Thursday, July9, 2020
Privacy Policy

Westerbeke Diesel W 58 Parts Manual


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

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

PDF to Text.
V17 DATE MODEL SUBJECT SERVICE BULLETIN December 6 1983 BULLETIN NUMBER 133 W10Two W13 W21 127 W30 vJ33 W50 W58 W70 W80 W100 W120 All related Generators Zinc Pencil 11885 A zinc pencil PN 11885 is located in the sea water cooling circuit of all primary heat exchangers on the above models The purpose of the zinc pencil is to sacrifice itself to electrolysis action taking place in the salt water cooling circuit This zinc pencil should be periodically checked by unscrewing it from its mounting boss on the exchanger For the location of the zinc on your model refer to the cooling system section in your parts manual Replace the zinc pencil as inspection dictates refer to Illustration AShould material be flaking off the zinc it should be scraped clean or be replaced by a good solid zinc pencil If it appears that a lot of material has been flaking off the zinc then it is advised that the end cap of the exchanger be removed and the flaked material be cleaned from that area of the exchanger A new end cap gasket should be on hand in case it is needed when replacing the end cap Refer to Service Bulletin 84 when removing end caps made of rubber ZINC 11885 PIN 33577 ILLUSTRATION A REPLACE CLEANREPLACE J H WESTERBEKE CORP AVON INDUSTRIAL PARK AVON MASS 02322267 6f75887700 CA8IE WESTCORP AVONTELEX 92225225225225 AdobeUCSr AdobeUCSV15 SERVICE BULLETIN DATE November 16 19B3 BULLETIN NUMBER 129 MODEL Models 15 20 25KW SUBJECT Resistance Values WTA Model Generators Provided below are resistance values for early and late model WTA generator units SINGLE PHASE ELECTRICAL RESISTANCES FOR MODELS WTA 15 20 25KW MODEL MAIN STATOR AUX COILS MAIN EXC WTA TlT2 T3T4 AlA2 A2A3 I EXC STATOR AlA3 FlF3 F2F4 ROTOR ROTOR REFER TO FIGURE C GENERATOR SCHEMATIC15 20 005 005 015 009 009 20 30 32 07 152025 004 004 014 OOB OOB 23 34 30 OB Values are in OhmsNOTES These values represent measurements taken with leads connected to bridge rectifier Measurements for main rotor are taken from red dot terminal on rectifier to ground Exciter measurements can be taken from terminal to terminal refer to operating manual for rectifier testing 1The above chart is intended for reference use only as a 10 percent tolerance on these figures is common Comparison of ratios of actual readings to the above figures is often a more accurate method of 2If any abnormal variations cannot be isolated and symptoms are still evident rontact your Distributor Early model WTA 15 20KW generator units can be distinguished from later model WTA 15 20 25KW generators when checking resistance values by removing one of the screens from the generator exhaust fan area and visually looking squarely into the generator On early model WTA 15 20KW units no windings will be visible extending beyond the opening exposed when this screen is removed Later model WTA 15 20 25KW units will have about 12 5B inches of windings visible in the opening Reference the drawing attached Figure A early models 15 20KWFigure B later models 15 20 25KWPIN 33544 J H WESTERBEKE CORP AVON INDUSTRIAL PARK AVON MASS OZ3ZZ267 617 5887700 CABLE WESTCORP AVON267 TELEX 9Z4444 BULLETIN V14 DATE March 181983 BULLETIN NUMBER 121 MODEL All Mari ne Engi nes SUBJECT Shift Cover Sealing Shift covers on all are now being mounted on the by the manufacturer with loctite orangethus eliminating the use of the shift cover gasket PN 22207This sealant will prevent the shift cover from moving out of its factory adjusted position even after removal of the 4 mounting bolts PN 22208and thus allow for the original factory adjusted shift pattern to be maintained IMPORTANT Removal or disturbing of the shift cover will void all warranty by Westerbeke Any suspect to defect during the warranty period specified by Westerbeke must be returned with the shift cover undisturbed and in its original position Prior approval must be obtained for all to be removed repaired or returned RGAunder warranty To267 Master Distributors Registered Manual List PIN 33074 J H WESTERBEKE CORP AVON INDUSTRIAL PARK AVON ASS 02322267 6f7SBB77oo CABLE WESTCORP AVON267 TELEX 924444 J SUfPJEO n e1lG1lE V 13 I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I AdobeUCShead W2l 8 8 6 6 6 6 2 1 1 2 2 1 1 14 12 6 4 2 2 8 8 6 6 6 4 4 2 2 AdobeUCSVIO SERVICE BULLETIN DATE January 22 1980 BULLETIN NUMBER 104 MODEL W30 W50 W58 SUBJECT 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 53211 Allen head set screw Westerbeke PN 11357 Particular attention should be paid to this set screw at the time of 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 53211 Allen wrench PULLEY PIN 24293 SEA WATER PUMP SCREW 11357 J H WESTERBEKE CORP AVON INDUSTRIAL PARK AVON ASS 02322267 617 S887700 CABLE WESTCORP AVON267 TELEX 924444 AdobeUCSENI NE V9 SKETCH A THERMOSTAT HOUSING DUAL PASS MANlrOLD SKETCH B SKETCH C 225 ALTERNATE PLACES TO INTERRUPT CIRUrT ANP lC EATER IN SERIES ENGINE iOTHERMOSTAT 1 HOUSI NG REMOVE WATER HEATER SINGLE PASS MANIFOLD PRESSURE CAP MUST BE LOWER PRESSURE THAN ENGINE CAPFILL WATER HEATER AL ERNATE INST IF HEATER COIL IS THEN ENGINE PRESSURE TION BYPASS NIPPLE WATER HEATER IIt w 11 ILl I NOTE DRAWINGS ARE INDICATIVE ONLY OPTIONAL COOLANT RECOVERY TANKAdobeUCSV8 SERVICE BULLETIN DATE 7 July 80 Rei ssued BULLETIN NUMBER 95 MODEL All SUBJECT 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 bypass267or 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 W8D W12Dor 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 circuit 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 bleeding that air is a necessity Study the attached sketches A convenient place to interrupt the engine cooling circuit is between the thermostat housing outlet and the exhaust manifold inlet This is also thl 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 convenient 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 MODEL SENDURE ALLCRAFT W13 None None W2l None None W27 None None None None W30 None None W40 None None PIN 21814 HEATER RARITAN SENDURE ALLCRAFT RARITAN None W50 None None 12 NPT None W52 None None 12 NPT None W58 12 NPT 12 NPT 34 NPT 3811 NPT W80 12 NPT 12 NPT 34 NPT 3811 NPT W120 12 NPT 12 NPT 34 NPT 38 NPT Please see Sketches on reverse J H WESTERBEKE CORP AVON INDUSTRIAL PARK AVON MASS 02322267 11171 5887700 CABLE WESTCORP AVON267TELEX 824444 BULLETIN V7 DATE BULLETIN NUMBER 92 MODEL Apri 1 28 1976 All SUBJECT Water Temperature and Oil Pressure Gauges PIN Given a presumably faulty gauge indication with the instrument panel ener255gized the first step is to check for 12 VDC between the ign Band neg Bterminals of the gauge Assuming there is 12 volts as required leave the instrument panel ener255gized 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 minusthe ground side will not necessarily be connected to the block If the sender to gauge conductor is OK and the engine block is grounded the sender is probably defective and should be replaced 21616 J H WESTERBEKE CORP AVON INDUSTRIAL PARI AVON MASS 02322267 ef71 5ee77OO CABLE WESTCORP AVON267 TELEX 1124444 V6 This unit is sealed for maximum life and is not repairable BYPASSING SPUTI243Rj In the event of failure batteries may be charged directly from alternator by connecting either splitter terminal 1 or 2 to terminal A bypassing the spl itter itself This should not be done simultaneously for both batteries unless they are and will remain at the same voltage state of charge225 i t REGULlT I i J SEE 1 225225 DRVIG JI 2070 I SLITTER I rlA PN20654 I 20f RNATOR v POWER DISC SW STARTING BTTEiRY S POWER DISCONNECT SWITCH a 5ERVI CE BATTERYSoJ Q 5TA RTER J SHIP5 seRVICE LOtOS 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 BULLETIN V5 DATE Aoril 4 1983 BULLETIN NUMBER 87 MODEL All Madne Engines SUBJECT Alternator Output Splitter GENERAL DESCRIPTION The solitter is a solid state device which allows two batteries to be recharged and brought to the same ultimate voltage from a sin255gle alternator as large as 120 amp and at the same time isolates each battery that discharging one will have no effect on the other Charging rates are in proportion to the batteries I voltage state of dischargeThis method precludes the necessity and even the desirability 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 metal surface other then 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 aporopriate 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 s5 Connect the other splitter side terminal to the other batterys6 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 solitter terminals should read the voltage of the respective battery The ceTer splitter should read zero vo 1 tage With the engine running and alternator charging the side splitter terminals should read the same voltage which should be the voltage of the regulator or somewhat less The center splitter terminal should read 82 volts higher than the readings of the side terminals PIN Continued J H WESTERBEKE CORP AVON INDVSTRIAL PARK AVON MASS 02322267 1617 5887700 CABLE WESTCORP AVON267 TELEX g24444 AdobeUCSV4 SERVICE BULLETIN DATE MODEL May 19 1980 All BULLETIN NUMBER 82 SUBJECT Battery MODEL W7 WPD4 W13 44 KW W21 77 KW W27 11 KW W33 W30 W40 WPD1015 KW W50 W58 WTO20 KW W60 WBO20 KW W80 30KW W120 45 KW BATTERY BATTERY AMPERE HOURS 6090 90125 90125 90125 90125 125150 125150 125150 125150 150170 170200 200 minimum VOLTAGE 12 VDC 12 VDC 12 VDC 12 VDC 12 VDC 12 VDC 12 VDC 12 VDC 12 VDC 12 VDC 12 VDC 12 VDC The ampere hour range shown is minimum There is no real maximum267 PIN 20442 J H WESTERBEKE CORP AVON INDUSTRIAL PARI AVON MASS OZ32Z267 17 S887700 CABLE WESTCORP AVON267 TELEX 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 a water injected wetexhaust system to prevent this problem requires that the sea water inlet be positioned so that the entering stream of sea water does not strike a surface directly Also the velocity of the entering sea water stream should be as low as possible which is achieved by having inlet fittings as big in diameter as possible In addition to the above design considerations it is usually to divide the sea water flow at the point of entry to the exhaust system so that only a portion of it enters the exhaust system The remainder is normally piped directly over the side The proper proportion of the sea water flow to pass through the exhaust system can only be determined by trial and error The goal is to prevent excessive exhaust temperatures with the least amount of sea water PIN 19149 J H WESTERBEKE CORP AVON INDUSTRIAL PARIC AVON AlAIS OZ3ZZ267 fl17J 5887700 CABLE WEITCORP AVON267 TELEX IIZ4444 V2 SERVICE BULLETIN DATE 61569 BULLETIN NUMBER 20 MODEL All Engines SUBJECT Connecting Pressure Sensing Devices to Oil Galleries PIN 11967 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 H WESTERBEKE CORP AIOil A AIIOII If A 225225225 225225 267 225225 7700 CA reo AIOII267rlC 225225 225225225225 V SERVICE BULLETINS The following Bulletins contain supplementary and updated information about var ious components and service procedures which are important to the proper functioning of your engine and its support systems You should familiarize yourself with the subjects and make sure that you consult the appropriate Bulletin swhenever your engine requires service or over haul 141 YOUR NOTES 140 TABLE D AC Output Voltage Yes Builds Up But Field Breaker 1 Does AC output voltage build up to 140 or more of rated voltage before Field Breaker trips 2 2 Are there any loose or broken wires or con267 nections on VR22 3 Is diode CR15 on VR21 OK 4 4 Are T21 windings and connections OK 5 5 Are generator stator leads properly connected Refer to Figure 6 6 6 Replace VR21 7 Are diodes CRl CR2 CR3 CR4 CR5 CR6 in rotating rectifier assemblies OK 8 Check all diodes267 more than one may be defective 8 Is brush less exciter stator winding OK 9 9 Is generator rotor field winding OK 10 10 Is brushless exciter rotor OK 11 11 Are generator stator windmgs OK 6 No Test Proc 7 3 G J P F K M L N 139 ADJUSTMENTS AND TESTS REFERENCE LIST A VOLTAGE CALIBRATION ADJUSTMENT B VOLTAGE STABILITY ADJUSTMENT C BATTERY CHARGE RATE ADJUSTMENT D VOLTAGE REGULATOR CHECKOUT E FLASHING THE FIELD F TESTING ROTATING RECTIFIERS G TESTING OUTPUT BRIDGE DIODES H TESTING SCRS I TESTING REACTOR J TESTING REFERENCE TRANSFORMER K TESTING EXCITER STATOR L TESTING BRUSHLESS EXCITER ROTOR ARMATUREM TESTING GENERATOR ROTOR N TESTING GENERATOR STATOR O WIRING HARNESS CHECK P VR21 REPLACEMENT AdobeUCS4 A to set 1 2 4 A AdobeUCS1 2 1 2 2 3 AdobeUCSalign at AdobeUCSany windings CR2 CR3 3 4 X 1 8 RECONNECTION WITH OP255TIONAL INSTRUMENTS The optional AC instruments on the control panel such as voltmeters ammeters transformers and running time metersare intended for use with specific nameplate