in the Valves direction of the valve seats Seat angle 4514 To fit new valve guides press them in Standdown 00445 to 00505 in 113 to 128 mm from the top of the cylinder head Stem diameter Inlet 03428 to 03422 in 871 to873 mm until they protrude by the amount 17 If necessary reface the valves to the Exhaust 03422 to 03427 in 869 to 870 mm stated in DATA Protrusion is angle given in DATA removing the measured from the top of the valve minimum of material Valve springs guide to the bottom of the counter 18 If necessary recut the valve seats in Free length approximate I it in 4875 mm bore for the valve spring the cylinder head using the following Load when compressed to 144 in15 Ream new valve guides to the size tools 3658 mm 82 Ibf 37195 kgf 364N given in DATA a 18G 27 Handle16 Check the cylinder head face for b 18G 174 DPilot flatness and if necessary reface the c 18G 174 A Glaze breaker for inlet cylinder head without reducing its seats depth below the figure given in d 18G 174 Cutter for inlet seats DATA e 18G 174 B Top narrowing cutter NOTE The combustion chamber for inlet seats inserts must be faced level with the 18G 174 C Bottom narrowing cylinder head o cutter for inlet seatsVALVE CLEARANCE Refitting 6 12 Check and adjust 122948 4 7 Reverse the procedure in I to 6 notingChecking a Tighten the cylinder head nuts toI Remove the rocker cover ana gasket 75 Ibfft 104 kgf m 102 Nm in2 Check and if necessary adjust the 3 the sequence shown using tool clearance between the rocker arms and 2 I bej ISG 694 to reach the centre row valve stems against the figure in b Tighten the rocker bracket nuts DATA working in the following to 251bf ft 35 kgf rn 34 Nm order c Adjust the valve rocker clearance Check see 12294S No I valve with No8 valve fully open S Run the engine for a minimum of 3 6 4HC104A 115 mins and on return 5 4 Adjusting slacken the cylinder head nuts 2 7 3 Slacken the locknut approximately t of a turn in the 13b PM 6 WI1 MIt 13b 4 Rotate the adjusting screw to set the sequence shown before retightening IQ IQ I IQQII S I them to 75 Ibf ft 104 kgf rn 102 6 3 clearance 4 5 5 Hold the adjusting screw against Nm in the sequence shown Check 7 2 rotation and tighten the locknut the valve rocker clearances 6 Fit the rocker cover and gasket ROCKER SHAFf ASSEMBLY 2 4 2 Overhaul 122955DATA Service tools ISG 226 ISG 226 AValve rocker clearance cold 0017 in 043 mm t 1 Dismantling I Remove the rocker shaft see I 6 INC 122954 2 Remove the split pin from each end of the rocker shaft 3 Slide the components off the shaft 4 Remove the locating screw from the rocker shaft rear bracket and remove the bracket 5 Remove the adjuster screws 10311 Inspection 6 Clean the oilways of the rocker shaft 7 Examine the rocker to valve contact II Drill a hole in the bush through the faces for wear and renew the hole in the top of the rocker barrelROCKER SHAFf ASSEMBLY rockers if necessary using a 195 mm drill Remove and refit 122954 S Renew the rocker adjusting screws if I 2 Burnishream the bush to the they are worn or if the threads are dimension given in DATAService tool ISG 694 damaged 13 Reverse the procedure in I to 5 9 Press out worn rocker bushes using notingRemoving tools ISG 226 and ISG 226 AI NA a The locating screw engages the2 Drain the cooling system Reassembling larger of the two diametrically3 Remove the rocker cover and gasket 10 Press in new rocker bushes using tools opposite holes4 Slacken evenly and remove the eight ISG 226 and ISG 226 A and ensuring b The doublocoil spring washers nuts retaining the rocker shaft that the bush joint and oil groove are are fitted inside the plain washer brackets in the positions shown at each end of the shaft5 Remove the locking plate from the DATA rocker shaft rear bracket Rocker shaft diameter 0624 to 0625 in 15 S5 to 15S7 mm6 Remove the rocker shaft assembly and Rocker bush inside diameter reamed in the shim under each centre bracket SNC 7 position 06255 to 06260 in l5S9 to 1590 mm U1 0OIL PRESSURE RELIEF VALVE TIMING GEAR COVER OIL SEAL Remove and refitService tool 18G 69 126056 Remove and refit 126505 Service tools 18G 98 A 18G 134 18G tRemoving 134 BD J1 INA Removing 2 Remove the valve cap washer from the I lNA rear of the LH side of the crankcase 2 Slacken the alternator mounting boIts 3 Withdraw the spring from the and remove the fan belt crankcase 3 Remove the water pump4 Withdraw the valve plunser using tool pulley 18G 69 4 Remove the crankshaft pulley using tool 18G 98 ARefitting5 If the valve plunger is pitted or is not Qgiml 5 Remove the timing gear cover and gasket seating correctly lap the plunger onto 4 I INC oue 6 Remove the oil seal from the timing its seating using tool 18G 69 If cover lapping fails to correct the fault renew the plunger and ensure that the Refitting new plunger seats correctly 7 Fit the new oil seal to the timing gear6 Renew the spring if it is not as cover using tools 18G 134 and 18G specified in DATA 134 BD7 Reverse the procedure in 1 to 4 8 Fit the timing gear cover and gasket using the crankshaft pulley to TIMING CHAIN AND GEARS centralize the oil seal on the Remove and refit 126512 crankshaft Timing chain tensionerDATA 9 Fit the timing gear cover boIts in theRelief valve spring following illustrated positions 1 to 14 16 to 19 34 to 40 Free length 3 in 76 mm and 43 to 47 126528 Load when compressed to 216 in Position Bolt size Timing chain 1 to 14 16 to 5477 mm 155 to 1651bf 70 to 74 kgf 69 to 73 N A fa in x I in 445 mm long 2229 to 41 and 43 to 47 126514 B 1 in x 2 in 50 mm long Service tools 18G 98 A 18G 134 18G llOTE An 0 ring is fitted on this 134 BD bolt C 1 in x 2 in 50 mm long Removing D 1 in x 2Y in 57 mm long I NA E Y in x 1 in 445 mm long 2 Drain the cooling system F 3 Slacken the alternator mounting bolts 10 Reverse the procedure in I to 4 and remove the fan belt tightening the crankshaft pulley boIt 4 Remove the water pump to 751bf ft 104 kgf m 102 Nm pulley 5 Remove the crankshaft pulley using tool 18G 98 A 6 Remove the timing gear cover and gasket 7 Remove the crankshaft oil thrower 8 If the camshaft gear is to be removed slacken the camshaft nut using tool 18G 98 A 9 Rotate the crankshaft until the timing marks are positioned as shown 10 Hold the chain tensioner and chain together by hand and remove the tensioner retainer screw 11 Lift away the chain tensioner 12 If the chain tensioner shoe is to be 27 Fit the chain tensioner shoe and renewed remove the circlip from the circlip to the pivot pin pivot pin and lift off the shoe 28 Fit the spring pressure block and 13 Remove the idler gear bolt centre pin to the chain tensioner 14 Lift away the idler gear and its hub body Compress the ringand rotate NOTE The idler gear hub is located the centre pin 180 to retain the o by a rollpin dowel compressed position 15 Remove the timing chain 29 Fit the pressure lever to the chain 16 Remove the camshaft nut andgear tensioner with the lever legs forward 17 Remove the crankshaft gear of the tensioner body ie the tensioner body will contact the engine Refitting front plate when fitted 18 Fit the camshaft gear and secure it 30 Fit the retaining screw through the with its nut pressure lever and tensioner body I 9 Check the camshaft endfloat against 31 Fit the compressed chain tensioner the figure in DATA If endfloat is and tighten its retaining screw excessive remove the camshaft gear 32 Rotate the centre pin 1800 to release and renew the camshaft locating plate the tensioner 20 Fit the camshaft gear and crankshaft 33 Ensure that the timing marks are still gear to their shafts correctly positioned 21 Place a straightedge across the tooth 34 Remove the peg from the injection face of the gears and check their pump gear alignment the crankshaft gear face 35 Tighten the camshaft nut to 65 Ibf ft should be rearward by the amount 9 kgf m 88 Nm stated in DATA If necessary add or 36 Fit the crankshaft oil thrower with its remove shims behind the crankshaft dished side towards the gear gear to set the alignment as near as 37 Renew the timing gear cover oil seal possible to the DATA figure using tool 18G 134 and 18G 134 BD 22 Position the injection pump gear with 38 Fit the timing gear cover and gasket its timing hole at approximately 7 oclock and insert a in 55 mm peg through the hole to engage the hole in using the crankshaft pulley to centralize the oil seal on the crankshaft f11 the engine front plate 23 Position the camshaft gear and crankshaft gear with their timing 39 Fit the timing cover bolts in the following illustrated positions1 I marks in the positions shown 39 24 Fit the timing chain and place the idler gear without its hub in position on the chain Position Bolt size A rw in x I in 445 mm long B A in x 2 in 50 mm long 25 Adjust the position of the chain NOTE An 0 ring is fitted on this without rotating the gears to permit bolt 29 the idler gear hub to be fitted without C in x 2 in 50 mm long D in 2U in 57 mm long chain slack between the idler and its adjacent gears NOTE The idler gear hub is located E U in x I in 445 mm long F by a rollpin dowel 40 Reverse the procedure in I to 5 26 Fit the idler gear bolt and tighten it to tightening the crankshaft pulley bolt 30 lbf ft 41 kgf m 41 Nm to 75lbf ft 104 kgf m 102 Nm C 30 DATA SHe 56 A Camshaft endfloat 0003 to 0007 in 008 to 018 mm Timing gear alignment Crankshaft gear 0005 in 013 mm rear ward of camshaft gear 00 HYDRAULIC TYPE ONLY INJECfION PUMP Remove and refit 193007 TilliUg check and adjust 1 to 16 and 21 to 38 193001 Service tools AMK 9990 MS 67 A Removing 24 Assemble the long scribing guide of I Slacken the alternator mounting bolts tool MS 67A to the tool body set it and removethe fan belt on the 2040 position and lock it with 2 Remove the alternator its knurled screw 3 Disconnect the fuel return pipe from 25 Insert the assembled tool into the the injection pump injection pump position on the engine 4 Disconnect the fuel supply pipe from engaging the injection pump drive the injection pump splines 5 Disconnect the stop control cable 26 Slide the body of the tool along its from the injection pump centre bar until the body engages the 6 Disconnect the throttle cable from the injection pump drive gear hub Lock injection pump SN46S the centre bar with the knurled screw 7 lisconnect the lead from the fuel 27 Apply gentle clockwise viewed from preSSIre ulte the rear pressure to the tool andFUEL FILTER ELEMENT 8 Remove the injection pump stop lever check that the scribed line timing Remove and refit 192507 return spring mark on the drive gear hub lines up 9 Remove Nos 3 and 4 injector pipes with the scribing guide of the tool IfRemoving necessary scribe a new mark1 Support the filter base and unscrew 10 Remove Nos I and 2 injector pipes II Remove the three nuts and washers 28 Remove tool MS 67A the centre bolt in the filter head Refitting 29 Remove timing pin AMK 99902 Detach the filter base securing the injection pump and withdraw the injection pump from the 30 Fit the injection pump gasket to the3 Remove the element using a twisting 21 Rotate the crankshaft until the master drive gear hub motion engine NOTE The lower nut also secures the spline in the injection pump drive is in 31 Fit the torsion bar in to the drive4 Remove the seals from the filter base the 12 oclock position flange on the engine and filter head anchor bracket for the stop lever 22 Insert timing pin AMK 9990 into the return spring 32 Position the injection pump drive