voltages Control components may have to be changed to match new current ratings when field reconnection for other voltage codes or voltages are made Under no circumstances shall the genetor be connected In any other manner than shown In Figure 6 Severe damage will result If leads are Incorrectly connected or Improperly Insulated Use extreme care In checking leads to usure 127 AdobeUCSLI T3 TI iT4 T2 L2 T8L2 TI T7 T2 T6 12 LO T3 9 L3 LITI L2 T4 T5 T7 Til 9 T2 L2 C LI T2 3 LO iT4 L2 LI TI 12 T2 TO 10 LOAD TO GENERATOR CONNECTION WIRING DIAGRAM CONNECT XI TO VR21S FOR SOHERTZ CONNECT XI TO VR216 FOR 60 HERTZ GENERATORS A 8 C CAi AA T7 T2 T8 AdobeUCSL T i j to the output terminals of the voltage regulator Leads 1 and 2 are connected to the stator windings and provide reference voltage and input power to the voltage regulator These five leads are connected at the factory Figure 2 is a composite illustration showing four output leads for singlephase units 12 output leads for 3phase broad range units and four output leads for code 9X 3phase 347600 volt generators GENERATOR OPERATION The basic operation of the generator and voltage regulator involves the stator voltage regulator ex255citer field and armature a full wave bridge rectifier and the generator rotor Figure 3 Residual magnetism in the generator rotor and a permanent magnet embedded in one exciter field pole begin the voltage buildup process as the generator set starts running Singlephase AC voltage taken from one of the stator windings is fed to the voltage regulator as a reference voltage for maintaining the generator out255put voltage The AC reference voltage is converted to DC by a silicon controlled rectifier bridge on the voltage regulator printed circuit board and fed into the exciter field windings The exciter armature produces threephase AC voltage that is converted to DC by the rotating rectifier assembly The resultant DC voltage excites the generator rotor winding to produce the stator output voltage for the AC load The generator rotor also produces AC voltage in the charging winding of the stator which is converted to direct current for battery charging VOLTAGE REGULATOR The linevoltage regulator VR22 or VR23on the Spec AA JSeries generator sets is an all solid state device that is no relays or tubes are needed Basic components of the voltage regulator are 225 Printed circuit board VR21 225 Voltage reference transformer T21 225 Commutating reactor CMR21 225 Field circuit breaker CB21 225 Voltage adjust rheostat R22 OptionalFigure 4 shows the above components and voltage regulator wiring diagrams for typical control boxes on electric generating sets The electrical schematic and printed circuit board are shown in Figure 5 The voltage adjust rheostat Rnis optional on either VR22 or VR23 voltage regulator assembly When R is used it is connected between VR2 and VR2U Figure 5and the jumper between VR2 and VR22 Figure 4is removed RESIDUAL MAGNETISM IN ROTOR STARTS PROCESS 120139 VAC REFERENCE VOLTAGE I AC VOLTAGE 6198 REGULATOR BRUSHLESS EXCITER ARMATURE BRUSH LESS EXCITER 1 FIELD FIGURE 3 BLOCK DIAGRAM INSTALLATION AND RECONNECTION CAPABILITIES YO generators have the capability of being operated in a number of different voltage connections and at different voltages in a single connection The connec255tions and voltages which can beobtained from agiven generator are defined by the generator voltage code on the nameplate and listed in Figure 6 To prevent generator damage do not attempt to operate a generator with a given voltage code in any connection or at any voltage not listed for that voltage code NOTE 1 When connecting the generator output leads for a new or different connection or when the operating voltage of a single voltage connection is to be changed be sure that jumper wire W1 0 on VR is properly connected from terminal V to V V or V as listed in Figure 6to provide the correct reference voltage NOTE 2 Connect the wire from to terminal VR255S for code 53C and 518 50 Connect TX to VR21 for code 3C 18 and 9X 60 Connect the rest of the wires on the voltage regulator assembly according to the wiring diagram and wiring tabulation chart which applies 10 your generator set Generator sets without a control panel or switchboard containing AC instruments such as voltmeters ammeters running time meter frequency meters and line circuit breakers are shipped from the factory with the AC output leads separated in the output box On generator sets with switchboards containing AC instruments the AC output leads are wired as specified on the customers purchase order to deliver only the voltage specified 124 AdobeUCSYO GENERATORS OVERALL LENGTH ADAPTER BLOwER ROTOR TORQUE TO 130 TO ISO FT LBS ORING SEAL ROTATING RECTIFIER ASSEMBLIES FIGURE 1 GENERATOR SECTIONAL VIEWAC GENERATOR DESCRIPTION The YO generators beginning with Spec AA Figure 1are fourpole revolving field brushless exciter reconnectible models of dripproof construction Generator design includes both single and three255phase 60 and 50 hertz type generators The generator rotor connects directly to the engine crankshaft with a tapered shaft and key The generator is fastened to the engine by the which passes through the rotor shaft it has a nut on the outside of the end bell A centrifugal blower on the front end of the rotor shaft circulates the generator cooling air which is drawn in th rough the end bell cover and discharged through an outlet at the blOver end A ball bearing in the end bell supports the outer end of the rotor shaft The end bell and generator stator housing are attached by which pass through the stator assembly to the adapter The brushless exciter stator mounts in the end bell while the exciter rotor and its rotating rectifier assemblies mount on the generator rotor shaft 123 F and Pare from the exciter field winding and are rn 9X THREE PHASET2 T3 TO SINGLEY T2 53e PHASE 1 THREE51B PHASE FIGURE 2 SINGLE AND THREE PHASE GENERATOR SCHEMATIC NOTES 122 PARTS IDENTIFICATION 1 Stator Housing 2 Drip Shroud Exhaust Air 3 Exhaust Air Screen 44 Helical Lockwasher 025 35 Round Head Screw26702520 x 05 36 Eyebolt 7 Nut 037516 UNC 8 Main Stator 9 Excitor Stator 10 Snap Cover 225 Dia 11 Snap Cover 300 Dia 12 Belleville Washer 13 Retaining Ring 14 Cap Screw 031218 UNC x 125 615 Lockwasher Split 0313 616 Clamping Ring 17 Inlet Air Screen 418 Drip Shroud Inlet Air 19 Ball Bearing Antidrive End20 Bridge Rectifier 21 Complete RotorShaft Assembly 22 Disc Drive 4or 523 Fan 24 Continuous Grommet 25 Steel Control Box incl Cover26 Neutral GroundTerminal Strip 27 Voltage Regulator NOTE When ordering spare parts please give reference number description model and serial number of both engine and generator DETAIL A 121 Figure 2 120 12 WIRE 3 PHAS ALTERNATOR 6 WIRE 3 PHASE ALTERNATOR 120208 V 3 PHASE 11 LI 240416 V 3 PHASE 120240 V SINGLE PHASE 120208 V 3 PHASE I TI 0 II TI 0 lI T2 Oc I LZ I T2 0 L2 T3 a I 1 z31 J3 1 I I T3 0 3 T4 T4 T4 T4 0T5 T5 T5 120240 V SINGLE PHASE TI 1I t3 0 trJ T2 t3 0 tI T3 I L2 0 z Z trJ T4 t3 H 0 z T5 0 H xoo T6 N T6 GT6 c 0 T7 IZoT7 V fRAME SINGLE PHASE ALTERNATOR T8 T8 120 V 120240 V T9 TIO Til TIO Til TIO Til T9 TI T2 T3 T 1 0 L 1 T2 t3 f fRAME r t73 L2 L3 fRAME v R N ITI2 r ITI2 N 225 fRAME fRAME T4 T4 a 4WIR243 3 PHASE ALTERNATOR 011 FA TORY ONNECT243D FOR 120208OR N L r AdobeUCSr r T 4 r L AdobeUCSbLoose electrical connections cFaulty voltage regulating circuit or connector dHigher than required engine speed 6 Overheating aAirways blocked bHigh ambient temperature cElectrical overload andl or poor power factor connected to alternator dEngine exhaust being drawn into alternator air intake 7 Alternator aStatic charge Housing Live bOpen circuit at ground bar in control box 117 Tighten connections as required in load wiring and voltage regulating connector Repair or replace if faulty and check further for cause Check speed is 1800 RPM Remove obstruction Do not permit ambient tem255perature to exceed 40267C 104267Fand operate in a well ventilated and shaded area if necessary The total load at the pre255scribed power factor see identification plate on not be exceeded Redirect engine exhaust as required to prevent this from happening Properly ground frame of alternator Ensure alternator neutral has continuity from stator to ground bar CAUTION SOME ELEMENTS WITHIN THE CONTROL BOX CARRY LIVE VOLTAGE WHEN ALTERNATOR IS RUNNING 4 Low Output Voltage 5 Unstable Output Voltage bWire T2 120240Vor T6 Clean andor remake this 120208or T12 120208 ground connection 416 120240unground cFaulty voltage regulating Repair or replace if circuit faulty and check further for cause aMisadjusted output voltage control see figure 1bHigh line loss if voltage is low only at shorted main rotor field coil dElectrical overload and or poor power factor connected to alternator eAlternator shaft RPM too low fFaulty voltage regulating circuit aIrregular engine speed 116 Set output voltage to desired value CAUTION SOME COMPONENTS CARRY LIVE VOLTAGE AND THE USE OF INSULATED TOOLS IS RECOMMENDED Increase the size of the wiring leading to the loadsas required Load wires should not run hot at continuous full load if properly sized Do not run a greater length of wire than required as losses increase with distance If wire is correctly sized n is not too long check for poor connections andor partly broken wires that may be indicated by hotspots in the wire or at terminals of switches etc Contact Westerbeke if repair is beyond local facilities The total load at the pre255scribed power factor see identification plate on not be exceeded Check engine speed Repair or replace if faulty and check further for cause Check engine and loads for transient operation andor overloads ELECTRICAL FAULT ANALYSIS An understanding of the alternator I s principle of operation may be useful before attempting to analyze an electrical failure therefore a brief description follows See figure 4 Schematic Diagram The alternator is a brushless selfexcited type requiring only driving force One permanent magnet in the six pole exciter stator is responsible for the selfexciting feature of the alternator Its magnetic field causes a voltage to be induced into the associated exciter rotor coils during rotation This AC voltage is full wave rectified and applied to the main rotating field coil The resulting field induces an alternating voltage into the associated main stator coils and a resulting current will flow to the output terminals S imul taneously an auxiliary coil on the main stator generates an AC voltage which is full wave rectified and employed as a source of supply for the remaining five poles on the exci ter stator The voltage regulator controls the current flow to these poles thereby effecting voltage regulation FAULT ANALYSIS SYMPTOM PROBABLE CAUSE 1 Mechanical aDefective bearing Noise bWorn bearing 2 No Output cLoose or misaligned coupling dForeign objects within aShort or open circuits in any stator or rotor coil or associated leads bDefective bridge rectifier on shaft figure 3see REPAIR PROCEDURE Replace bearing Replace bearing Align andor tighten Remove and check further for possible damage Contact Westerbeke if repair is beyond local facilities Check ground255ing lead and terminal on shaft behind main rotor coil Replace if faulty and check further for cause cFaulty voltage circuit regulating Repair or replace if faulty and check further for cause 3 High Output aMisadjusted output volVoltage tage control see figure 1115 Set output voltage to desired value CAUTION SOME COMPONENTS CARRY LIVE VOLTAGE AND THE USE OF INSULATED TOOLS IS RECOMMENDED INSTALL RECTIFIER With heatsink compound DC 340 or to maximum torque of 30 inch pounds RECTIFIER ACCESS HOLE BEND TERMINAL To clear alternator housing if required RED SPOT Identifies rectifier output terminal RECTIFIER OUTPUT Only this lead has twin solid magnet wire and tan colored insulation sleeve and will show a low electrical resistance when measured to shaft 1 Remove the hole cover item 10on top antidrive end of the alternator 2 Crank engine until the rectifier comes into view and lock to prevent engine from turning the shaft 3 Unsolder the four wires from the rectifier 4 Remove the rectifier by unscrewing in direction then follow testing and replacement procedures described under alternator disassembly above 5 Replace or reinstall the rectifier reversing the above proce255dure FIGURE 3 BRIDGE RECTIFIER ACCESS 114 To adjust the output voltage remove the cover from the control box and locate the voltage setting control per figure 1 Using an insu255lated tool operate this control to obtain the desired output voltage Right hand rotation of this control increases the output voltage Voltage Adjust VR301 Figure 1 CAUTION CMIOO 0cD Q1O1 r oltage Adjust TERMINALS AND COMPONENTS CARRYING LINE VOLTAGE MAY BE EXPOSED WITHIN THE CONTROL BOX AND VOLTAGE REGULATING CIRCUITS WHEN THE ALTERNATOR IS OPERATING THEREFORE THE USE OF NONCONDUCTING TOOLS IS ESSENTIAL FOR SAFETY REASONS ONLY QUALIFIED ELECTRICIANS OR PERSONS THOROUGHLY FAMILIAR WITH ELECTRICAL EQUIPMENT SHOULD ATTEMPT THIS ADJUSTMENT PREVENTATIVE MAINTENANCE MECHANICAL The alternator is virtually maintenance free and is designed to give 5000 hours of trouble free service Periodic inspection is suggested to assure the alternator airways do not become obstructed CORRECTIVE MAINTENANCE The alternator can be dismantled from the engine using standard hand tools See figure 2 for dismantling information Some minor repairs and tests can be done without dismantling the alternator One example is the shaft mounted rectifier See figure 3 for the checking andor replacing procedure 113 GENERAL OPERATING INSTRUCTIONS 60 HZ SINGLE BEARING ALTERNATORS SINGLE AND THREE PHASE The solid state voltage regulated alternators described herein have been built to give lasting and reliable maintenance free service in their intended are SCA certified Should a situation arise where the alternator fails to operate properly and all mechanical conditions are found to be satisfactory refer to the electrical section of this manual as an aid in analyzing the cause and effecting a repair INSTALLATION 1 The alternator intake and exhaust airways must be kept free of obstructions during operation of the alternator If the flow of cooling intake air or heated exhaust air is inhibited eventual alternator overheating and subsequent failure of the alternator to operate may occur 2 Care should be execised during the electrical hookup to the alter255nator output so as not to damage the voltage regulating circuits found within the control box See figure 4 for alternator connec255tion diagram OPERATION NOTE 1 Do not exceed the maximum alternator shaft speed of 2200 RPM as permanent alternator damage may result 2 If there are unusual noises from the alternator at any time during its operation shut it down and check for internal mechanical wear andor damage 3 For the protection of line frequency sensitive loads that may be connected to the alternator only operate at an alternator shaft speed of 1800 RPM 60 HzThese alternators are classed drip proof The air intake and outlets are covered with an expanded metal screen to protect against the ingestion of airborne litter These screens need not be removed for cleaning DO NOT operate the alternator without these screens in place There are no set up adjustments for the alternator However if the value of the output voltage is inconsistent with given specific requirements then it may be adjusted over a narrow 5 range and will not normally require readjustment 112 Battery runs down High resistance leak to ground Low resistance leak to ground Alternator 111 Check wiring Insert sensitive 025 ampmeter in battery lines Do not start engineRemove connections and replace until short is located Check all wires for tem255perature rise to locate fault Disconnect alternator at output after a good battery charging If leakage stops replace alternator protective diode plate That fail255ing replace alternator Failure to stop Engine stops Fuel solenoid PiN 23041return spring Stop switch failure Fuel injection pump failure Low oil pressure or overheated Low oil pressure switch fails to close High water tempera255ture switch open at too low a temperature Switch and wiring Not charging battery Alternator drive Battery runs down Regulator unit and alternator liMA ser ies onlyOil pressure switch 110 Stop engine by freeing fuel pump lever That failing shut off fuel Check fuel solenoid linkage and repair for free movement Disconnect power leads thru stop switch Test switch for proper oper255by continuity test Stop engine with fuel line shut off Check oil fresh water and sea water cooling Check for satisfactory operation with switch bypassed Same as above Inspect all wiring for loose connections and short circuits Check drivebelt and its tension Be sure alter255nator turns freely Check for loose connec255tions With engine running mo255mentarily connect B to field A good alternator will produce a high charge 50 ampsIf no response replace alter255nator Check for short255ing of alternator output connections to ground Observe if gauges and light are on when engine is not running Test the normally open oil pressure switch by one lead If lights go out replace oil pressure switch MANUAL STARTER DISCONNECT TOGGLE PROTECTION The engine control system is protected by a 20 amp manual reset cir255cuit breaker located on the engine as close as possible to the power source An additional circuit breaker is located at the fuel solenoid PN 23041when this solenoid is used This solenoid is not used on models which have a solenoid built into the injection pumpManual Control toggle Problem Preheat depressed no panel indications fuel solenoid not energized Start depressed no panel indications fuel solenoid not energized Start solenoid not engaged Start depressed panel indications OK Start solenoid OK Fuel solenoid not functioning No ignition cranks does not start Fuel solenoid energized Probable Cause Battery switch or power not on 20 amp circuit breaker tripped Battery switch or power not on 20 amp circuit breaker tripped Fuel solenoid PN 23041circuit breaker tripped Faulty fueling system 109 Verification Check switch andor bat255tery connections Reset breaker if opens again check preheat solenoid circuit and run circuit for shorts to ground Check switch andor bat255tery connections Reset breaker If opens again check start sole255noid circuit and run circuit for shorts to ground 1 Check mechanical positioning of fuel solenoid for plunger bottoming 2 Reset breaker and repeat start cycle 3 If repeated trip255ping check for defec255tive breaker or fuel solenoid 1 Check for fuel to generator system 2 Check for air in fuel system bleed system3 Fuel lift pump failure REMOTE ENGINE OPERATION For remote operation of the generator system the same three switches are used The PREHEAT and START switches are connected in parallel with the local panel switches and serve the same functions as in the local panel The STOP switch is in series with the local panel STOP swi tch and serves the same functions as in the local panel The generator may be stopped from local or remote positions AC GENERATORS Once the diesel generator sets have been placed in operation there is little or no control adjustment required by the AC Generator When starting the generator it is always a good plan to switch off all AC loads especially large motors until the engine has come up to speed and in cold climates starts to warm up These precautions will prevent damage by unanticipated operation of AC machinery and prevent a cold engine from being stalled OVERSPEED If equipped with this optionIf the engine governor loses control and the engine speed accelerates a relay is actuated that deenergizes the fuel solenoid and stops the engine A red light on the panel illuminates and remains lighted To extinguish the light reset the overspeed relay by depressing the engine STOP switch When the reason for the overspeed shutdown is corrected the engine is ready to be restarted 108 MANUAL STARTER DISCONNECT TOGGLE This manually controlled series of Westerbeke marine diesel generators is equipped wi th toggle swi tches on the engine control panel and optionally at remote panels The following instructions and methods of correcting minor problems apply only to such toggle switch controls All three switches are momentary contact type and serve the following functions 1 Preheat The PREHEATDEFEAT toggle switch is a double pole single throw switch The switch serves two purposes pre255heating the engine for easy starting and defeating or bypassing the engine protective oil pressure swi tch The defeat function turns on the fuel solenoid instrument power and alternator excitation 2 Start The STARTDEFEAT toggle switch is a double pole single throw switch The swi tch also serves two purposes starting the engine and defeating or bypassing the oil pressure switch The latter pole serves the same function as in the preheat switch 3 Stop The STOP toggle switch is a single pole single throw normally closed switch This switch provides power to the fuel solenoid instrument cluster and alternator excitation after the oil pressure switch has closed upon starting Opening of this switch opens the power circuit to the fuel solenoid thus stopping the flow of fuel to the engine and stopping the engine ENGINE OPERATION 1 Preheat Depress the PREHEAT switch The voltmeter panel lights gauges and meters and fuel solenoid will activate The PREHEAT switch should be depressed for twenty seconds in conjunction with thermostarts installed in intake manifoldand forty to sixty seconds in conjunction with glowplugs 2 Start While still depressing the PREHEAT switch depress the START switch This will engage the start solenoid Panel power and the fuel solenoid will be activated Upon engine firing release the start switch Do not release the PREHEAT switch until oil pressure reaches 15 psi Then as long as the high water temperature and low oil pressure pro255tective circuit does not activate the set will remain energized and continue to run 3 Stop Depress the STOP switch to stop the engine This opens the power feed to the fuel solenoid stopping the fuel flow to the engine It must be depressed until the generator stops rotating 107 r T GENERATOR SETS CONTENTS PAGE Controls Manual Starter Disconnect Toggle Switches 106 Generator 15 20KW from September 1981 112 Generator 15 20KW YD Series to September 1981 123 105 YOUR NOTES 104 PROBLEM GEAR DRAGGING Drive Shaft rotates either forward or reverse with Selector Valve in neutral position GEAR SLIPPING OR SLOW TO ENGAGE With Selector Valve in forward or reverse position INTERNAL AND EXTERNAL LEAKS POSSIBLE CAUSES AlIiD METHODS OF CORRECTION 1 Defective forward Clutch Plates Forward clutch plates warped and sticking Remove clutch plates and replace 2 Defective forward Forward clutch piston release spring Clutch Piston Release broken or weak Replace spring SpriIig 3 Binding in Planetary Assembly 1 Low Oil Pressure 2 Worn forward Clutch Plates 3 Reverse Band not engaging Gear Case 1 Water in Lubricating Oil 2 Excessive Oil in Engine Crankcase or Flywheel Housing 3 Oil on Exterior of Marine Gear 4 Loss of Oil from Transmission 103 a Bearings and gears worn excessively in gear case Replace necessary parts b Input shaft bearings worn excessively causing misalignment of input shaft Replace necessary parts See Gear Inoperative 1 Remove forward clutch plates and check for wear excessively replace clutch plates See Gear Inoperative 3a Hole in oil cooler element permitting water to seep into oil compartment Replace oil cooler element b Oil cooler gaskets Check gaskets and replace Defective front end plate oil seal Replace oil seal a Oil seeping from breather Check for too high oil level b Defective rear end oil seal Replace oil seal a Check for defective gaskets and seal Trouble Shooting Chart PROBLEM GEAR INOPERATIVE Drive Shaft does not operate with selector valve in forward or reverse POSSIBLE CAUSES AND METHODS OF CORRECTION 1 Low on Pressure 2 High Oil Temperature 3 Reverse Band not engaging Planetary Gear Cage 4 Failure of Planetary Assembly 5 Failure of Reduction Gear 102 a Low oil supply Add oil refer to lubrication b Faulty oil gauge Replace gauge on gauge slow to register air or obstruction in on 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 a Low oil supply Add oil refer to lubrication b Low water level in cooling system Add ater 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 water pump impeller worn or damaged Replace impeller g Clogged or dirty oil cooler element Remove and clean a Reverse band lining worn out Replace lining b Defective reverse piston 0 ring Replace 0 ring Remove gear case assembly and check for defective or damaged parts Replace defective or damaged parts Remove reduction gear assembly and check for defec267tive or damaged parts Replace defective or damaged parts C Start the engine again with the transmission in NEUTRAL and allow the engine to warm up to operating temperature D Shift the transmission into FORWARD or REVERSE as desired If the engine should stall when the transmission is shifted to FORWARD or REVERSE place the transmission in neutral before restarting the engine It is recommended that shifting be done at speeds below 1000 RPM and preferable in the 800 RPM or idle engine range to prolong the life of the engine transmission and boat EMERGENCY shifts may be made at higher engine speeds but this is not a recommended practice 3 MAINTENANCE LUBRICATION The transmissions are selfcontained units independent of the engine lubricating systems The units are lubricated by pressure and by splash from its own oil The type of oil recommended is Transmission Fluid Type A commonly used for automatic transmissions