timing hole in the gearbox adaptor shaft so that its master spline lines upRefitting 12 Withdraw the injection pump torsion plate The hole is situated below the bar with that on the drive flange5 Clean the filter base sump flange on the RH side 33 Fit the injection pump drive shaft over6 Reverse the procedure in I to 4 using 13 Remove the injection pump gasket 23 Maintain a light pressure on the timing the end of the torsion bar and VERY a new element and seals 14 20 IIA pin and rotate the crankshaft in the GENTLY engage the drive shaft7 Bleed the fuel system see 195007 normal direction of rotation until the splines with the drive flange splines timing pin engages the timing hole in 34 Push the injection pump as far into the flywheel The master spline in the position as possible and fit the spring injection pump drive should now be in anchor bracket washers and nuts the 8 oclock position when viewed 35 Progressively tighten the three nuts to from the rear pull the injection pump fully into position ensuring that the timing marks on the pump and drive flange are aligned 36 Reverse the procedure in I to 10 37 Bleed the fuel system see 195007LIFT PUMP Remove and refit NA2 Disconnect the two pipes from the lift pump3 Plug the supply pipe from the fuel tank4 Remove the securing nuts and washers5 Remove the lift pump and Reverse the proced ure in I to 57 Bleed the fuel system see 195007LIFT PUMP Overhaul Remove the lift pump see 194509 Scribe a reassembly mark across the body joint flanges 17 3 8 ccCO 33 Remove the domed cover and sealing ring 04 Remove the filter5 Remove the securing screws and separate the top and bottom halves of 4 the pump6 If the valves require renewing lever them out carefully7 Remove the valve gaskets8 Press the diaphragm downwards rotate it through 90 and withdraw it 779 Lift out the diaphragm spring10 If the diaphragm rod seal is to be renewed carefully withdraw the seal retainer11 Lift out the seal12 If the rocker arm pin or linkage is to be renewed secure the rocker arm in a vice and tap the face of the pump mounting flange to dislodge the rocker arm pin and its Renew any components which are worn or damaged14 Reverse the procedure in 1 to 12 b If the valves are renewed enSlre noting that they are fitted to operate in a If the diaphragm spring is the correct directions and staked renewed ensure that the new in spring is of the same colour as the NOTE The inlet port is indicated by original an arrow on the pump body CD l I oFUEL SYSTEM Bleeding 195007NOTE After renewing the fuel filter element it will onlybe necessary to bled the fuel filter as described in 1and 2 provided that the engine has not been cranked whilethe filter is dismantled1 Slacken the bleed screw at banjo fitting in the fuel filter head Operate the lift pump by means of its priming lever and when the fuel flowing from the screw is free of air bubbles tighten the screw C 2K2 Slacken the union nut at the injection pump end of the fuel feed pipe Operate the lift pump and 2 when the fuel flowing from the union is free of air bubbles tighten the nut C23 Slacken the air bleed screw on the fuel pressure switch adapter Operate the lift pump and when the fuel flowing from the bleed screw is free of air bubbles tighten the screw4 Slacken the air bleed screw on the injection pump l governor housing Operate the lift pump until the fuel flowing from the bleed screw is free of air bubbles leave the bleed screw slack C5 Slacken the air bleed screw on the injection pump highpressure banjo bolt Operate the starter motor with full throttle in the full run position and when the fuel flowing from the highpressure bleed screw is free of air bubbles tighten the bleed 777 screw6 Continue cranking the engine with the starter motor to expel any air trapped in the governor and when the fuel flowing from the governor housing bleed 8 Start the engine and allow it to run until it is screw is free of air bubbles tighten the bleed firing on all cylinders or repeat step 7 if necessary screw 9 Note7 Slacken the union nut at the injector end of any If difficulty in starting occurs the sea water in two highpressure pipes Operate the starter motor take valve must be closed to prevent filling of the with throttle in the full run position and when exhaust system with sea water Immediately when the fuel flowing from both pipes is free of air the engine starts open the sea water intake valve bubbles tighten both union nuts to prevent damage to the pump and engine 20 fiq 12 Renew the nozzle assembly if the pintle clearance allows an angle of more than 20 when checked as shown 13 If necessary restore the nozzle and valve seats to the angles given in DATA 14 Check the needle lift against the figure in DATA I5 Reverse the procedure in 2 to 7 tightening the nozzle nut to 50 Ibf ft 69 kgf m 68 Nm 16 Test and set the injectors to the I cu specification given in DATA using tools 18G 109 A and 18G 109 B 17 Fit the injectors see 19600 I 4 5INJECTORS Remove and refit 196001 DATAService tools 18G 284 18G 284 P 7 Auxiliary hole diameter 02 mm 61 Needle lift 070 to 075 mmRemoving Nozzle seat angle 59 0I INA Valve seat angie 60 02 Disconnect the spill rail from the injectors3 Disconnect the highpressure pipes Testing 5NC480 from the injectors4 Remove the nuts and washers securing the injectors TEST NOZZLE SET ADAPTOR STROKES REQUIREMENTS5 Withdraw the injectors using tools TO OPEN AT 18G 109 B PER 18G 284 and 18G 284 P if necessary SET TO OPEN AT MINUTE6 Remove the two sealing washers from INJECTORS each injector position Auxiliary 135 Atm 220 Atm 60 Spray free of distortions Overhaul 196008 Slight core Service tools 18G 109 A 18G 109 B 18G Spray7 Fit two new sealing washers to each 1091 18G 210 18G 388 18G 487 injector position fitting the smaller Main 135 Atm 220 Atm 140 Spray free of distortions I Remove the injectors see 19600 I Slight core permissible washer as shown 2 Mount the injector in tool 18G 3888 Reverse the procedure in I to 5 3 Remove the cap nut and sealing tightening the injector securing nuts to washer Seat tightness 100 Atm Dry nozzle after 10 121bfft 17 kgf m 16 Nm 4 Remove the spring cap and shim seconds at 90 Atm pressure9 If more than two injectors have been 5 Remove the spring removed crank the engine with the 6 Lift out the spindle starter motor and bleed at least two of Backleakage 160 to Initial pressure 160 Atm 7 Remove the nozzle nut and nozzle 170 Atm Time for pressure drop the highpressure pipes using tool 18G 210 from 150 to 100 Atm to 8 Renew the spring if it shows any sign be between 6 and 140 of weakness or distortion seconds 9 Renew the spindle if it is not perfectly straight 10 Clean the nozzle and valve using kit Final setting 135 Atm 18G 487 II Reverseflush the nozzle using tools 18G 109 A and 18G 109 E Add 5 Atm when setting new injectors or after fitting new springs III l N NSERVICE TOOLS All Service Tools mentioned in this Manualmust be obtained direct from the Messrs V L Churchill Co Ltd PO Box No3 18G 123 B Cal1Llhaft Liner Reamer London Road Cutter Daventry Northants NNll 4NF England 18G SSA Piston Ring Compressor 18G 109 A Injector Nozzle Testing Machine 18G 123 E Cal1Llhaft Liner Reamer Cutter 18G 27 Valve Seat Cutter and Pilot Handle a 18G 69 Oil Pump Release Valve Grindingin Tool 18G 109 B IJijector Nozzle Testing 18G 123 F Camshaft Liner Reamer Adaptor Cutter 18G 2918G 29 Valve Grindingin Tool 18G 98 A Starting Nut Handle 18G 109 E Injector Nozzle Reverse 18G 123 L Camshaft Liner Reamer Flush Adaptor Pilot 18G99 18G 99 A Clutch Assembly Gauging 18G 123 A Camshaft Liner Reamer 18G4S Valve Spring Compressor Fixture Basic Tool Gl JM U 18G 124B18G 123 T Camshaft Liner Reamer 18G 124 B Camshaft Lin e r Pilot Remover Replacer Adaptor 18G 167 C Valve Seat Narrowing Cutter Bottom t 18G 134 BD Timing Case Oil Seal Replacer Adaptor18G 123 AB Camshaft Liner Reamer Pilot 18G 124 C Camshaft Lin e r Rem over Replacer Adaptor 18G 174 Valve Seat Finishing Cutter18G 123 AC Camshaft Pilot Liner Reamer 18G 124 F Camshaft Liner R e mover Replacer laG 174 Adaptor 18G 134 CQ Crankshaft Rear Oil Seal Replacer Adaptor 18GI74A Valv Seat Glaze Breaker 18G 123 AD Camshaft Liner Reamer Pilot 18G 124 H 18i 120tH Camshaft Liner Remover Replacer Adaptor 18G 167 Q Valve Seat Finishing Cutter 18GI74B lP Valve Seat Cutter Top 17 Narrowing V 0 f18G 124 A Camshaft Liner Basic 18G 134 Bearings and Oil Seal lfiG 134 18G 167 B laG 1618 Valve Seat Narrowing 18G 174 C JM Valve Seat Narrowing Tool Replacer Basic Tool Cutter Top Cutter Bottom l N Co N Jio 18G 284 A laG 284A Main Bearing Cap Remover 6 18G 636 Transfer Pressure Adaptor18G 174 D Valve Seat Cutter Pilot Adaptor18G 210 O I njector Nozzle Nut 18G 284 P I nj ector Adaptor Remover 18G 487 Injector Nozzle Cleaning Kit 18G 637 Assembly Rod Spanner 18G 284 AC Main Bearing Cap Remover Adaptor 18G 633 A DPA Assembly Base 18G 638 B Automatic Advance Gauge18G 226 l Valve Rocker Bush18G 226 A f 18G 284 AAF Crankshaft Spigot Remover Adaptor Bush 18G 634 Assembly Box Spanner 18G 639 6 Head Locating Protection Cap Fitting18G 284 Impulse Extractor Tool laG 284 Basic 18G 388 Injector Fixture Q lflG3AA Dismantling 18G 635 Hydraulic Drive Protection Cap Shaft 18G 640 Automatic Advance Protection Cap Plug 18G 691 A Pilot Guide LJ 18G 1195 1 tID Clutch Plate Centralizer18G 641 Assembly Drive Plate 18G 651 Drive Shaft Holding Tool Spanner18G 643 A Metering Valve Protection Cap Pinion 18G 653 A Relief Valve Adaptor Timing AKM 9990 Timing Pin 18G 694 A Cylinder Head Nut Crowfoot Wrench Special Alternative Tool 18G 69418G 646 Torque Spanner Socket 18G 655 A Drive Plate Screw Torque Adaptor HS6 6Y MS67A Injection Timing Gauge 186 1004 18G 1004 Circlip Pliers Small18G 647 Assembly Cap 18G 656 Maximum Fuel Adjusting Probe18G 648 A Universal Gauge Flange Marking 18G 690 P End Plate Adjuster 18G 1108 Crankshaft Rear Oil Seal Protector Sleeve I II Ql OTHER OVERHAUL CONTENTS SECTION PAGEMARINE ENGINE ELECTRICAL SySTEM Q Activation by Keyswitch 1980 onwards Q2 Activation by Fuel Pressure Q4 Acti vati on by Lube Oi 1 Pressure Q 6COOLING SYSTEM EXTERNAL RTRANSMI SS IONS S Type SAO Manual S 9 SAl and SAO Clutch Adjustments S21 SAl and SAO Reduction Units S23 Paragon P21 Series Hydraulic S29 Warner Hydrau1 i c S 35 Short Profile Sailing Gear S41Q2SECTION Q MARINE ENGINE ELECTRICAL SYSTEM ACTIVATION BY KEY SWITCH Thjs system is supplied on most Wester beke engines beginning May 1980 Essen tially activation of the circuit is accomplished by the ignition position of the key switch No oil pressure switch is required The engine is preheated by depressing the preheat push button The engine is cranked by turning the key switch to the rightmost momentary position Voltage is maintained to the instruments fuel solenoid or fuel lift pump if sup plied and to other electrical devices via the ignition position of the key switch Models which have a fuel solenoid or elec tric fuel pump may be turned off via the key switch Models with mechanical fuel lift pumps or no fuel solenoid are stopped by pulling a stop cable The circuit is protected by a circuit breaker located near the starter Any time excessive current flows the circuit breaker will trip This is a manually resettable breaker and must be reset before the engine will operate electrically again CAUTION the builderowner must ensure that the instrument panel wiring and engine are installed so that electrical devices cannot come in contact