in automobiles The quantity of oil depends upon the angle of installation as well as the reduction model The level must be maintained at the mark on the dipstick and should be checked periodically to ensure satisfactory operation When filling for the first time or refilling after an oil change check the level after running for a few minutes to make certain that the oil cooler and the various passages are full If necessary refill to the mark on the dipstick to ensure proper operation of the transmission The transmission oil level should be checked each time the engine oil level is checked before running the engine The oil in the transmission should be changed every 100 hours or each season under normal conditions However the number of hours that can be run between oil changes varies with the operating conditions Drain plugs are located at the bottom of the reverse gear housing and the reduction gear housing ADJUSTMENTS No adjustment is necessary for the FORWARD drive multiple disc clutches and the reverse band is selfadjusting to com255pensate for lining wear so that no external reverse band adjustment is necessary 101 support bolts and recheck the alignment of the coupling before bolting the coupling flanges together Connect the coupling flanges with bolts lockwashers and nuts Connect the oil cooler lines to the transmission Connect the shift control cable from the cockpit control station to the transmission control valve lever Place the transmission control valve lever in the neutral position and adjust the shaft control cable length until the cockpit control station hand lever is in the neutral position Move the cockpit control hand lever to forward and reverse positions several times while observing the transmission control valve lever motion The transmission control valve lever should move fully into forward or reverse position when the hand lever is moved into forward or reverse position and should return exactly to the neutral position when the hand lever is in the neutral position Remove the oil dipstick and fill the transmission with Type A transmission fluid to the mark on the dipstick Replace the dipstick in the transmission housing 2 OPERATION PRINCIPLE OF OPERATION The transmission forward and reverse drives are operated by transmission oil under pressure An internal gear type oil pump delivers the transmission oil under pressure to the external oil cooler The transmission oil is returned still under pressure to the oil distribution tube and relief valve The relief valve maintains the oil pressure by remaining closed until the oil pressure reaches 60 PSI When the control lever is shifted to the forward position oil under pressure is delivered to the multiple disc clutch piston which moves to clamp the clutch discs and planetary reverse gear case together The discs and case then revolve as a solid coupling in the direction of engine rotation The reverse drive is engaged by shifting the control lever to the reverse position so that oil under pressure is delivered to the reverse piston The reverse piston moves to clamp the reverse band around the planetary gear case preventing the planetary gear case from moving but allowing the planetary gears to revolve to drive the output or propeller shaft in a direction opposi te to the rotation of the engine Wi th the control lever in the neutral position pressurized oil is prevented from enter ing the clutch piston or reverse band piston and the pro255peller shaft remains stationary STARTING PROCEDURE A Always start the engine with the tranmission in NEUTRAL to avoid moving the boat suddenly forward or back B When the engine is first started allow it to idle for a few moments Stop the engine and check the transmission oil level Add oil if necessary to bring the oil level up to the mark on the transmission dipstick NOTE ON SUBSEQUENT STARTUPS THE TRANSMISSION OIL LEVEL MAY BE CHECKED BEFORE RUNNING THE ENGINE WHEN ENGINE OIL IS CHECKED 100 PARAGON HYDRAULIC 1 INSTALLATION The installation instructions below are for use when the original transmission has been removed for servicing and must be reinstalled or when the transmission unit is to be adapted as nonoriginal equip255ment to a marine engine It is important that the engine and transmission rotations are matched The direction of rotation of an engine is defined in this manual as the direction of rotation of the engine crankshaft as viewed from the output end of the transmission A clockwise rotation of the engine is a right hand rotation and a rotation of the engine is a left hand rotation A letter R or L appearing on the transmission serial number plate indicates whether the transmission is for use wi th a right or left hand rotating engine The hydraulic transmission is attached to the engine in the following manner A Insert two 312 studs in opposite transmission mounting holes in the flywheel housing B Place the transmission against the through two of the matching holes flange studs so that the studs go in the transmission housing C Slide the transmission along the studs toward the engine so that the spline on the shaft at the front of the transmission enters the matching splined hole in the engine vibration dampener D Install and tighten four bolts with lockwashers through the transmission housing flange into the flywheel housing Remove the 312 studs Install and tighten the two remaining bolts with lockwashers through the transmission housing flange The transmission and propeller shaft coupling must be carefully aligned before the propeller shaft is connected to the transmission in order to avoid vibration and consequent damage to the transmission engine and boat hull during operation To align the coupling move the propeller shaft with attached coupling flange toward the transmission so that the faces of the propeller shaft coupling flange and transmission shaft coupling flange are in contact The coupling flange faces should be in contact throughout their entire The total runout or gap between the faces should not exceed 002 at any point If the runout exceeds 002 reposition the engine and attached transmission by loosening the engine support bolts and adding or removing shims to raise or lower either end of the engine If necessary move the engine sideways to adjust the runout or to align the coupling flange faces laterally Tighten the engine 99 2 Check shift linkage adjustment to insure that the transmission shift lever is positioned so that the spr ing loaded ball enters the chamfered hole in the side of the shift lever 3 Connect an oil cooler into the cooler circuit before cranking or starting the engine Various cooler circuits have been used and the correct cooler connections should be found from service literature prior to making the cooler installation 4 Use a cooler of sufficient size to insure proper cooling 5 Check engine rotation and transmission pump setting and the pro255peller rotation prior to assembling the transmission to engine 6 Check oil pressure and temperature when transmission function indicates that a problem exists 7 Use the recommended fluid for filling the transmission 8 Fill the transmission prior to starting the engine 9 Check oil level immediately after the engine has been shut off 10 Use a clean container for handling transmission fluid 11 Replace cooler line after a transmission failure prior to installing a new or rebuilt transmission 12 Check fluid level at operating temperature 98 ROUTINE CHECKS AND MAINTENANCE ANNUAL CHECKS 1 PROPELLER AND OUTPUT SHAFT ALIGNMENT This check should also be made anytime the propeller strikes a heavy object and after any acci255dent where the boat is stopped suddenly Shaft alignment should also be checked after the boat has been lifted by a hoist or moved on a trailer 2 SHIFT LEVER POSITIONING The selector controls must position the shift lever exactly in F Nand R selection positions with the ball poppet centered in the shift lever hole for each position 3 BOLT TORQUE Check all bolts for tightness 4 COOLER CONNECTIONS Check water lines oil lines and connections for leakage Make sure lines are securely fastened to prevent shifting 5 CHANGING OIL boats Work boats the oil becomes smelling A seasonal oil change is recommended in pleasure require more frequent changes Change oil anytime contaminated changes color or becomes rancid 6 TRANSMISSION FLUID Automatic transmission fluids are recommended for use in all transmissions DAILY CHECKS 1 Check transmission oil level 2 Check for any signs of oil leakage in the bellhousing at gasket sealing surfaces or at the output shaft oil seal 3 A quick visual check of the general condition of the equipment may cause faulty equipment to be detected 4 Listen for any unusual noises and investigate to determine the cause of any such noises WINTER STORAGE 1 Drain water from transmission oil cooler This will prevent freezing in cooler climates and prevent harmful deposits from collecting GENERAL CHECKS 1 Check coupling alignment each time a transmission is replaced in the boat 97 9 REVERSE Move transmission shift lever to the extreme rearward position where the springloaded ball enters the chamfered hole in the side of the shift lever and properly locates it in the reverse position 10 FREEWHEELING Under sail with the propeller turning or at trolling speeds with one of two engines shut down the design of the gear maintains adequate cooling and lubrication 11 COOLING PROBLEMS Water passages inside of the cooler will sometimes become clogged and this will reduce cooling capacity and cause overpressur ing Back flushing of the cooler will sometimes help to flush the foreign mater iol from the cooler passages The cooler and hose should be thoroughly flushed or replaced in the event a failure has occurred Metallic particles from the failure tend to collect in the case of the cooler and gradually flow back into the lube system Replace oil cooler to prevent contamination of the new transmission Water hoses may collapse and reduce or completely shut off all flow to the cooler Collapsed hoses are usually caused by aging of the hoses or improper hose installation Hose installation should be made with no sharp bends Hoses should be routed so there is no possibility for engine shifting to causes hoses to pull loose or become pinched A visual inspection of hoses while under way will sometimes allow detec255tion of faulty hoses Reduction or complete loss of water flow can be caused by a faulty water pump A rubber water pump impeller will sometimes fail and after such a failure the cooler passages may be restricted by the par255ticles of rubber from the failed impeller Water pump cavitation may be caused by improper or faulty plumbing or an air leak on the inlet side of the pump The water pump may not prime itself or may lose its prime when inlet plumbing is not properly installed It is possible for cross leaks to occur inside the cooler permitting oil to flow into the water or water flow into the oil 96 NOTE Be sure the cooler is proper ly installed and the tr ansmission contains oil before cranking or starting the engine 4 CHECKING OIL LEVEL The oil level should be maintained at the full mark on the dipstick Check oil level prior to starting engine 5 FILLING AND CHECKING THE HYDRAULIC SYSTEM Check daily before starting engine The hydraulic circui t includes the transmission oil cooler cooler lines and any gauge lines con255nected to the circuit The complete hydraulic circuit must be filled when filling the transmission and this requires purging the system of air before the oil level check can be made The air will be purged from the system if the oil level is maintained above the pump suction opening while the engine is running at approximately 1500 RPM The presence of air bubbles on the dipstick indicates that the system has not been purged of air New applications or a problem installation should be checked to insure that the oil does not drain back into the transmission from the cooler and cooler lines Check the oil level for this drain back check only immediately after the engine has been shut off and again after the engine has been stopped for more than one hour overnight is excellentA noticeable increase in the oil level after this waiting period indicates that the oil is draining from the cooler and cooler lines The external plumbing should be changed to prevent any drain back 6 STARTING ENGINE Place transmission selector in neutral before starting engine Shifts from any selector position to any other selector position may be made at any time and in any order if the engine speed is below 1000 RPM however it is recommended that all shifts be made at the lowest feasible engine speed 7 NEUTRAL Move the shift lever to the center position where the spr ingloaded ball enters the chamfered hole in the side of the shift lever and pro255perly locates lever in neutral position Wi th shift lever so posi255tioned flow of oil to clutches is blocked at the control valve The clutches are exhausted by a portion of the valve and complete interruption of power transmission is insured 8 FORWARD Move the shift lever to the extreme forward position where the ball enters the chamfered hole in the side of the shift lever and properly locates lever in forward position 95 the the BW TRANSMISSIONS BW3 BW7 BW12These manual transmissions rotate opposite to the engine when in for255ward gear Shifting effort is very low The input power on the BW3 is transmitted to the output shaft by helical spur gears when in for255ward In reverse this task is taken over by a high performance roller chain The unit also incorporates a servo conetype clutch The BW7 and BW12 transmit their power with casehardened helical gears and in reverse there is an intermediate gear The reversing process on these is carried out by a servo double disc system LUBRICATION 1 Fill the transmission with 20 to 40 SAE weight engine oil the same as is used in the engine 2 Oil capacity BW3 approximately 035 liter BW7 approximately 10 liter BW12 approximately 10 liter 3 Check the oil level daily with the engine stopped The level must be between the upper and lower dipstick marks when the dipstick is completely into the housing 4 Change the oil initially after the first 30 hours thereafter every 250 hours once per year minimum The BW7 and BW12 have a drain plug for oil removal Oil may also be removed by suction through the dipstick tube where oil is added 5 Operating oil temperature must not exceed l20267C 1 Normal shifting should be done below 1500 RPM 2 The BW3 may be locked in reverse when sailing or freewheeled in neutral 3 The BW7 and BW12 may be locked in either forward or reverse when sailing or freewheeled in neutral SERVICE 1 Never loosen the shift lever cover screws except in the course of qualified servicing as this upsets a critical adjustment 2 Disassembly of the transmission in the field is not recommended If an overhaul or repair is needed the work should be done by Westerbeke or an authorized Westerbeke service cneter 93 2 OIL QUANTITY HBW 5 approximately 04 liter HBW 10 approximately 06 liter HBW 20 approximately 08 liter HBW 50 approximately 03 liter HBW 100 approximately 035 liter HBW 150 approximately 055 liter HBW l50V approximately 10 liter HBW 220 approximately 075 liter Use the index mark on the dipstick as a reference 3 OIL LEVEL CHECKS Check the oil level in the transmission daily Correct oil level is the index mark on the dipstick see item 1 under use the same oil grade when topping up 4 OIL CHANGE Change the oil for the first time after about 25 hours of operation then at intervals of at least onceaper year 5 CHECKING THE CABLE OR ROD LINKAGE The cable or rod linkage should be checked at shorter time intervals Check the zero position of the operating lever on the control consoleand of the actuating lever on the gearboxon this occasion The minimum lever travel from the neutral position to the operating positions OBshould 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 6 under INSTALLATION6 OVERHAUL Disassembly of the transmission in the field is not recommended If an overhaul or repair is needed the work should be done by Westerbeke or an authorized Westerbeke service center 92 AdobeUCSI f The position of the cover plate underneath the actuating lever is to ensure equal lever travel from neutral position to A and B Therefore do not loosen the capscrews mounting this assembly When installing the gearbox make certain that shifting is not impeded eg by restricted movability of the cable or rod linkage by unsuitably positioned guide sheaves too small bending radius etc 7 ENGINEGEARBOX COMPARTMENT Care should be taken that the enginegearbox compartment is properly ventilated OPERATION 1 INITIAL OPERATION Fill the gearbox with automatic transmission fluid The oil level should be the index mark on the dipstick see readings up to 200 inclination in direction of shafts 150 for HBW150 VCasing surface Oil level Do not screw in for oil level checks Dipstick ATF Type A To check the oil level just insert the dipstick DO NOT SCREW IN Retighten the hex screw with the dipstick after the oil level check Do not omit the oring seal 90 35 35 transmission after draining acts as a preservative and provides reliable protection against corrosion for at least 1 year if the units are properly stored 2 PAINTING THE GEARBOX 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 legible 3 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 05 nun 4 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 accessible 5 POSITION OF GEARBOX IN THE BOAT The inclination of the gearbox unit in the direction of the shafts should not permanently exceed an angle of 20 degrees 15 degrees for the Vdrive modelSee gearbox can also be mounted wi th the output shaft in the UPWARD position Interchange the oil dipstick and the oil drain plug in this case 88 5 SHAFT BEARINGS Both the input and the output shafts are carried in amply dimensioned taper roll bearings The intermediate gear and the movable gears are carr ied in sturdy needle roller bearings 6 SHAFT SEALS External sealing of the input and output shafts is provided by radial sealing rings The running surface on the shafts is casehardened 7 LUBRICATION The transmissions are The bearings are generously supplied with splash oil and oil mist INSTALLATION 1 DELIVERY CONDITION For safety reasons the 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 prescr ibed ATF oil The residual oil remaining in the 87 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 essen255tially comprises a number of balls which by the rotary movement of the external disc carrier are urged against inclined surfaces pro255vided 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 to the input torque applied Due to the cup springs the clutch disc stack and a limitation of the range of axial travel of the external disc carrier 57the thrust force cannot exceed a predetermined value The actuating sleeve 60is held in the middle position by pins To initiate the shifting operation the actuating sleeve 60need merely be displaced axially by a shifting fork until the arresting force has been overcome Then the actuating sleeve 60is moved automatically by the springloaded pins while the external disc carrier which follows this movement is rotated by the fric255tional forces exerted by the clutch discs and the shifting operation is completed as described above A B 86 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 3 GEAR SETS The transmission is equipped with shaved casehardened helical gears made of forged lowcarbon alloy steel The multispline driving shaft connecting the transmission with the engine is hardened as well The driven shaft propeller sideof the transmission is fitted with a forged coupling flange except on the Vdrive model 4 MULTIPLEDISC CLUTCH INCLUDING OPERATION POWER TRAIN The engine torque is applied to the input shaft 36in the specified direction of rotation and IN SHIFTING POSITION A forwardvia gear 44the frictionally engaged clutch discs 51 and 52to the external disc carr ier 57and from there via the guide sleeve 59to the output shaft 66IN SHIFTING POSITION B reversethe input shaft 36via intermediate discs 51 and 52to the external sleeve 59and the output shaft 6685 torque is transmitted from the gear 26gear 65clutch disc carrier 57the267 guide HBW SHORT PROFILE SAILING GEAR DESCRIPTION 1 BRIEF DESCRIPTION The Type HBW Short Profile Sailing Gears are equipped with a positive255ly driven mechanically operated helical gearing system The multipledisc clutch requires only minimum effort for gear chang ing making the transmission sui table for singlelever remote control via a rod linkage Morse or Bowden cable The torque transmission capacity of the clutch is exactly rated pre255venting 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 highstrength aluminum alloy chromized for improved sea water resistance and optimum adhesion of paint The transmissions are Maintenance is restricted to oil level checks see MaintenanceAIR VENT HOLE 2 225 GEAR CAS ING The rotating parts of the HBW transmission are accomodated in an oil255tight casing divided into two halves in the plane of the vertical axis Amply dimensioned cooling ribs ensure good heat dissipation and mechanical rigidity 84 SECTION S TRANSMISSIONS 83 YOUR NOTES 82 SINGLE PASS MANIFOLD Note Drawing is indicative only Specific models may vary in detail 81 o ENGINGOIl IVArE a If the manifold was removed as an assembly and left intact it can be replaced on the cylinder head in the reverse order of removal Do not reuse the gaskets install new ones and torque the bolts or nuts to the proper specification 1012 lbftb If the manifold has been disassembled follow the steps below 1 Loosely attach the elbows to the cylinder head and the mani255fold using new gaskets Do not use any gasket sealant 2 Gradually tighten each fitting to make sure of proper align255ment of all the parts This should be done in three steps Torque to 1012 lbft 3 Reassemble the end plates connectors on the manifold Be sure to use new gaskets and coat the gasket surfaces with a suitable gasket cement such as High Tack Torque the nuts to 810 lbft 4 Reinstall the exhaust connections and plug into the manifold using on the threads 5 Reconnect all hoses replacing them as needed 6 Refill the system with coolant as detailed above 7 Pressure test system and check for leaks TWO PASS MANIFOLD Note Drawing is indicative only Specific models may vary in detail IJ v 225 ENGINE 80 NGIKEOlL WATER AdobeUCSan internal bypass passage wi thin the head Both types of ther255mostats from 1980 onwards have a hole punched through them to serve as a bypass while the engine is warming up This prevents overheating in the exhaust manifold during engine warmup Replacement thermostats must be equal in this design characteristic When replacing a thermostat be sure that it is rotated so as to not strike the thermostat housing projections inside the head tem255perature senders or temperature switches which may be installed close to the thermostat Also insure the bypass hole is not blocked by any part of the housing A thermostat can be checked for proper operation by placing it in a pan of cold water and then raising the temperature of the water to a boil The thermostat should open noticeably with travel on the order of 14 12and be fully opened when the water is boiling 9 ENGINE LUBE OIL COOLER Lubr icating oil carr ies heat away from the engine bear ings and other friction surfaces The oil circulates from the lube oil pump through the engine through the engine oil cooler and back to the oil pump The oil cooler may be cooled either by engine fresh water or by sea water 10 TRANSMISSION OIL COOLER Certain transmissions require oil cooling In these cases the transmission oil cooler is usually cooled by sea water Normally sea water enters this cooler after exiting the heat exchanger but not always 11 EXHAUST MANIFOLD EXTRUDED TYPE REMOVAL Removal of the exhaust manifold from the engine should be done as a complete assembly in the following manner a Drain the engine and cooling system of all coolant b Remove the exhaust connection c Loosen and remove all hose connections to the manifold d Loosen and remove the nuts or bolts attaching the manifold assembly to the cylinder head e Remove the manifold from the cylinder head as a complete unit SERVICING a Remove the exhaust elbows from the lower surface of the manifold Clean and inspect for cracks and defects Replace as needed b Remove exhaust nipples elbows and plugs from the manifold c Remove water connectors from the ends of the manifold and the end plates Be sure to note the proper location and arrangement of each for proper replacement d Examine all parts for defects corrosion and wear and replace as needed 79 5 SEA WATER PUMP IMPELLER REPLACEMENT The following instructions are general and indicative only Specific instructions where applicable may be packaged with your replacement impeller a Remove the front cover gasket taking care to salvage the gasket b Remove the impeller by pulling straight outwards parallel to the pump shaft This is best done with a pair of pliers applied to the impeller hub c Coat the replacement impeller and the chamber into which it mounts with grease d Carefully align the impeller key way or other locking mechanism wi th the shaft Take care that all the impeller blades bend in the same direction and trailing e Inspect the front cover for wear A worn front cover should ulti255mately be replaced Sometimes it can be reversed as an emergency measure but not when stamped markings would break the seal be255tween the cover and the impeller blades f Reinstall the end cover with a new gasket g Be doubly sure to check quickly for sea water flow when starting the engine The absence of flow indicates