with sea water The latest information regarding your engines electrical system is included on the wiring diagram shipped with the engine Be sure to study this wiring diagram and all the notes thereon Q3 ACTIVATION BY KEYSWITCH SECTION Q SCHEMATIC DIAGRAM 1 Z VDC BATTERY ATTERY MTU PREICAT WI RI NG DIAGRAM NOT USED OC 5U NOT D WT5ENDER ORN WATtR TtMPT ITH Olt PRSURe RN SWITCH ALTERNATOR i I j L I I L tt OflTIONAL W ALARM ALARM o P sw I A I I I I e fUEL SOL wa ONLV TSW I I I I I I I l PREHEAT SOL SEENOTEa 0P5ENDER I PREHEATER PUR 12 ON ON EE NOTEANOT USED OON Iwllir W TQ4 MARINE ENGINE ELECTRICAL SYSTEM ACTIVATION BY FUEL PRESSURE 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 instruments 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 Q5 ACTIVATION BY FUEL PRESSURE PUSH BUTTON STARn IIil C START 5w PANEL ASSEMBLY ITART 5W PREH WI 1 1 I 1 L J L 0 OPfiONA LJI2 ALARM I I 0 0 rl pji I I I I ED I EO o LAiCO I I I I I GP SNDE I 5TARTER I I 111 t I i u I I I I I I i ltJ1l VOTMTASEJ CHART FOR STARTER MOTORS rC HEATERS r r oE i rE i 41 0 I 11 JIHQW LGS J I PLLC IL I I I 1 I I I I I 1 I I I I I 1 I I I I I I 1 I I I I 6 I I TRTR t STAR1 ER I I An I I I I I MTT ATT I I I I I I I I I L J I I I L JI I I L J I Drawing No 19201Q6 Marine Engine Electrical System ACTIVATION BY LUBE OIL PRESSURE Keyswitch Start This system is supplied on all 4 and 6 cylinder Westerbeke diesels produced prior to January 1975 Operation is very simple Putting the start switch in the Run posi tion energizes an alarm system when sup plied Returning the start switch to Off position deenergizes the alarm Turning the start switch to Crank posi tion operates the starting motor and starts the engine Upon starting the start switch is released to the Run position When the engin develops oil pressure voltage is supplied to the alternator for excitation and to all instruments When ever the engine stops loss of oil pres sure removes voltage from these devices When an engine is furnished with a pre heating device it is energized by a sep arate push button at the key switch panel When an engine is furnished with an electric stop solenoid it is energized by a separate push button at the key switch panel NOTE It is important that your engine in stallation includes fuses or circuit breakers as described under Owners Res ponsibility on the wiring diagram supplied with your engine Q7 ACTIVATION BY LUBE OIL PRESSURE KEYSWITCH START ttrI WTCH CttoLE t f r t l 1 3 4 1 7 JB2 8 I i 4 TO r f ff 1 f ENrle RN C P SENDER W T SENDER w IECTllIIC fOJi FUEL SOL FOUR60 FOUR 91 FOUR154 FOUR230 SIX346 1 1 r e 10W I plur 1 ll 1 1 1 1 1 I I NOT u5tO I 1 1 1 I 1 1 1 1 1 I 1 1 1 1 1 1 I 1 1 I 1 1 1 I 1 I I L J 1 1 I L J I I I Drawing No 15245Q8 YOUR NOTES SECTION R COOLING SYSTEM EXTERNAL1 DESCRIPTION charge of the sea water pump to theWesterbeke marine diesel engines are heat exchanger sea water inlet Afterequipped with fresh water cooling passing through the tubes of the heatTransfer of heat from engine fresh exchanger the sea water may enter a tranmission oil cooler if presentater to sea water is accomplished1n a heat exchanger similar in func and 1f sea water cooled Ultimatelytion to an automotive radiator Sea the sea water enters a water injectedwater flows through the tubes of the wet exhaust system the most popularheat exchanger while fresh water type of exhaust system in use Inflows around the tubes The sea the case of larger engines the seawater and fresh water never mix water flow is divided prior to enterwith the result that the cooling ing the exhaust systems so that awater passages in the engine stay portion is dumped directly overboardclean and a portion is used to cool the exhaust system Full sea water flow2 FRESH WATER CIRCUIT entering the exhaust system would create unnecessary exhaust backHeat rejected during combustion as pressurewell as heat developed by friction1S absorbed by the fresh water whose 4 SEA WATER PUMPflow is created by a fresh water cir Thesa waer pump is self priming andculating pump The fresh water flows pos1t1e dlsplacement It is a rotaryfrom the engine through a fresh water pump w1th a nonferrous housing and acooled exhaust manifold a heat ex neoprene impeller The impeller haschanger in most cases an oil cooler flexible vanes which wipe against aand returns to the suction side of curved cam plate within the impellerthe fresh water circulating pump housing producing the pumping actionThe flow is not necessarily in this On no account should this pump be runorder in every model When starting dry There should always be a sparea cold engine most of the external impeller and impeller cover gasketflow to the heat exchanger is pre aboardvented by the closed thermostatSome amount of bypass is maintained 5 SEA WATER PUMP IMPELLER REPLACEMENTto prevent overheating in the As the engine warms up the The olowig instructions are begins to open up allowing and lnd1cat1ve only Specific instrucfull flow of engine fresh water thru tons where applicable may be packagedthe external cooling system w1th your replacement impeller3 SEA WATER CIRCUIT a Remove the front cover taking careThe sea water flow is created by a to salvage the gasketpositive displacement neoprene inpellerpump gear pump in certain special b Remove the impeller by pullingcases Normally the pump draws sea straight outwards parallel towater directly from the ocean via the the pump shaft This is bestsea cock and sea water strainer Some done with a pair of pliers aptimes a transmission oil cooler or plied to the impeller hubpehaps a V drive will be piped on the c Coat the replacement side of the sea water pump and the chamber into which itGenerally it is better to have as few mounts with greasedevices on the suction side of the seawater pump as possible to preclude d Carefully align the impeller keypriming difficulties Usually sea way or other locking mechanismwater flows directly from the disR2 with the shaft Take care that 8 THERMOSTAT all the impeller blades bend in the same direction and trailing Generally thermostats are of two types One is simply a choking device which e Inspect the front cover for wear opens and closes as the engine tempera A worn front cover should ulti ture rises and falls The second type mately be replaced Sometimes has a bypass mechanism Usually this it can be reversed as an emer is a disc on the bottom of the thermo gency measure but not when stat which moves downward to close off stamped markings would break the an internal bypass passage within the seal between the cover and the head Both types of thermostats from impel1er blades 1980 onward have a 006 diameter hole punched through them to serve as f Reinstall the end cover with a a bypass while the engine is warming new gasket up This prevents overheating in the exhaust manifold during engine warmup g Be doubly sure to check quickly The hole is critical and replacement for sea water flow when starting thermostats must be equal in this the engine The absence of flow design characteristic indicates that the pump may not be priming itself properly When replacing a thermostat be sure This situation must be investi that it is rotated so as to not gated immediately or damage to strike the thermostat housing pro the new impeller will result jections inside the head temperature from overheating senders or temperature switches which may be installed close to the6 ENGINE FRESH WATER thermostatIt is preferable to fill your engine A thermostat can be checked for propwith a 50 mixture er operation by placing it in a panThis precludes the necessity of drain of cold water and then raising theing coolant in the winter Since most temperature of the water to a contain preservative agents The thermostat should open noticeof one kind or another rusting within ably with travel on the order ofthe engine is minimized Also the anti 14 12 and be fully opened whenfreeze mixture boils at a higher tem the water is than water giving coolingsystem head room II 9 ENGINE LUBE OIL COOLERWhen draining the engine open thepressure cap first to relieve the Lubricating oil carries heat away fromvacuum created by draining the engine bearings and other friction surfaces The oil circulates from the lube oil pump through the engine7 FILLING THE FRESH WATER SYSTEM through the engine oil cooler and back to the oil pumpIt is very important to completely fillthe fresh water system before starting The oil cooler may be cooled either bythe engine It is normal for air to engine fresh water or by sea waterbecome trapped in various passages soall high points must be opened to atmos 10 TRANSMISSION OIL COOLERphere to bleed entrapped air When anengine is started after filling with Certain transmissions require oil coolcoolant the system may look deceptively ing In these cases the until the thermostat opens At this oil cooler is usually cooled by seatime when water flows through the exter wateral cooling circuit for the first timepockets of air can be exposed and rise Normally sea water enters this coolerto the fill point Be sure to add cool after exiting the heat exchanger butant at this time not always R3 TWO PASS MANIFOLD Note Drawing is indicative only Specific models may vary in detail TO EXHAUST 5YSTEv1 FRESH WATtPUMPR4 SINGLE PASS MANIFOLD Note Drawing is indicative only Specific models may vary in detail SURGE EXHAUST TANK MANIFOLD ilER BOARD H J EXCHANGER FRESH FROM WATER I C cI Jl SEA PUMP M COCK RAW WATtR PUMP OIL FILTER 0 I III RAW WATER FROM SEA COCK FRESH WATER ENGNE 01 L lLtXP HYDRAULIC GEAR IL tl IUSED ON HYD RAU L Ie GEAR Q1b COOLER If ONLY SECTION YOUR NOTES S29 PARAGON P21 SERIES HYDRAULICI SPECIFICATIONS A Description Chart MODEL REDUCTION RATIO DIRECTION OF ROTATION P21L DIRECT ALL LEFT HAND P22L 1 5 1 AS VIEWED FROM P23L 21 THE OUTPUT END P24L 2 5 1 OF THE TRANS P25L 31 MISSION 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 P21 L 5J1234 P2 Gear Size 1 Direct Drive 5J1234 Transmission Serial No L left Hand Rotation Unit REDUCTION GEAR MODEL AND SERIAL NUMBERS P 23 L 5J5678 P2 Gear Si ze 2 3 Redu ction Gear 1 5 1 t 2 0 1 Reduction Gear L Left Hand Rotation Unit 5J5678 Trans mission Seriol Si ze 251 Ratio No 30 1 S30 II INTRODUCTION ward drive is through a multiple disc clutch arrangement while the reverse drive utilizes a reverse clamp band and planetary gear Transmissions have been designed for smooth train The transmission oil is circulated and operation and dependability in marine use The cooled through a seprate external oil cooler transmission is self contained having an oil core which is in turn cooled by the engine pressure system and oil supply completely water Paragon transmissions are furnished separated from engine lubricating oil systems with either direct drive or reduction gears Gear reduction ratios and corresponding Translllission oil under pressure is used to model identification numbers are listed in engage a forward or reverse drive The for Section I under SPECIFICATIONS III INSTALLATION 4 Install and tighten four bolts with lock washers through the transmission A The installation instructions below are for housing flange into the engine adapter use when the original transmission has been plate Remove the 312 studs Install removed for servicing and must be re and tighten the two remaining bolts installed or when the transmission unit with lockwashers through the trans is to be adapted as nonoriginal equip mission housing flange ment to a marine engine D