that the pump may not be priming itself properly This situation must be investigated immediately or damage to the new impeller will result from overheating 6 ENGINE FRESH WATER It is preferable to fill your engine with a 50 mix255ture This precludes the necessity of draining coolant in the winter Since most antifreezes contain preservative agents of one kind or another rusting within the engine is minimized Also the antifreeze mixture boils at a higher temperature than water giving cooling system head room When draining the engine open the pressure cap first to relieve the vacuum created by draining 7 FILLING THE FRESH WATER SYSTEM It is very important to completely fill the fresh water system before starting the engine It is normal for air to become trapped in var ious passages so all high points must be opened to atmosphere to bleed entrapped air When an engine is started after filling with coolant the system may look deceptively full until the thermostat opens At this time when water flows through the external cooling circuit for the first time pockets of air can be exposed and rise to the fill point Be sure to add coolant at this time 8 THERMOSTAT Gener ally thermostats are of two types One is simply a choking device which opens and closes as the engine temperature rises and falls The second type has a bypass mechanism Usually this is a disc on the bottom of the thermostat which moves downward to close off 78 SECTION R COOLING SYSTEM EXTERNAL1 DESCRIPTION Westerbeke marine diesel engines are equipped with fresh water cooling Transfer of heat from engine fresh water to sea water is accomplished by a heat exchanger similar in function to an automotive radiator Sea water flows through the tubes of the heat exchanger while fresh water flows around the tubes The sea water and fresh water never mix with the result that the cooling water passages in the engine stay clean 2 FRESH WATER CIRCUIT Heat rejected during combustion as well as heat developed by fric255tion is absorbed by the fresh water whose flow is created by a fresh water circulating pump The fresh water flows from the engine through a fresh water cooled exhaust manifold a heat exchanger in most cases an oil cooler and returns to the suction side of the fresh water cir255culating pump The flow is not necessarily in this order in every model When starting a cold engine most of the external flow to the heat exchanger is prevented by the closed thermostat Some amount of bypass is maintained to prevent overheating in the exhaust manifold As the engine warms up the thermostat begins to open up allowing full flow of engine fresh water through the external cooling system 3 SEA WATER CIRCUIT The sea water flow is created by a positive displacement neoprene impeller pump gear pump in certain special casesNormally the pump draws sea water directly from the ocean via the sea cock and sea water strainer Sometimes a transmission oil cooler or perhaps a Vdrive will be piped on the suction side of the sea water pump Generally it is better to have as few devices on the suction side of the sea water pump as possible to preclude priming difficulties Usually sea water flows directly from the discharge of the sea water pump to the heat exchanger sea water inlet After passing through the tubes of the heat exchanger the sea water may enter a transmission oil cooler if present and if sea water cooled Ultimately the sea water enters a water injected wet exhaust system the most popular type of exhaust system in use In the case of larger engines the sea water flow is divided prior to entering the exhaust systems so that a portion is used to cool the exhaust system Full sea water flow would create unnecessary exhaust back pressure 4 SEA WATER PUMP The sea water pump is self and positive displacement It is a rotary pump with a nonferrous housing and a neoprene impeller The impeller has flexible vanes which wipe against a curved cam plate wi thin the impeller housing producing the pumping action On no account should this pump be run dry There should always be a spare impeller and impeller cover gasket aboard 77 AdobeUCSYOUR NOTES 76 e WIRI NG DIAGRAM SEE NOTE W SENDER oUEL ONLYSEtNOTE OPSENOER NOT USfD SECTION Q ACTIVATION BY KEYSWITCH SCHEMATIC DIAGRAM PREHEAT 75 Q MARINE ENGINE ELECTRICAL SYSTEM BY KEYSWITCH This system is supplied on most Westerbeke engines beginning May 1980 Essentially activation of the circuit is accomplished by the ignition position of the keyswi tch No oil pressure switch is required The engine is preheated by turning the keyswitch to the ON position then depressing the key The engine is cranked by turning the keyswitch to the rightmost momentary position Voltage is maintained to the instruments fuel solenoid or fuel lift pump if supplied and to other electrical devices via the ON position of the keyswitch Models which have a fuel solenoid may be turned off via the keyswitch Models with mechanical fuel lift pumps or no fuel solenoid are stopped by pulling a stop cable Some models have a combined control The circuit is protected by a circuit breaker located on the engine Any time excessive current flows the circuit breaker will trip This is a manual reset breaker which 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 electr ical system is included on the wiring diagram shipped with the engine Be sure to study this wiring diagram and all notes thereon 74 AdobeUCSOTHER OVERHAUL CONTENTS SECTION PAGE MARINE ENGINE ELECTRICAL SYSTEM Q Activation by Keyswitch 74 COOLING SYSTEM EXTERNAL R TRANSMISSIONS S Type HBW Short Profile Sailing Gear 84 Type BW Transrnission 93 Warner Hydraulic 94 Paragon Hydraulic 99 73 YOUR NOTES 72 2 8821102 lbdCheck the injection starting pressure again Oil tightness of valve seat Apply pressure 20 kgcm2 lower than the specified pressure and see if the fuel leaks from the nozzle hole If the fuel leaks it is necessary to disassemble recheck the injector nozzle or replace it injection injection wash and 3 Atomizing condition aSet the nozzle on the nozzle tester bAir bleed by operating the nozzle tester handle several times cKeeping the pressure gauge of the nozzle tester in the condition quickly lower the handle lower the handle as quickly as possible so that a pulsating whistling sound can be heardRepeat this operation several times and check the ato255mizing condition Avoid the spray Make sure that the fuel is atomized uniformly and properly Make sure that the injection angle and direction are normal dIf the atomizing condition is incorrect it is necessary to disassemble wash and recheck the nozzle or to replace it CHECKING INJECTOR NOZZLE Assemble in the reverse order or disassembly Note After assembling the nozzle holder test it Tighten the nozzle nut and cap nut to the specified torque Specified torques Nozzle nut 610 mkg 4372 ftlbCap nut 45 mkg 2936 ftlbFUEL FILTER 1 Replacing fuel filter aRemove the fuel filter cartridge with suitable wrench bApply some fuel to the Or ing on the new filter cartr idge then tighten the filter cartridge fully by hand Do not use a wrench cLoosen the bleeder screw on filter body then bleed the air by pushing the priming pump on top of the filter housing 71 aFuel injection lines bFuel leak line attaching nuts cFuel leak line nozzles eCopper washers 2 Removing nozzle holder Remove in the following order aFuel leak line bInjection lines nuts and nozzle holders dGasket and dust seal 3 Components of injection nozzle 1 Bolt 2 Gasket 3 Nut 4 Gasket 5 Screw 6 Nozzle spring upper seat 7 Spring 8 Push rod 9 Connector 10 Washer 11 Body 12 Nozzle 13 Nut INJECTOR TESTING Test the injectors using diesel fuel at approximate temperature of 20267C 68267F1 Injection starting pressure aSet the injector on the injector pop bAirbleed by pumping the injector pop tester handle several times cSlowly lower the injector pop tester handle and check the value shown on the pressure gauge when injection is started Injection start pressure 135140 kgcm2 1919719908 lbin2If the injection start pressure is not at the specified pressure adjust it Loosen the cap nut on the injector holder and adjust by turning the pressure adjusting screw with a screwdriver aIncrease the injection starting pressure to about 200 kgcm2 2844 lbin2once bGradually lower the injection starting pressure to the spe255cified pressure cWhen the injection starting pressure has been adjusted keep the pressure adjusting screw stationary with a screwdriver passed through the cap nut bolt hole and tighten the cap nut to 45 mkg 70 is considered defective and should be replaced amount of fuel may sometimes remain on the tip however this does not indicate a defect cOperate the tester handle at intervals of second while checking if it injects uniformly overhaul the nozzle or replace it 4 Disassembling and inspecting A very small of the nozzle 46 strokes per If it does not aClamp the nozzle holder in a vise then remove the cap nut bRemove the pressure adjusting screw then pullout the upper seat spring and the push rod cClamp the nozzle holder in a vise remove the nozzle nut then pull the nozzle out dClean the disassembled parts with clean diesel fuel then remove the carbon adhering on the nozzle Note Do not use a metal tool to remove the carbon eAfter cleaning check to see if the needle valve comes down into the valve seat by its own weight when setting the nozzle body upright position and inserting needle valve fCheck that there is no flaw or other damage on mating sur255faces and sliding surfaces of nozzle body and needle valve and if present replace the nozzle assembly 5 Assembling Assemble in the reverse order of disassembly noting the following points aTo assemble the nozzle and nozzle holder first assemble the pressure adjusting nut side and temporarily tighten the nut Mount the nozzle and set the needle valve to proper position then mount the nozzle nut bAfter the nozzle and nozzle holder have been assembled check the injection starting pressure and spray condition Nozzle nut tightening torque 810 mkg 5872 ftlbCap nut tightening torque 45 mkg 2936 ftlb6 Installing Install the nozzle and nozzle holder assembly in the reverse order of removal noting the following points aWhen installing the nozzle and nozzle holder assembly use a new copper washer bTighten the nozzle and nozzle holder assembly to the spe255cified torque Switch back and forth between the nuts do not tighten one completely with the other loose Tightening torque 1624 mkg 116174 ftlbFUEL INJECTION NOZZLE 1 Removing injection nozzle Remove in the following order 69 2 Injection testing aThe injector should be tested on an injector pipe tester for proper spray pattern and pressure setting Injection start pressure 135140 kgcm2 1919719908 Ibin23 Inspecting and adjusting nozzle injection starting pressure Using the nozzle tester check the spray pattern and injection starting pressure of nozzle and if it exceeds the limit adjust or replace the nozzle When using nozzle tester take the following precautions 1 The spray injected from the nozzle is of such velocity that it may may penetrate deeply into the skin of fingers and hands destroying tissue If it enters the bloodstream it may cause blood poisoning 2 If the diesel fuel of the nozzle tester is stained replace it At the same time clean or replace the filter 3 Set the nozzle tester in a clean place where there is no dust or dirt aMount the nozzle and nozzle holder on the nozzle tester bOperate the hand lever of nozzle tester several times to bleed the air in the nozzle line then move the hand lever at intervals of one stroke per second while reading the injection starting pressure Start to injection 135140 kgcm2 19201990 Ibin2cIf the injection starting pressure of the nozzle is not within the limit loosen the cap nut on the nozzle holder insert flat screwdriver through the bolt hole of cap nut then turn the pressure adjusting screw to set the injection starting pressure to 200 kgcm2 2844 Ibin2Then gradually decrease the pressure until the injection starting pressure is 135 kgcm2 1920 Ibin2dAfter the injection starting pressure has been adjusted hold the pressure adjusting screw with flat screwdriver then tighten the cap nut Then check the injection starting pressure again if it does not change 3 Inspecting spray pattern aOperate the hand lever of the nozzle tester at intervals of one stroke per second to check if the fuel is injected correctly in its axial direction A nozzle is defective if it injects fuel in an oblique direction or in several separate strips Also a spray in the form of par255ticles indicates a defect These defects may sometimes be caused by clogging with dust and therefore all parts should be care255fully cleaned before reassembly Care should be taken not to expose ones skin to this spray as it may penetrate the skin and cause the pressure of 115 kgcm2 1635 Ibin2to nozzle by operating the hand lever and check the drips from the nozzle tip If it drips or has a large accumulation of fuel on the bottom it 68 fRemove the measuring device and replace the bolt and gasket and reattach all fuel lines using new sealing washer 6 Installing injection pump Install the injection pump in the reverse order of removal noting the following points aTighten the lock nut of injection pump drive gear to the spe255cified torque Tightening torque 4070mkg 2951 ftlbbAfter the injection pump has been installed loosen the overflow valve and bleed the air by operating the priming pump FUEL INJECTORS 1 Removing fuel injectors aDisconnect the high pressure lines from the injectors and loosen the lines at their attachment to the injection pump and move them out of the way of the inj ectors Avoid bending the lines bRemove the fuel return line in its entirety from the top of the injectors Take care not to lose the two sealing washers and banjo bolt that attaches the fuel return line to each injector cRemove the two nuts and washers that hold the injector on the cylinder head dLift the injector out of the cylinder head Note Clean the area around the base of the inj ector pr ior to lifting it out of the cylinder head to help prevent any rust or debris from falling down into the injector hole If the injector will not lift out easily and is held in by carbon build up or the like work the injector side to side with the aid of an adjustable or open end wrench to free it and then lift it out eThe injector seats in the cylinder head on a copper sealing washer This washer should be removed wi th the inj ector and replaced with a new washer when the injector is reinstalled 67 fRemove the snap ring circlip from the end of the rocker shaft at cylinder No 1 along with the retaining washer gLoosen the rocker arm adjusting bolt so as to allow the arm to be removed from the push rod and slide it off the rocker shaft hPress down on the valve and spring assembly and note that the valve is hitting the top of No 1 piston Then remove the cap keepers and valve springs from the No 1 valve Note Insure the valve moves freely in its guide Take care not to drop keepers down push rod hole iposition a dial indicator gauge on the valve stem and with the front crankshaft pulley nut rock the crankshaft and clockwise to locate exact TDC of the compression stroke for No 1 piston and then zero the dial indicator gauge to the valve stem The gauge should be able to measure up to 300 inch of valve movementjTurn the crankshaft the indicator shows the drop to be at 264 inch is 30 degrees BTDC until valve This kInstall the measuring r 0205 52mm BTDC f device Diesel Kiki 578283520in the bolt hole of the injection pump distributor head Refer to step cInsure that the feeler needle of the measur ing device is in contact with the plunger inside of the pump Zero the measuring device scale 1Turn the crankshaft in the direction of normal rotation until the No 1 piston is at TDC by referencing the indicator on the valve stem mThe measuring device indicator needle should move 1 00 rom from the zero setting Beginning of static injection Cam lift 100 rom 00394 inNote If the measuring device shows movement at the plunger to be more or less than specified above the injection pump must be adjusted to correct the movement 5 Adjusting the injection pump aDisconnect the fuel supply and return line connections from the pump bDisconnect the support bracket at the back of the injection pump as it attaches to the lube oil filter adapter cLoosen the two injection pump hold down nuts that secure the injection pump to the engine dRotate the injection pump either towards the engine or away from the engine to adjust the measuring device indicator to show 10 rom of movement eSecure the pump by tightening the two hold down nuts 66 FUEL INJECTION PUMP For the disassembling inspecting reassembling and internal adjusting of the injection pump it is recommended that the pump be given to a qualified injection service shop authorized to service Diesel KiKi injection equipment The only adjustment the servicing mechanic should make to the injec255tion pump is the adjustment for engine idle speed 1 Checking Idle Speed aWarm up the engine bRemove any specks on the crankshaft pulley with a clean cloth and place a piece of sui table reflecting tape on the pulley to facilitate use of a photoelectric type tachometer cStart and idle the engine dAim the light of the tachometer onto the reflecting tape to confirm the engine speed eAdjust the idle speed if the engine speed is not within the specified value Normal idle speed 600700 RPM 2 To adjust engine idle speed loosen the lock nut 3of the idle adjustment bolt and turn the bolt clockwise to increase idle speed and to reduce Note Should engine RPM be in question verify tachometer readings as shown at the instrument panel with a mecha255nical or strobe type tachometer at the engine crankshaft idle StJreIY lJCKllttt 3 Inspecting and adjusting injection pump timing aRemove the air intakesilencer assembly bRemove the 4 high pressure injector lines that connect be255tween the injection pump and injectors cRemove the bolt and gasket installed on the distributor head of the injection pump dRemove the valve rocker cover eRotate the crankshaft in normal direction of rotation use front crankshaft pulley nutand place No 1 piston at TDC of its compression stroke Note To verify the rocker arms of No 4 cylinder should be rocking one opening the other closing65 AdobeUCSFRESH WATER CIRCULATING PUMP DISASSEMBLING aRemove the pump pulley boss by using a support and press bRemove the bearing shaft from the impeller and bearing housing by using a support block and press JoJ9r 49063647 cRemove the snap ring with snap ring pliers and press out the water pump shaft from the bearings ASSEMBLING Assemble the water pump in the reverse order of dissassembly taking the following precautions aFill lithium grease lithium base NLGI No2into the following positions Ball bearings Approx 13 space between both ball bearings Space between the ball bearing and water baffle plate bApply thinly engine oil to press fit surface of water seal and press the larger end into the proper aperture of the pump using a tubular mandrel DO NOT ALLOW OIL OR GREASE TO CONTAMINATE THE SURFACES OF THE CERAMIC RING OR THE GRAPHITE SMALL ENDOF THE SPRINGLOADED SEAL cAfter the water pump has been assembled check if the pump shaft rotates smoothly 64 42 Install oil and water senders and switches See Figure for locations43 Install starter motor 44 Install breaker panel and preheat solenoid 45 Reinstall engine electrical harness 46 Mount complete exhaust tank to cylinder head Torque mounting bolts 2733mkg 2024 ftIb47 Install new hose connections and clamps for cooling system 48 Reinstall the marine transmission and fill with proper lubricant 49 Fill the engine cooling system with antifreeze mixture and the engine oil sump with lube oil API spec CC or betterThe engine should be test run under load prior to reinstalling At this time readjust the valve clearances on the hot engine 63 30 Install the intake manifold Tightening torque 1 624 mkg 116174 ftlb31 Mount the fuel filter assembly 32 Install the fuel inj ection nozzles and fuel over flow pipe Use new sealing washers throughout in the same order as were the old washers Injection nozzle hold down nuts torque 1624 mkg 116174 ftlb33 Install the glow plugs and connectors Glow plug tightening torque 1015 mkg 72108 ftlb34 Mount the rocker arm cover and crankcase vent hose Rocker arm cover tightening torque 025040 mkg 1 829 ftlb35 Connect the fuel line to the engine mounted fuel filter and the line to the injection pump Use new sealing washers36 Connect the high pressure injector lines from the injection pump to injectors Reinstall line clamp Torque attaching nuts 2530 mkg 1822 ftlb37 Install the bellhousing 38 Install the air intake silencer 39 Mount the engine heat exchanger and engine oil cooler on the flywheel bellhousing 40 Install the alternator and drive belt Insure the belt is in proper alignment with the fresh water circulating pump pulley and crankshaft pulley Check tension 41 Install the raw water pump and drive belt proper alignment with the crankshaft pulley 62 Insure that it is in Check tension 1 8 AdobeUCS18 Install the two tubular dowels adjacent to cylinders 1 and 4 if they were removed earlier during disassembly position the gasket on cylinder block Do not use any liquid seal or cement 19 position the cylinder head 20 Insert the pushrod Check if push rod is securely set in the tap255pet concavity eamQbe 21 position the valve cap on the top of valve stem 22 Install the rocker arm assembly onto the cylinder head Remember that the end of the rocker shaft having the pin occupying the slot in 1 rocker support points toward the front fan pulleyend of the engine 23 Tighten the cylinder head bolts Tighten the cylinder head bolts evenly in the sequence shown in the figure Tightening torque 118125 mkg 8590 ftlb60 14 position the oil pan gasket set aposition the gasket ends Aon the gaskets Band ebApply the sealing agent on mating surfaces of gasket and that between the cylinder block and the timing gear case 15 Install the oil pan 256 251 Tightening torque 160230 mkg 1217 ftlb16 Attach the backing plate Tightening torque 3348 mkg 239347 ftlb17 Install the flywheel aInstall the flywheel onto the rear end of the crankshaft bInstall the tabwasher plate PN 31166and the flywheel bolts and torque the bol ts 225 Bend the tabwasher to lock the bolts in place Tightening torque 8085 ftIb cTighten the front crankshaft pulley bolt Tightening torque 3540 mkg 253289 ftIb59 dMount the injection pump on the gear case then tighten the pump drive gear attaching nuts Tightening torque 40 70 mkg 29 51 ftlbeInstall the oil deflector on the crankshaft 11 Install the timing gear cover aInstall the bearing housing cover on the timing gear cover bInstall the injection pump drive gear cover on the timing gear cover cInstall the timing gear cover and tighten the timing gear cover attaching nuts and bolts after the crankshaft pulley has been installed temporarily to center the seal Timing gear cover tightening torque 1624 mkg 116174 ftlb12 Install the crankshaft pulley then temporarily tighten the pulley attaching bolt 13 Mount the oil pump Apply the sealing agent on set screw thread and tighten the screw 58 9 Installation of the crankshaft aInsert the tappet into the cylinder block bInsert the camshaft into the cylinder block cInstall the camshaft thrust plate Thrust plate tightening torque 1624 mkg 116174 ftlb10 Install each gear aWhile aligning the timing mark of each gear install the following gears on each position 1Timing gear 2Cam gear 3Idler gear 4Injection pump drive gear bInstall the idler gear thrust plate then tighten the nuts Tightening torque 23 32 mkg 166 231 ftlbcTighten the camshaft gear attaching bolts Tightening torque 64 95 mkg 45 51 ftlb57 Main bearing cap tightening torque 110117 mkg 8085 ftlb5 Install the rear oil seal Apply engine oil to oil seal lip 6 Install the piston and connecting rod assembly aPlace the piston rings so that the ring ends are properly spaced around the circumference of the piston as shown bUsing a ring compressor fit the piston into the cylinder in the position as is shown in Figure cInstall the caps to the connecting rods ensuring that the identification numbers on the cap and connecting rod are matched Cap tightening torque 82 90 mkg 59 65 ftlb7 Install the idler gear spindle Align the oil passages of the idler gear spindle and cylinder block 8 Install the timing gear case Attach the straight edge on the cylinder block then match the surfaces of the timing gear case end and that of the cylinder block If the gasket protrudes from the mating surface cut away the excess with a knife 56 3 Assemble the connecting rod piston and piston rings aArrange the piston and the connecting rod as shown in the figure and using the piston pin installer insert the piston pin through the piston and connecting rod until the piston pin circlips can be fitted bFit the piston pin circlips to their respective grooves 3rd cInstall the piston rings to ring grooves on the piston wi th the inscription mark on ring upward 4 Illstall the crankshaft Note Do not apply oil to the backsides of main bearing shells aFit the main bearings on the cylinder block and the bearing caps respectively Check that the oilways align perfectly wi th those in the block bFit the thrustwashers to the cylinder block so that the oil grooves on thrustwashers face to crankshaft side cPosition the crankshaft to the cylinder block being care255ful not to drop the as the crankshaft settles into place dFit the thrustwasher to the main bearing cap so that the oil grooves on thrustwasher face to crankshaft side Then install the main bearing cap to the cylinder block with arrow mark of the main bearing cap facing the crankshaft