The transmission and propeller shaft cou B It is important that the engine and trans pling must be carefully aligned before the mission rotations are matched The direc propeller shaft is connected to the trans tion of rotation of an engine is defined in mission in order to avoid vibration and this manual as the direction of rotation consequent damage to the transmission of the engine crankshaft as viewed from the engine and boat hull during operation output end of the transmission A clock To align the coupling move the propeller wise rotation of the engine is a right hand shaft with attached coupling flange toward rotation and a rotation of the transmission so that the faces of the the engine is a left hand rotation propeller shaft coupling flange and trans mission shaft coupling flange are in con A letter R or L appearing on the tact The coupling flange faces should be transmission serial number plate illus in contact throughout their entire circum trated in Section I SPECI FICA TIONS ference The total runout or gap between indicates whether the transmission is for the faces should not exceed 002 at any use with a right or left hand rotating pOint If the runout exceeds 002 repOSi engine tion the engine and attached transmission by loosening the engine support bolts and C The hydraulic transmission is attached to adding or removing shims to raise or lower the engine in the following manner either end of the engine If necessary move the engine sideways to adjust the 1 Insert two 312 studs in opposite runout or to align the coupling flange transmission mounting holes in the faces laterally Tighten the engine support engine adapter plate bolts and recheck the alignment of the coupling before bolting the coupling flanges 2 Place the transmission against the studs together Connect the coupling flanges with so that the studs go through two of the bolts lockwashers and nuts matching holes in the transmission E Connect the oil cooler lines to the trans housing flange mission 3 Slide the transmission along the studs F Connect the shift control cable from the toward the engine so that the spline on cockpit control station to the transmission the shaft at the front of the transmission control valve lever shown in Figure on enters the matching splined hole in the page 5 Place the transmission control engine vibration dampener valve lever in the neutral position and adjust the shaft control cable length until or reverse position and should return the cockpit control station hand lever is exactly to the neutral position when the in the neutral position Move the cockpit hand lever is in the neutral position control hand lever to forward and reverse positions several times while observing the G Remove the oil dipstick shown in Figure transmission control valve lever motion on page 5 and fill the transmission with The transmission control valve lever should Type A transmission fluid to the mark on move fully into forward or reverse position the dipstick Replace the dipstick in the when the hand lever is moved into forward transmission housingIV OPERATION Starting Procedure 1 Always start the engine with the trans Principle of Operation miSSion in NEUTRAL to avoid moving the boat suddenly forward or back The transmission forward and reverse drives 2 When the engine is first started allow it are operated by transmission oil under pres to idle for a few moments Stop the engine sure An internal gear type oil pump delivers and check the transmission oil level Add the transmission oil under pressure to the oil if necessary to bring the oil level up external oil cooler The transmission oil is to the mark on the transmission dipstick returned still under pressure to the oil distribution tube and relief valve The relief valve maintains the oil pressure by remaining NOTE closed until the oil pressure reaches 60 PSI ON SUBSEQUENT STARTUPS THE When the rontrol lever is shifte1 to the TRANSMISSION OIL LEVEL MAYBE forward position oil under pressure is de CHECKED BEFORE RUNNING THE li vered to the multiple disc clutch piston ENGINE WHEN ENGINE OIL IS which moves to clamp the clutch discs and CHECKED planetary reverse gear case together The 3 Start the engine again with the transmission discs nnd case then revolve as a solid cou in NEUTROL and allow the enginetowarm pling in the direction of engine rotation The up to operating temperature reverse drive is engaged by shifting the control lever to the reverse position so that 4 Shift the transmission into FORWARD or oil under pressure is delivered to the reverse REVERSE as desired If the engine should piston The reverse piston moves to clamp stall when the transmission is shifted to the reverse band around the planetary gear FORWARD or REVERSE place the trans case preventing the planetary gear case mission in NEUTRAL before restarting the from moving but allowing the planetary gears engine to revolve to drive the utput or propeller It is recommended that shifting be done at shaft in a direction opposite to the rotation speeds below 1000 RPM and preferably in of the engine With the control lever in the the 800 RPM or idle engine range to pro neutral pOSition pressurized oil is prevented long the life of the engine transmission from entering the clutch piston or reverse and boat EMERGENCY shifts may be at band piston md the propeller shaft remains higher engine speeds but this is not a stationary recommended practice832V MAINTENANCE are full If necessary refill to the mark on the dipstick to ensure proper operation A Lubrication of the transmisSion The transmission oil level should be checked each time the engine The Models P200 P300 and P400 trans oil level is checked before running the missions are selfcontained units indepen engine dent of the engine lubricating systems The units are lubricated by pressure and by The oil in the transmission should be splash from its own oil The type of oil changed every 100 hours or each season recommended is Transmission Fluid under normal conditions However the Type A commonly used for automatic number of hours that can be run between transmissions in automobHes oil changes varies with tions Drain plugs are located at the The quantity of oil depends upon the angle bottom of the reverse gear housing and the of installation as well as the reduction reduction gear housing model The level must be maintained at the mark on the dipstick and should be checked periodically to ensure satisfac B Adjustments tory operation No adjustment is necessary for the FOR When filling for the first time or refilling WARD drive multiple disc clutches and the after an oil change check the level after reverse band is self adjusting to compen running for a few minutes to make certain sate for lining wear so that no external that the oil cooler and the various passages reyerse band adjustment is necessary OIL TO COOLER COUPLING FLANGE S33C Trouble Shooting Chart PROBLEM POSSIBLE CAUSES AND METHODS OF CORRECTIONGEAR INOPERATiVE Drive Shaft does not operate with selector valve in forward 1 Low Oll Pressure a Low oil supply Add oll refer to or reverse lubrication b Faulty oil gauge Replace gauge Oil gauge slow to register air or obstruction in oll gauge line Clean and bleed oil gauge line c Plugged oil lines or passages Clean lines or passages d Oil pressure relief valve scored and sticking Remove relief valve Clean valve and valve bore in control valve housing with crocus cloth to free valve or replace e Defective pistons and oil distributor seal rings Replace seal rings f Defective oil pump Check for wear and replace if necessary 2 High Oil Temperature a Low oil supply Add oil refer to lubrication b Low water level in cooling system Add vater and check for leaks c Plugged raw water inlet screen Clean screen d Collapsed or diSintegrated water inlet hose Replace hose e Air leak in cooling water suction line Replace suction line f Raw watar pump impeller worn or damaged Replace impeller g Clogged or dirty oil cooler element Remove and clean 3 Reverse Band not engaging Planetary a Reverse band lining worn out Gear Cage Replace lining b Defective reverse piston 0 ring Replace 0 ring 4 Failure of Planetary Remove gear case assembly and check Assembly for defective or damaged parts Replace defective or damaged parts 5 Failure of Reduction Remove reduction gear assembly and Gear check for defective or damaged parts Replace defective or damaged partsS34 PROBLEM POSSIBLE CAUSES AND METHODS OF CORRECTIONGEAR DRAGGING Drive Shaft rotates either forward or reverse with Forward clutch plates warped and Selector Valve in neutral 1 Defective forward sticking Remove clutch plates and position Clutch Plates replace 2 Defective forward Forward clutch piston release spring Clutch piston Release broken or weak Replace spring Spring 3 Binding in Planetary a Bearings and gears worn excessively Assembly in gear case Replace necessary parts b Input shaft bearings worn excessively causing misalignment of input shaft Replace necessary partsGEAR SLIPPING OR SLOW TOENGAGE With Selector Valve in forward or reverse position 1 Low Oil Pressure See Gear Inoperative 1 2 Worn forward Clutch Remove forward clutch plates and check Plates for wear excessively replace clutch plates 3 Reverse Band not See Gear Inoperative 3 engaging Gear CaseINTERNAL AND EXTERNALLEAKS 1 Water in Lubricating a Hole in oil cooler element permitting Oil water to seep into oil compartment Replace oil cooler element b Oil cooler gaskets Check gaskets and replace 2 Excessive Oil in Engine Crankcase or Defective front end plate oil seal Flywheel Housing Replace oil seal 3 Oil on Exterior of Marine Gear a Oil seeping from breather Check for too high oil level b Defective rear end oil seal Replace oil seal 4 Loss of Oil from Transmission a Check for defective gaskets and seal S35 WARNER be shifted to the point where it covers VVesterbeke Four107 the letter F on the case casting andEngines are also furnished with VVarner is located in its proper position by thehydraulic direct drive and reduction poppet ball The VVarranty is cancelledgear assemblies if the shift lever poppet spring and or ball is permanently removed or if theThe direct drive transmission consists control lever is changed in any mannerof a planetary gear set a forward or repositioned or if linkage betweenclutch a reverse clutch an oil pump remote control and transmission shiftand a pres sure regulator and rotary lever does not have sufficient travel incontrol valve All of these are con both directions This does not apply totained in a cast iron housing along with transmissions equipped with shafts and connectors to Gear electrical shift controlprovide forward reverse and A direct drive ratio is used LUBRICATIONfor all forward operation In reversethe speed of the output shaft is equal to The properties of the oil used in theinput shaft speed but in the opposite transmission are extremely Helical gearing is used to to the proper function of the quieter operation than can be system Therefore it is extremely important that the recommended oilobtained with spur gearing automatic transmission fluid ATFOil pressure is provided by the cres Type A be usedcent type pump the drive gear ofwhich is keyed to the drive shaft and PROCEDURE FOR at transmission input speed TRANSMISSION VVITH OILto provide screened oil to the pressure VVhen filling the transmission oilregulator should be added until it reaches theFrom the regulator valve the oil is full mark on the dipstick The quandirected through the proper circuits tity of oil depends upon the angle ofto the bushings and antifriction bear the installation The unit should beings requiring lubrication A flow of turned over at engine idle speed for alubricant is present at the required short time in order to fill all circuitsparts whenever the front pump is turn including the cooler and cooler pipinging and it should be noted that supplyis positive in forward neutral and PROCEDURE FOR CHECKING OILreverse conditions LEVELThe unit has seals to prevent escape The oil level should be checked imof oil mediately after shutting off engine and sufficient oil added to again bring theBoth the input and output shafts are transmission oil level to the full markcoaxial with the input shaft splined on the dipstick assembly The dipstickfor the installation of a drive damper assembly need not be threaded into theand the output shaft provided with a case to determine the oil level Itflange for connecting to the propeller need only be inserted into the caseshaft until the cap or plug rests on the sur face surrounding the oil filler holeCONTROL LEVER POSITION The transmission should be checkedThe position of the control lever on periodically to assure proper oil when in forward should and oil should be added if necessaryS36 CHANGING OIL It is recommended that the transmis sion oil be changed once each season After draining oil from the unit the removable oil screen should be thoroughly cleaned before refilling the transmission with the recom mended oil ATF Type A REDUCTION GEAR BOX The reduction gear box operates in conjunction with the direct drive unit The reduction gear box consists of a planetary gear set which reduces the input revolutions to a fixed ratio It is recommended that all installa tions using a reduction gear have a suitable locking device or brake to prevent rotation of the propeller shaft when the boat is not under direct pro pulsion If the marine gear is not in operation and the forward motion of the boat causes the propeller shaft to rotate lubricating oil will not be cir culated through the gear because the oil pump is not in operation Over heating and damage to the marine gear may result unless rotation of the pro peller shaft is prevented Except in an emergency shift from forward to reverse drive through neutral at engine speeds below 1000 rpm to prevent damage to the engine or marine gear S41 SHORT PROFILE SAILING GEAR1 Description11 Brief description The Short Profile Sailing Gears are equipped with a positively driven mechanically operated helical gearing system The servooperated multipledisc clutch requires only minimum effort for gear changing making the transmission suitable for singlelever remote control via a rod linkage Morse or Bowden cable The torque transmission capacity of the clutch is exactly rated preventing shock loads from exceeding a predetermined value and thus ensuring maximum protection of the engine The transmission units are characterized by low weight and small overall dimensions The gearbox castings are made of a high strength aluminum alloy chromized for improved sea water resistance and optimum adhesion of paint The transmissions are Maintenance is restricted to oil level checks see Maintenance AIR VENT HOLE LEVER NING SCREW542 12 Gear casing The rotating parts of the HBW transmission are accomodated in an oiltight casing divided into two halves in the plane of the vertical axis Amply dimensioned cool ing ribs ensure good heat dissipation and mechanical rigidity An oil filler screw with dipstick and an oil drain plug are screwed into the gear casing The filler screw is provided with a breather hole The shaft for actuating the multipledisc clutch extends through a cover on the side of the gear casing 13 Gear sets The transmission is equipped with shaved gears made of forged lowcarbon alloy steel The multispline driving shaft connecting the trans mission with the engine is hardened as well The driven shaft propeller side of the transmission is fitted with a forged coupling flange S4314 Multipledisc clutch including operation power train The engine torque is applied to the input shaft 36 in the specified direction of rotation and in shifting position A see item 12 via gear 44 the frictionally engaged clutch discs 51 and 52 to the external disc carrier 57 and from there via the guide sleeve 59 to the output shaft 66 In shifting position B see item 12 the torque is transmitted from the input shaft 36 via intermediate gear 26 gear 65 clutch discs 51 and 52 to the external disc carrier 57 the guide sleeve 59 and the output shaft 66 Function The transmission uses a positively driven mechanically operated multipledisc clutch system mounted on the output shaft The thrust force required for obtaining positive frictional engagement between the clutch discs is provided by a servo system This essentially comprises a number of balls which by the rotary movement of the external disc carrier are urged against inclined surfaces provided in pockets between the guide sleeve and the external disc carrier and in this manner exert axial pressure The thrust force and as a result the transmittable friction torque are thus proportional to the input torque applied Due to the cup springs 48 supporting the clutch disc stack and a limita tion of the range of axial travel of the external disc carrier 57 the thrust force cannot exceed a predetermined value so that the torque transmission capacity of the clutch is limited The actuating sleeve 60 is held in the middle position by springloaded pins To initiate the shifting operation the actuating sleeve 60 need merely be displaced axially by a shifting fork until the arresting force has been overcome Then the actuating sleeve 60 is moved automatically by the springloaded pins while the external disc carrier which follows this movement is rotated by the frictional forces exerted by the clutch discs and the shifting operation is completed as de scribed above Input 36 Output544 15 Shaft beari ngs Both the input and the output shafts are carried in amply dimensioned taper roller bearings The intermediate gear and the movable gears are carried in sturdy needle roller bearings 16 Shaft seals External sealing of the input and output shafts is provided by radial sealing rings The running surfaces on the shafts are casehardened 17 Lubrication The transmissions are The bearings are generously supplied with splash oil and oil mist S452 Installation21 Delivery condition For safety reasons e gearbox is NOT filled with oil for shipment The actuating lever is mounted on the actuating shaft Before leaving the factory each transmission is subjected to a test run with the prescribed ATF oil The residual oil remaining in the transmission after draining acts as a preservative and provides reliable protection against corrosion for at least 1 year if the units are properly stored22 Painting the gearbox Before painting the gearbox take care to remove any oil films by means of suit able agents eg HST safety cleansing fluid Always cover the running surfaces and sealing lips of the radial sealing rings on both shafts before painting Make certain that the breather hole on the oil filler screw is not closed by the paint Indicating plates should remain clearly legible23 Connection of gearbox with engine A torsioelastic damping plate between the engine and the transmission is to compensate for minor alignment errors and to protect the input shaft from external forces and loads Radial play should be at least OSmm24 Suspension of enginegearbox assembly in the boat To protect the gearbox from detrimental stresses and loads provision should be made for elastic suspension of the enginegearbox assembly in the boat or craft The oil drain plug of the gearbox should be conveniently accessible25 Position of gearbox in the boat The inclination of the gearbox unit in the direction of the shafts should not per manently exceed an angle of 20 degrees see illustration The gearbox can also be mounted with the output shaft in the upward position Interchange the oil dipstick and the oil drain plug in this caseS46 26 Operation of gearbox Gear changing requires only minimum effort The gearbox is suitable for single lever remote control Upon loosening the retaining screw the actuating lever see illustration can be moved to any position required for the control elements cable or rod linkage Make certain that the lever does not contact the actuating lever cover plate 9 the minimum distance between lever and cover should be 05 mm The control cable or rod should be arranged at right angles to the actuating lever in the neutral position of the lever The shifting travel as measured at the pivot point of the actuating lever between the neutral position and end positions A and B should be at least 35 mm for the outer and 30 mm for the inner pivot point A larger amount of lever travel is in no way detrimetal However if the lever travel is shorter proper gear engagement might be impeded which in turn would mean premature wear excessive heat generation and result ing damage o Minimum shifting movement Clamping screw to be tightened to torque of 18 Nm Oil drain plug S47 Oil dipstick and oil filler screw 17 mm width across flats A 8 Min distance of actuating lever 05 mm The position of the cover plate underneath the actuating lever is to ensure equal lever travel from neutral position to A and B When installing the gearbox make certain that shifting is not impeded eg by restricted movability of the Bowden cable or rod linkage by unsuitably positioned guide sheaves too small bending radius etc27 Enginegearbox compartment Care should be taken that the enginegearbox compartment is properly ventilated3 Operation31 Initial operation Fill the gearbox with oil of the recommended grade see items 41 and 42 The oil level should be the index mark on the dipstick see illustration Casi ng su rface Dipstick Correct readings up to Oil level 200 inclination in direction of shafts JlrrATFor Type A Dexron II To check the oil level just insert the dipstick do not screw in Retighten the hex screw with the dipstick after the oil level checkS48 32 Operating temperature The max permissible temperature of the transmission oil is 130 0e 33 Operation of gearbox Shifting is initiated by a cable or rod linkage via the actuating lever and an actuat ing cam The completion of the gear changing operation is automatic and cannot be influenced by external control The actuating lever is mounted on an actuating shaft and fixed by means of a retaining screw Gear changing should be smooth not too slow and continuous without inter ruption The multipledisc clutch permits gear changing at high engine rpm in cluding sudden reversing at top speeds in the event of danger 34 Operation without load Rotation of the propeller without load eg while the boat is sailing being towed or anchored in a river as well as idling of the engine with the propeller stopped will have no detrimental effects on the gearbox Locking of the propeller shaft by an additional brake is not required since lock ing is possible by engaging the reverse gear 35 Layup periods If the transmission is not used for periods of more than 1 year it should be com pletely filled with oil of the same grade to prevent corrosion Protect the input shaft and the output flange by means of an anticorrosive coating if required 36 Preparation for reuse Drain the transmission of all oil and refill to the proper level with the prescribed oil 5494 Maintenance41 Transmission oil To ensure troublefree operation of the clutch only use oil of the recommended type Under no circumstances should the oil contain any additives such as molybdenum sulphite We recommend commercial Automatic Transmission Fluid ATF Type A or Dexron II42 Oil quantity H BW 5 approx 04 Itr HBW 10 approx 06 Itr H BW 20 approx 08 Itr Use the index mark on the dipstick as a reference43 Oil level checks Check the oil level in the transmission daily Correct oil level is the index mark on the dipstick see item 31 Always use the same oil grade when topping up44 Oil change Change the oil for the first time after about 25 hours of operation then at inter vals of at least 1 year45 Checking the Bowden cable or rod linkage The Bowden cable or rod linkage should be checked at shorter time intervals The minimum lever travel from the neutral position to operating positions OA OB should be 35 mm for the outer and 30 mm for the inner pivot point Make certain that these minimum values are safely reached Check the cable or rod linkage for easy movability see item 2946 OVERHAUL Disassembly of the transmission in the field is not recom mended If an overhaul or repair is needed the work should be done by Westerbeke or an authorized Westerbeke service center SECTION V SERVICE BULLETINSThe following Bulletins contain supplementary andupdated information about various components andservice procedures which are important to theproper functioning of your eng ine and its should familiarize yourself with the subjectsand make sure that you consult the s whenever your eng ine requires serviceor overhaul 127 V2 SERVICE BULLETINDATE 61569 BULLETIN NUMBER 20MODEL All EnginesSUBJECT Connecting Pressure Sensing Devices to Oil Galleries Oil pressure sensing devices such as senders and switches must never be connected directly to any oil gallery of an engine The reason is simply that continued engine vibration causes fatigue of the fittings used to make such a connection If these fittings fail the engine loses its oil pressure and very quickly seizes Such pressure sensing devices must be bulkhead mounted and connected to the oil gallery using an appropriate grade of lubricating oil hose Any fittings used to connect the hose to the gallery must be of steel or malleable iron Brass must not be used for this purpose j J H WESTERBEKE CORP AVO OIeA NIt AIIOII MAee o 17 7700 CA TCOIt AVO rIl PIN 11967 SERVICE BULLETIN V3 DATE 5674 BULLETIN NUMBER 69 MODEL All marine generators and marine engines SUBJECT Exhaust system failures When engine sea water is fed into an exhaust system so that the full stream strikes a surface erosion may cause premature failures Proper design of either a water jacketed or water injected lIwet1I 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 J H WESTERBEKE CORP AVON NDUTRAI AR AVON iliA 02322 8f71 5887700 CAI Mi TCOR AVON TI1C 24444 PIN 19149 V4 SERVICE BULLETINDATE May 29 1974 BULLETIN NUMBER 72MODEL AllSUBJECT ity between Manufacturers of Gauges and Senders In recent years we have purchased gauges and senders from four di fferent 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 isAmmeters are electrically STEWARTWARNER VOO FARIA NOVOX 2 OIA CASE 2 38 OIA CASE 2 OIA CASE 2 OIA CASEAmmeter 11581 11931 16550 19165Oil pressure gauge 11544 11914 16548 19166Oil pressure sender 11542 11916 16551 19167Water temp gauge 11545 11913 16549 19168Ja ter temp sender 11543 11915 16552 19169Adapter ri ng to i n 16023 LAMP 16023 16023stall 2 dia gauge in and and and2 38 dia panel S8 44 AMP S8 44 S8 44cutout GND B SND LAMP SNDBWiring diagram LAMP SNDB GND SN B Also see ND S8 36 ND J H WESTERBEKE CORP AIION INDUSTRIAL PARK AIION MASS 02322 517 5887700 CABLE WESTCORP AIION TELEX 24444PIN 19190 SERVICE BULLETIN V5DATE August 27 1975 BULLETIN NUMBER 76MODEL Four9l W30 W50 If fitted with thi s type pumpSUBJECT Proper bleeding procedure for hydraulically governed fuel injection pumps incorporating an engine antistall deviceAn antistall device is incorporated on fuel injection pumps fitted to the Four91engines This device is located on top of the fuel pump governor housing justbeneath the air vent bleed screw In fact the bleed screw and antistall deviceare a complete assembly incorporating parts 1 2 and 3 as shown on the diagramThe antistall device has a spring loaded pin which comes in direct contactwith the top end of the fuel injection pump metering valve preventing rapidupward movement of the metering valve to the fuel cutoff position during rapidengine deceleration Rapid deceleration or rapid retarding of the this device installed would normally cause engine stalling should be noted here that under normal bleeding procedures it is only necessary to bleed the bleed screw 5 shown on the diagramHowever if excessive air entering the injection pump makes it necessary tobleed screw 1 in the diagram during the fuel pump bleeding procedure whenloosening or tightening the bleed screw 1 two wrenches should be used Oneis to loosen the bleed screw and one is to hold the antistall device body 2to prevent it from turning and upsetting the adjustments If during the bleeding procedure screw 2 shown in the diagram is inadvertently turned in or clockwise during bleeding the result will be excessive engine RPM which cannot becontrolled by retarding the throttleIf the adjustment of the antistall device has been disturbed or when installinga replacement pump the procedure for resetting it is as follows 1 Loosen the locknut 3 sufficiently to enable the antistall device body 2 to be unscrewed two complete turns 2 Set engine idle speed with idling stop screw 4 to 800 RPM 3 Turn the antistall device body 2 clockwise until there is a barely perceptible increase in the idling speed Now hold device body 2 with wrench and tighten locknut 3 4 Accelerate the engine to maximum no load RPM and return the throttle rapidly to the idling position Should the period of return from maximum RPM to idling RPM speed exceed three seconds this is an indication that the device has been screwed in too far However should engine stalling occur this is an indication that the device J H WESTERBEKE CORP AVON INDUSTRIAL PARK AVON MASS 02322 81715887700 CABLE WESTCORP AVON TELEX 112 PIN 19329V6 SERVICE BULLETIN 76 conlt has not been screwed in far enough In either case readjustment should be made accordingly CAUTION Use extreme caution when tighteniny the locknut or the bleed screw because the threaded boss that the assembly is screwed into is pressed into the governor housing It is not an integral part Therefore if it is loosened or turned through overtorquing replacement of the complete governor housing may become necessary On all prewired engines dating from early 1975 onwards bleed screw 5 has been relocated to the opposite side of the fuel injection pump PN19329 82774 Page 22 V7 SERVICE BULLETINDATE May 19 1980 BULLETIN NUMBER 82MODEL AllSUBJECT Battery BATTERY MODEL BATTERY AMPERE HOURS VOLTAGE W7 WPD4 6090 12 VDC W13 44 KW 90125 12 VDC W21 77 KW 90125 12 VDC W27 11 KW 90125 12 VDC W33 90125 12 VDC W30 125150 12 VDC W40 WPDl015 KW 125150 12 VDC W50 125150 12 VDC W58 WTO20 KW 125150 12 VDC W60 WBO20 KW 150170 12 VDC W80 30KW 170200 12 VDC W120 45 KW 200 minimum 12 VDC The ampere hour range shown is minimum There is no real maximum J H WESTERBEKE CORP AIION INDUSTRIA PARK AIION IIfASS 02322 ts71 5887700 CASE WESTCORP AIIONTEE 112 PIN 20442 V8 SERVICE BULLETIN DATE September 4 1975 BULLETIN NUMBER 84 MODEL All SUBJECT Heat Exchanger Rubber End Cap 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 J H WESTERBEKE CORP AVON NDUsrRAL AR AVON MASS 02322 71 5 7700 CAL wsrCOR AOltrL1C 24444PIN 20684 SERVICE BULLETIN V9DATE April 4 1983 BULLETIN NUMBER 87MODEL All Marine EnginesSUBJECT Alternator Output Splitter 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 Charging rates are in proportion to the batteries voltage state of discharge This method precludes the necessity and even the desira bility 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 splitter 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 appropriate to the output of the associated 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 batterys 6 When the splitter is installed both batteries will see a charging voltage 810 volts less than usual This voltage drop can be regained if desired by connecting the regulator wire directly to the alternator output terminal instead of the regulator terminal TEST INFORMATION When the engine is not running the side splitter ter minals should read the voltage of the respective battery The center splitter should read zero voltage With the engine running and alternator charging the side splitter ter minals should read the same voltage which should be the voltage of the regulator or somewhat less The center splitter terminal should read 82 volts higher than the readings of the side terminals Continued J H WESTERBEKE CORP AION INDueTRIAL AR AION MAee 02322ef7 5 7700 CAL WtEeTCOR AION TL1C 24444PIN 20745V10 This unit is sealed for maximum life and is not repairable BY PASSING SPLITTER In the event of fai1ure batteries may be charged directly from alternator by connecting either splitter terminal l 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 voltage state of charge SLITTER sTARTER POWER DISC SW I e 8 STARTING BATTERYS POWER DISCONNECT ro A SWITCH PN206S4 SHI Ps SERVICE 2 0 8 LOADS 5ERVI CE BATTERYS o SEE NOTE DRWG Jl 20 70 I NOTE On Alternators which have an isolation diode between their output and regulator terminals such as the Motorola units used with most WESTERBEKE engines the regulator wire should be removed from the REG terminal and reconnected to the OUTPUT terminal as shown The diode in the splitter will provide an equivalent voltage drop Vll SERVICE BULLETINDATE Apri 1 28 1976 BULLETIN NUMBER 92MODEL AllSUBJECT Water Temperature and Oil Pressure Gauges Given a presumably faulty gauge indication with the instrument panel ener gized the first step is to check for 12 VDC between the ign 8 and neg 8 terminals of the gauge Assuming there is 12 volts as required leave the instrument panel ener gized 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 gauge tests are positive the gauge is undoubtedly OK and the problem lies either with the conductor from the sender to the gauge or with the sender If either of the above gauge tests is negative the gauge is probably defective and should be replaced Assuming the gauge is OK preoceed 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 J H WESTERBEKE CORP AVON INDIJSTRIAL PARI AVON MASS 02322 fS7 5887700 CABLE WESTCORP AVON TELEX 92 PIN 21616V12 SERVICE BULLETIN DATE June 22 1976 BULLETIN NUMBER 93 MODEL All SUBJECT Adjusting Paragon P200 Series Reverse Band If the boat moves forward when the gear is in neutral at proper idle speed the reverse band may be out of adjustment When adjusting be very careful not to get reverse band too tight or it will burn out If the boat goes backwards when in neutral it may be too tight The following adjustment procedure should only be carried out when it is not possible to obtain the service of an authorized Paragon trans mission service dealer To Adjust On the outside left side of the gear there is a bolt in the mounting pad Under its head are 1 to 3 washers Remove one washer This should stop forward boat movement But under NO circumstances use fewer than one washer nor more than three J H WESTERBEKE CORP AION NDuaTRAL PARIC AION Aa 02322 8171 5887700 CABLE WETCORP AIONTELEX 24444PIN 21683 V13 SERVICE BULLETIN DATE September 9 1976 BULLETIN NUMBER94 MODEL All SUBJECT Fuel Pressure Switch Installation Overleaf is a parts list and an illustration showing the proper installation of the fuel pressure switch used on most of our engine products J H WESTERBEKE CORP AVON INDUSTRIAL PARK AVON IfASS 01131111 8171 5887700 CABLE WESTCOP AVDN TELEX 11 PIN 21564 J OAT 11 VISION COD rUTHID lete FUEL INJECTION PUMP ON ENINE 9 I 1987 I flEt HD SCREW 89442 tT WASHER I 7 320 ORlrIIt l1OD I 11383 FUEL PRESSURE SWITCH I 5 1I5 PLUG 4 9321 0 RINt 91 O D I 3 9185 ADAPTER I 2 1f261 COPPeR Wt4SHee I I 19204 SCReW ASs BleCD I ITEU PART NO DESCRiPTION aT IJ H WESTERBEKE CORP AVON MA 02322 OKelMAL PCTIOAL AHGULA t o 7 rUWNG NUMm 21 7 4 3 MAD IN U AKE D po SERVICE BULLETIN V15DATE 7 July 80 Rei ssued BULLETIN NUMBER 95MODEL AllSUBJECT Domesti c Hot Water Heaters PRINCIPLE The heater is connected in series with the engines freshwater circuit This allows full water flow for maximum heat transfer to the heater The series installation also avoids several potential pitfalls of installations in which the heater is in parallel with either the engines bypass or its internal freshwater circuit The only potential disadvantage of a series installation is flow restriction due either to a restrictive heater design a large engine water flow such as models W58 W80 W120 or a combination of both Installation The shorter the length of piping to and from the heater the better The elevation of the heater should assure that the top of its internal coil is no higher than the engine pressure cap If the heater must be higher than this at any heel angle then the optional remote fill tank must be installed to be the highest point of the crcuit Piping between the engine and heater should rise continuously from the heater to the engine so that trapped air will rise automatically from the heater to the engine If trapped air can rise to the heater then a petcock or other convenient method of bleding that air is a necessity Study the attached sketches A convenient place to interrupt the engine cool ing circuit is between the thermostat housing outlet and the exhaust manifold inlet This is also the hottest water available CAUTION While most owners want the hottest water available it is possible for scalding water or even steam to come from the faucets Since the heater is in series with the engine cooling water any other conven ient point of the circuit can also be interrupted for heater installation Some engineheater combinations require that a bypass nipple be installed in parallel with the heater This is required to maintain an adequate fresh water flow for cooling capability The table below shows the minimum diameter of bypass nipples in these situations HEATER MODEL SENDURE ALLCRAFT RARITAN W30 38 NPT W40 38 NPT W 50 12 NPT 0158 12 NPT 12 NPT 34 NPT HaQ 12 lpL 12 NPT 3fNPT lHm 12 IJPT 12 NPT 34 IPT Please see sketches on overleaf J H WESTERBEKE CORP AVON INDUSTRIAL PARK AVON MASS OZ3ZZ f7 587700PIN 21814 CABLE WESTCORP AVON TELE 1C 8Z V16 ENI NE THERMOSTAT HOUSING DUAL PASS MANIFOLD INTERRUPT LTERNATE CES p A TO ONNECTIRUT AND I HEATER N SERIES ENGINE THERMOSTAT HOUSING BYPASS NIPPLE EURE PR SINGLE PA CAP MUST MANIFOLD 55 ESSURE TAN 8E HIGHER REMOn ENGINE CAP TANK FILL WATER HALrERNATf EATERHIGHER INST ENGINE TH EN IF HEATf PR ESSURE IS R COIL CA P foi I BYPASS NIPPLE UNPRESSURIZED CAP OPTIONAL COOLANT SERVICE BULLETIN V17DATE January 22 1980 BULLETIN NUMBER 104MODEL Westerbeke 30 and 50SUBJECT Sea Water Pump Pulley Set Screw PN 11357 The sea water pump pulley on the Westerbeke 30 and 50 engines is keyed to the sea water pump shaft and locked in position with a heat treated 532 Allen head set screw Westerbeke PN 11357 Particular attention should be paid to this set screw at the time of commission ing of the engine and during regular servicing of the engine Ensure that it is tight If not remove the set screw and apply a good locking liquid to the set screw threads and reinstall and tighten with the aid of a 532 Allen wrench PULLEY SEA WATER PUMP S SCREW N 11357 J H WESTERBEKE CORP AVON INDUSTRIAL PARK AVON MASS 02322 S17 5887700 CABLE WESTCORP AVON TELEX 92 PIN 24293V18 SERVICE BULLETINDATE May 1 1980 BULLETIN NUMBER 107 MODEL All ModelsSUBJECT Thermostats Beginning approximately May 1980 thermostats supplied by the factory have a bypass hole sufficient to allow adequate water flow through the exhaust manifold head and block during engine warmup This flow is mandatory especially in the case of marine engines and generator sets which have significant load applied soon after startup We strongly recommend that only genuine WESTERBEKE thermostats be used in WESTERBEKE products to assure proper design in this regard J H WESTERBEKE CORP AVON INDUSTRIAL PARK AVON IIIASS 01322 fl171 887700 CA8LE WESTCORP AVON TELE 1C 82 4444PIN 24707 SERVICE BULLETIN V19DATE May 5 1980 BULLETIN NUMBER 108MODEL ALLSUBJECT Circuitry Change for Marine Propulsion Engines With the W58 we introduce a new electrical circuit which will eventually be used on most models Some features of the new circuit are as follows 1 A voltmeter is substituted for an ammeter Naturally an ammeter can still be installed separately 2 All wires between the engine and the instrument panel need not be heavier than 14 AWG 3 The panel contains controls for preheating and starting the engine eliminating the necessity for a separate control panel Of course the controls can be installed remotely from the panel by the builder if desired 4 The circuit allows commonization of the instrument panel across the broadest possible range of engine models simplifying the distribution of spare parts 5 The circuit allows commonization of engine wiring harnesses across the broadest range of engine models simplifying the distribution of spare parts The same connectors and color coding of the connector poles are used on both new and old harnesses and cables Functional color codesare not necessarily the same in new and old circuits The new panel will not operate wit an older engine and new engines will not operate wth an older panel Because the connectors are the same a physical mating of old and new components is possible but neither the panel nor the engine will operate and no harm can be done by accidental mismatching Please see diagram on overleaf J H WESTERBEKE CORP AVON INOUSTRIAL PARI AVON MASS OZ3ZZ 8f7 5B87700 CABLE WESTCORP AVON TELEX 24444PIN 24720V20 SCHEMATIC DIAGRAM WIRING DIAGRAM SERVICE BULLETIN V21 DATE May 5 1980 BULLETIN NUMBER 109 MODEL W58 SUBJECT Two Pass Manifold The W58 employs a two pass manifold It is a key feature of a new cooling system first appearing on the W58 The system is vented by the pressure cap at the return side of the fresh water circulating pump the point of the lowest pressure within the system This has the advantage of increasing cooling capacity by preventing cavitation at the fresh water pump under higher temperature conditions This system will ultimately be incorporated on most models The schematic on the overleaf shows the water flow Operation of the circuit is as follows 1 The thermostat has a permanent bypass port of 06 square inches to assure water flow through the manifold while the engine is warming up Replacement thermostats must have this permanent bypass port 2 Hot water leaving the engine thermostat housing passes through the inside half of the water jacketed exhaust manifold to the heat exchanger inlet 3 Water leaing the heat exchanger enters a fresh water cooled oil cooler if used 4 Water leaving the oil cooler or heat exchanger enters the outside half of the water jacketed manifold 5 The outside half of the manifold is comprised of two sections a cooling path adjacent to the exhaust passage and an air removal path which allows entrained air to rise to the top of the manifold 6 The pressure cap is located at the top of the air removal path 7 From the manifold coolant returns to the suction side of the fresh water pump The system is designed to accept an optional coolant recovery tank This useful accessory offers several advantages including 1 A remote fill point for the circuit in which case it should be located slightly higher than the engines pressure cap Continued J H WESTERBEKE CORP AVON INDUSTRIAl ARIC AVON MASS 02322 fl17 5887700 CABIE WESTCOR AVONTEIEX 824444 24721 PINV22 2 A means of conveniently observing the water level in the circuit 3 A means of assuring that the circuit is always completely full of cooling water 4 The coolant recovery system operates without diverting engine cooling water It is a oneway connection to the system which provides a place for expanding water to go while the engine is warming up and conversely a source of water to refill the system as the engine cools down TO EXHAUST SySTM EtlGINE SeA WATER PUMP V23 SERVICE BULLETINDATE May 20 1980 BULLETIN NUMBER 110MODEL AllSUBJECT Ammeter Wire Sizes Ammeters may be installed in conjunction with any Westerbeke marine diesel engine or diesel generator set The range of the ammeter must be appropriate for the maximum output of the alternator Additionally the wire size for the alternator output the ammeter varies with the total length of that circuit The table below shows the maximum current that can be carried various total distances by various wire sizes to and from source to load WIRE SIZE TABLE Total Length MAXIMUM CURRENTAMPS System of wire in I Vol ts feet 35 40 55 60 70 85 120 12 1 to 5 12 12 12 8 8 8 6 12 5 to 10 10 10 8 6 6 6 4 12 10 to 20 6 6 6 6 3 2 1 12 20 to 30 6 4 4 2 1 1 1 12 30 to 40 4 2 2 1 1 0 0 24 1 to 5 14 14 12 12 10 10 8 24 5 to 10 12 12 10 10 8 8 6 24 10 to 20 10 8 8 6 6 4 4 24 20 to 30 8 6 6 4 4 4 2 24 30 to 40 6 6 4 4 2 2 0 32 1 to 5 14 14 12 12 10 10 8 32 5 to 10 12 12 10 10 8 8 6 32 10 to 20 10 8 8 6 6 4 4 32 20 to 30 8 6 6 4 4 4 2 32 30 to 40 6 6 4 4 2 2 0 J H WESTERBEKE CORP AVON INDUSTRIAL PARK AVON MASS 02322 51715887700 CABLE WESTCORP AVON TELEX 82 4444PIN 24737V24 SERVICE BULLETIN DATE December 8 1983 BULLETIN NUMBER 130 MODEL W50 SUBJECT On Engine Fuel System Bleed Procedure REFER TO THE ILLUSTRATION WHEN FOLLOWING THE PROCEDURE BELOW 1 After air has been bled from that portion of the fuel system between the fuel tank and engine the use of the manual primer on the fuel lift pump can aid in accomplishing this proceed to bleed point 1 with a 58 box wrench Loosen this banjo bolt 1 2 turns Do not remove the bolt from the filter Work the manual priming lever on the fuel lift pump and purge all air out of the secondary filter until fuel free of air bubbles flows from around this banjo bolt Once fuel free of air flows from around the bolt retighten the bolt NOTE 1 You may want to place a small plastic garbage bag around and under the secondary filter with a few paper towels to catch the fuel NOTE 2 When working the manual priming lever on the fuel lift pump move it with long and deliberate strokes NOT rapidly In some rare instances the lift pump may internally be at or near the maximum pump stroke and no pumping action will be achieved using the manual external priming lever making it necessary to turn the engine over slightly with the starter to reposition the pump internally 2 With the aid of a 516 box wrench or socket 14 Drive open the bleedscrew 2 on the side of the fuel injection pump 1 or 2 turns DO NOT remove the screw Again work the manual priming lever on the enginemounted fuel lift pump purge all air from this area of the fuel injection pump and when fuel free of air flows retighten the bleedscrew 2 NOTE Models with pushbutton starting refer to the inset for point 2A located on the fuel pressure switch manifold mounted at bleed point 2 on the injection pump Bleed 2A as above 3 With the aid of 516 box wrench or socket 14 Drive open the bleedscrew 3 and bleed this portion of the injection pump as in Step 2 NOTE Ensure that the throttle is full open and the engine shutoff lever is in the RUN position when proceeding to Step 4 over J H WESTERBEKE CORP AVON INDUSTRIAL PARK AVON MASS 02322 6175887700 CABLE WESTCORP AVON TELEX fl2 PIN 33547 V25 24 With the aid of a 516 box wrench or socket 14 Drive open the 11 11 bleedscrew 4 located at the base of the high pressure line 1 to 2 turns NOTE DO NOT remove this bleedscrew At the same time with a 58 openend wrench loosen all four high pressure 11 injector line nuts 5 at the base of each fuel injector 1 to 2 turns With the engine starter bleed Point 4 on the high pressure line by cranking the engine over with the starter motor and when fuel free of air flows from bleedscrew 4 stop cranking with the starter and retighten bleedscrew 45 Again crank the engine over with the starter until fuel spurts between the 58 nut and the high pressure injector line at the base of each 11 injector Bleed Point 5 When fuel spurts between the line and nut at each of these four points stop cranking and resecure these nuts with the 58 openend wrench 11 NOTE Extensive torque is not required on these nuts to properly seat the high pressure injector lines to the base of the injectors6 The engine is now ready to start Leaving the throttle in the FULL OPEN position and ensuring that the engine STOP lever is in the RUN position and the transmission is in NEUTRAL proceed to start the engine Preheat as required and crank the engine over with the starter Once the engine fires return the throttle to IDLE position and ensure that proper engine oil pressure is achieved and that raw water is being discharged with the exaust Allow the engine to run at 10001200 RPM for five minutes to be sure that all air has been bled from the fuel system NOTE When routine servicing of the onengine secondary fuel filter is being accomplished bleed points 1 and 2 should only be bled to ensure that all air has been removed from the system No other bleed points need be bled at this time Owners may find it advantageous to daub white paint onto each of the bleed points so if an unexpected problem arises requiring engine fuel system bleeding these points will be readily visibleV26 V27 SERVICE BULLETINDATE December 5 1984 BULLETIN NUMBER 139MODEL All Propulsion and Generator ModelsSUBJECT HydroHush Muffl er Install ations The illustrations shown with this text should be used as a guide when making an installation of a HydroHush Muffler When used in conjunction with propulsion engine the HydroHush Muffler should be mounted close to the foreaft center line of the boat When used with a generator unit the muffler should be as close as possible to the generator All installations should be such that the entry of water into the engine exhaust manifold and cylinders is prevented while under sail and at various angles of heel from following seas when backing down or any other condition Units installed with the exhaust manifoldwater injected exhaust elbow at or below the water line of the vessel must install a vent or syphon break in the sea water supply line to the water injected exhaust elbow The seawater supply line must be looped above the water line a minimum of six 6 inches with the vent or syphon break installed at the top of this loop The vented loop when used can be a mechanical syphon break as shown in the illustration or a simple tee arrangement with a small hose or tube 31614 inch 10 routed to the transom exhaust discharge or to a separate thruhull fitting located above the water line This hose or tube must be routed in such a way that it will drain of water when the engine is shut down and allow air into the sea water supply hose and injection elbow The syphon break or vent is installed to break the vacuum in the sea water cooling circuit and thereby discourage syphoning of sea water through this circuit and subsequently filling of the exhaust and engine cylinders with sea water When used syphon breaks should be checked periodically for proper operation and should be installed in a location where should they leak sea water it would not leak onto the engine or its accessories The syphon break or vent must be located above the vessels water line high enough so as to remain above the water line at2llangles of vessel heel and pitch The HydroHush Muffler remains approximately 30 full of water after engine shutdown when there is a maximum of 48 inches of lift on the discharge side The installation information given in this text is to be used as a guide only Westerbeke cannot be responsible in any way for muffler installations Wester beke presumes the installer to have a basic knowledge of marine installation requirements J H WESTERBEKE CORP AVON INDUSTRIAL PARK AVON MASS 02322 6f7J 5887700 CABLE WESTCORP AVON TELEX 924444 33934PINV28 HydroHush Muffler Installations Page 2 Use as few right angle fittings as possible The use of wire reinforced hose is recommended and the hose should be routed to produce the bends needed The use of 90 and 45 fittings contribute to the rise of engine exhaust back pressure Refer to the Unit Technical Manual for back pressure specifications The exhaust hose diameters shown are minimums Exhaust hose diameter for the discharge hose will have to be increased if the length of run from the HydroHush Muffler to the thruhull discharge is excessive 25 to 30 depending on the number of bends CAUTION THE SEA WATER PUMP WILL CONTINUE TO FILL THE EXHAUST SYSTEM WITH SEA WATER DURING CRANKING THE ENGINE EXHAUST PRESSURE DURING CRANKING Y NOT BE STRONG ENOUGH TO EXPEL THE WATER FROM THE MUFFLER AND PREVENT THE SYSTEM FROM FILLING UP WITH SEA WATER AND ENTERING THE EXHAUST MANIFOLD AND CYLINDERS IF ENGINE CRANKING EXCEEDS 3040 SECONDS APPROXIMATELY CLOSE THE SEA WATER THRU HULL AND OPEN IT IMMEDIATELY AFTER THE ENGINE STARTS Page 3 V29 ENGINE INSTALLATIONS Insulate t ENCINE INSTALLATIONS WITH EXHAUST MANI FOLDWATER INJECTED ELBOW AT OR BELOW VESSEL WATER LINE maxENCINE INSTALLATIONS WITH EXHAUST MANI 12 minFOLDWATER INJECTED ELBOW MINIMUM OF 6INCHES ABOVE VESSEL WATER LINEV30 Page 4 GENERATOR INSTALLATIONS Raw Water Pump Raw Water Generator Installations with Intake Thru exhaust manifoldwater injected Hull Fitting elbow at or below vessel water line Generator Below Water Line Raw Water Pump Raw Water Generator Installations with Intake Thru Hull Fitting exhaust manifoldwater injected elbow minimum of 6 inches above Generator Above Water Line vessel water line SERVICE BULLETIN V31 DATE 12385 BULLETIN NUMBER 148 MODEL ALL PROPULSION ENGINES SUBJECT FIELD PN 11917 The used in propulsion engine instrument panels contains two separate electrical circuits with a common ground One circuit operates the hourmeter and the other the tachometer The hourmeter circuit operates on 12 charging voltage supplied to the terminal on the back of the instrument The tachometer circuit operates on AC voltage 68 volts fed from one of the diodes in the alternator and supplied to the tach inp1I terminal while the engine is running and the alternator producing battery charging voltage 130148 volts DC The following are procedures to follow when a fault in either of the two circuits in the HOURMETER FAULT CHECK 1 Inoperative 1 Check for proper DC voltage between and terminals A Voltage present meter defective repair or replace B Voltage not present trace and electrical connections for fault Jump 12 Volts DC to meter terminal to verify operation TACHOMETER FAULT CHECK 1 Inoperative 1 Check for proper AC voltage between Tach Inp1I terminal and terminal with engine running A Voltage present attempt adjusting meter through calibration access hole No results repair or replace meter B AC voltage not present check for proper alternator DC output voltage C Check for AC voltage at tach terminal on alternator to ground D Check electrical connections from tach Inp terminal to alternator connection J H WESTERBEKE CORP AVON INDUSTRIAL PARK AVON MASS 02322 6f7 5BB7700 CABLE WESTCORP AVON TELEX 924444 PIN 34791V32 2 2 Sticking 1 Check for proper AC voltage between tach inp terminal and terminal 2 Check for good ground connection between meter Terminal and alternator 3 Check alternator is well grounded to engine block at alternator pivot bolt 3 Inaccurate 1 With handheld tach on front crankshaft pulley retaining nut or strobe type tach read front crank shaft pulley RPM Set engine RPM with hand or strobe tach at 15001800 RPM 2 Adjust tachometer with small Phillips type screwdriver through calibration access hole in rear of tachometer covered with translucent plug Zero tach and bring to RPM set by strobe or hand tach Verify RPM at idle and at high speed 25003000 RPM Adjust tach as needed Tachometer Input AC Voltage Terminal Battery VoltageDC V33 Page 3 SERVICE BULLETIN 148 LATE MODEL TACHOMETER Replaces Earlier Model as Shown on Page 2 of this Bulletin Access Hole for Tachometer Calibration Ground Terminal Tachometer Input AC Voltage

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The information on this web site has not been checked for accuracy. It is for entertainment purposes only and should be independently verified before using for any other reason. There are five sources. 1) Documents and manuals from a variety of sources. These have not been checked for accuracy and in many cases have not even been read by anyone associated with L-36.com. I have no idea of they are useful or accurate, I leave that to the reader. 2) Articles others have written and submitted. If you have questions on these, please contact the author. 3) Articles that represent my personal opinions. These are intended to promote thought and for entertainment. These are not intended to be fact, they are my opinions. 4) Small programs that generate result presented on a web page. Like any computer program, these may and in some cases do have errors. Almost all of these also make simplifying assumptions so they are not totally accurate even if there are no errors. Please verify all results. 5) Weather information is from numerious of sources and is presented automatically. It is not checked for accuracy either by anyone at L-36.com or by the source which is typically the US Government. See the NOAA web site for their disclaimer. Finally, tide and current data on this site is from 2007 and 2008 data bases, which may contain even older data. Changes in harbors due to building or dredging change tides and currents and for that reason many of the locations presented are no longer supported by newer data bases. For example, there is very little tidal current data in newer data bases so current data is likely wrong to some extent. This data is NOT FOR NAVIGATION. See the XTide disclaimer for details. In addition, tide and current are influenced by storms, river flow, and other factors beyond the ability of any predictive program.