pulley side 55 AdobeUCSENGINE ASSEMBLY Take the following precautions A Be careful not to mix bolts and nuts Metric and SAE bolts are used on various engine assemblies B During assembly recheck clearances and insure parts are being assembled in their proper order and facing in the correct direc255tion in relation to the engine block eg pistons piston rings bearings and bearing caps C Apply 1ubr icating oil to moving parts dur ing assembly Insure that moving parts when assembled on the engine rotate or slide and are not subject to binding or excessive tension D If there are mating marks scribed during disassembly reference them correctly for assembly E Use new gaskets lockwashers orings etc F Tighten the bolts and nuts on important parts of engine to spe255cified torques using a reliable torque wrench G Use liquid sealants when required on nuts bolts and gaskets Refrain from using tape sealants 1 Install the valves in cylinder head Using the valve spring lifter arm and pivot assemble the valve lower spr ing seat oil deflector inner valve spring outer valve spring upper spring seat and taper sleeve in this order Note The oil deflector should be installed on the intake valve only spring washer 2 Assemble the rocker arm shaft rocker shaft brackets and rocker arms Note that the front end of the rocker shaft is identified by a pin protruding from the top and a larger oil hole between the supply holes serving 1 and 2 rocker arms This pin fits a slot in the 1 rocker shaft support which prevents the shaft from turning and cutting off the lube oil to the rocker arms and valves 54 Install in the reverse order of removal Oil Pressure 1 Remove the oil pressure sender then install a mechanical oil pressure gauge instead of the sender 2 After warming up the eng ine speed then read the gauge engine set to 2400 RPM oil pressure 3kglcm2 at Z400rpm Oil pressure 35 kgcm2 50 Ibin2or more at 2400 RPM 53 AdobeUCS4 Clearance between outer rotor and pump body Check the clearance between the outer rotor and pump body with a feeler gauge If the clearance exceeds the limit replace the rotor or pump body Clearance limit 03 mm 0012 in5 Clear ance between rotor and pump cover Check the end float of the rotors Place a straight edge across the pump body and measure the clearance between the rotor and straight edge wi th a feeler gauge If the clearance exceeds the limit replace the dr i ve gear dr i ve shaft inner rotor outer rotor and pump body Clearance limit 015 rnrn 0006 in6 Free length of plunger spring Check the relief valve for worn plunger and fatigued spring Spring free limit 40 rnrn 161 inAssembly Assemble in the reverse order of disassembly Note When installing the rotors into the body be sure that the tally marks on the rotors are posi255tioned toward the cover Cover tightening torque 08 12 mkg 58 87 ftlb52 I AdobeUCS6 Timing Gear Cover 1 Inspecting timing gear cover Check the timing gear cover and oil seal for any damage If necessary replace the cover or oil seal 2 Oil seal replacement aTo remove the oil seal use the oil seal puller and installer and pullout the oil seal bTo install apply the engine oil on the outer periphery of the oil seal then press in the oil seal with oil seal puller and installer Rear Oil Seal 1 2 Inspecting oil seal Check the oil seal lip for wear or other damage and if necessary replace it Oil seal replacement aUpon inspection finding the existing seal worn or frayed pick the old seal halves out of their grooves and thoroughly clean the bWi th halfhousing held in a softjawed vise and the seal recess uppermost settle one inch 25 romof the seal wick at each end into the groove Make certain that each end of the seal projects 00100020 inches 025051 rombeyond the joining faces of the twopiece housing IJPperseal housing bolt seBl nOrJsng cramp boft cPress the remainder of the seal wick into the groove starting from the center and working outwards dUsing a suitable round bar roll and press the seal into place in both halfhousings To refit the assembly aThoroughly clean the butt joint between the halfhousings bLightly coat the butt joint faces with a liquid gasket com50 2 Inspecting end play of idler gear Check the end play of the idler gear and if it exceeds the limit replace the thrust plate or idler gear Thrust plate idler gear tightening torque 2332 mkg 166231 ftlbStandard end play 015030 mm 0005900118 in3 Inspecting backlash between gears Check the backlash between each gear and if it exceeds the limit replace the gears Note Before inspecting the backlash check the end play of the idler gear and clearance between the idler gear bushing and spindle Standard 010 017 mm 0004 0007 inBacklash limit 030 mm 0012 inPush Rod 1 Visual inspection 2 Check the push rod for damage on both ends replace it Bend inspection Check the push rod for bend and if it exceeds the limit replace it Bend limit 019 mm 00075 in49 If it is severe Camshaft gear tightening torque 6495 mkg 4669 ftlb7 Inspecting camshaft end play Measure the end play of camshaft with the thickness gauge and if the end play is more than the limit replace the thrust plate End play limit 03 rom 0012 inIdler Gear and Idler Gear Spindle 1 Visual inspection aCheck the damage on bushing inner surface of idler gear and the spindle sliding surface and if necessary replace the idler gear or spindle bCheck the oil passage for clogging and if necessary clean the passage with compressed air or wire 2 Inspecting clearance between bushing and spindle Check the clearance between the idler gear bushing and the spindle and if it exceeds the limi t replace the idler gear or spindle Clearance Standard 00340084 rom 0001300033 inLimit 015 rom 0004 inGears 1 Visual inspection Check each gear tooth for 48 cracks or other damage 2 Inspecting cam height Measure the cam height it is less than the replace the camshaft Cam height limit 42478 mm 16724 inand if limit 3 Inspecting camshaft journal Check the camshaft journal and if wearing exceeds the limi t replace the camshaft No 1 No 2 No 3 No 4 Diameter of Journal 51910 51940 mm 20437 20449 in51660 51690 rom 20339 20351 in51410 51440 rom 20240 20252 in51160 51190 mm 20142 20154 in4 Inspecting camshaft oil clearance Wear Limit 0008 mm 00003 inCheck the oil clearance of camshaft by measuring the camshaft bore in the cylinder block and camshaft journal diameter If the oil clearance is more than the limit replace the camshaft or cylinder block Oil clearance limit 0145 rom 00057 in5 Inspecting camshaft runout Check the camshaft runout and if it exceeds the limit replace the camshaft Runout limit 008 mm 0003 in6 Camshaft front bearing replacement aMount the camshaft assembly in a vise equipped with copper or aluminum plate then remove the bolt 1lock plate 2cam gear 3thrust plate 4bearing outer face 5and key 6bUsing a press press out the bearing cCheck the removed parts for wear or other damage and replace the parts as necessary dInstall the bearing onto the camshaft with a press eAssemble the thrust plate and camshaft gear onto the camshaft 47 Undersize bearing 0254 mm 001 in0508 mm 002 in0762 mm 003 inUndersize bearing 0254 mm 001 in0508 mm 002 in0762 mm 003 in4 Inspecting crankshaft end play Crank pin diameter 5686856871 mm 2238922391 in5660456617 mm 2228522312 in5635056363 mm 2218522191 inMain journal diameter 6955869571 mm 2738527391 in6930469317 mm 2718227291 in6905069063 mm 2718527191 inCheck the end play of the crankshaft and if the end play exceeds the limit replace the thrustwasher with 0178 mm 0007 inover255size Standard End play limit 014 039 mm 00055 00153 in040 mm 00157 in5 Inspecting main bearing Check the main bear ing for peeling seizure or fusion and if necessary replace the bearing 6 Inspecting main bearing clearance Using the p1astigauge measure the oil clearance and if it exceeds the limit replace the main bearing Main bearing cap Tightening torque 110117 mkg 8085 ftlbOil clearance Standard Limit Camshaft 1 Visual inspection 00590090 mm 0002000040 in012 mm 0005 inCheck the camshaft for cracks and damage If necessary replace the camshaft 46 Crankshaft 1 2 Visual inspection aCheck the crankshaft for cracks necessary replace the crankshaft bCheck for clogging of oil passages with compressed air or wire Runout inspection Check the cr ankshaft and if it exceeds the replace the crankshaft runout limit or other damage If and if clogged remove t1IInkslmt runout Runout limit 005 mm 00012 in3 Inspecting crank pin and jour255nal Measure the diameter of each cr ank pin and cr ankshaft main journal and if the diameter is less than the 1imi t ref inish the crank pin and main journal to size for the next undersize bearing Crank pin standard diameter 57112 57125 mm22485 22491 inMain journal standard diameter 69812 69825 mm 27485 27491 inNote limit 005 mm 0002 inWear limit 005 mm 0002 in1For the measurement on both crank pin and main journal measure them at vertical and horizontal directions on front and rear places 2When refinishing the crankshaft finish nR portion as shown in the figure 3Refer to the table for refinishing dimensions of crankshaft where undersize bearing is used 45 AdobeUCS4 Small end bushing replacement aUsing a press press out the bushing bAlign the oil passages of the connecting rod and the small end bushing press in the bushing to the connecting rod bore cAfter a small end bushing has been replaced ream the bushing bore to obtain the spe255cified clearance between the small end bushing and the piston pin 5 Inspecting connecting rod side play Check the connecting rod side play wi th the dial gauge and if it exceeds the limit replace the connecting rod and crankshaft Side play limit 040 rom 0016 in6 Inspecting connecting rod bearing Check the connecting rod bearing for peeling and thermal damage If it is severe replace the bearing 7 Inspecting connecting rod bearing clearance Using the plastigauge measure the oil clear ance of the con255necting rod bearing and if it exceeds the limit replace the connecting rod bearing Connecting rod cap Tightening torque 7880 mkg 5658 ftlbOil Clearance Standard 00120031 rom 0000500012 inLimit 005 mm 0002 in44 liner bMeasure the piston ring end gap and if it exceeds the limit replace the ring Piston ring end gap limit 15 mm 0591 inBe sure to position the piston ring below the ring sliding surface of the cylinder liner Connecting Rod 1 Visual inspection Check the connecting rod for cracks or other damage and if necessary replace it 2 Bend inspection Using a connecting rod aligner check the bend and twist of the connecting rod and if exceeding the limit repair it with a press or replace it Bend limit 005 mm 0002 inper 100 mm 39 in3 Inspecting clearance between the piston pin and small end bushing Check the clearance between the piston pin and the small end bushing and if it exceeds the limi t replace the piston pin or small end bushing Clearance Standard 00120039 mm 0000500015 inL im it 0 225 05 mm 0 225 00 2 in43 twist th8tJle 1 I 1 JJ2 10179 odd05oOO7mm 1 I aAttach the cylinder liner puller and installer to the lower rim of the cylinder liner then press out the liner bCheck for scr atches on the cylinder block side and if any remove them by using extremely fine emery paper with engine oil cTo install the liner apply the engine oil on the cylinder block bore and the liner exter ior then set the liner on the cylinder block dUsing the cylinder liner puller and installer press the liner into the cylinder block Note 1Press in the liner straight 2When press fitting the liner keep the pressure within a range of 13 tons 22006600 IbeMeasure the liner protrusion and correct it if necessary Protrusion 01010000 rom 0004000000 inPiston and Piston Ring 1 Visual inspection 2 Check the sliding surface and ring groove of piston for wear scratches or any other damage Inspecting clearance between piston and cylinder liner aCheck the clearance be255tween the piston and the cylinder liner by measuring the cylinder bore and piston diameter and if the clearance exceeds the limit replace the cylinder liner or piston bTo measure the piston diameter measure 18 mm 07 inabove from the piston bot255tom at right angle to the piston pin o measure I cii8117terTI here tV 071 18mm Piston and cylinder clearance 00440070 rom 0001700028 inStandard piston diameter 8887288898 rom 34793500 in3 Piston ring inspection Check the piston ring for breaks seizure and wear and if any of these conditions exist replace the ring 4 Inspecting clearance between piston ring and ring groove Check the clearance between the piston ring and the ring groove and if it exceeds the limit replace the ring Clearance limit 030 rom 00118 in5 Inspecting piston ring end gap aPosition the piston ring into the bottom of the cylinder 42 12Clearance Standard 00160061 mm 0000600024 inLimit 007 mm 0003 in3 Rocker arm bushing replacement aUsing the suitable man255drel press out the bushing bAligning the oil passages of the rocker arm and bushing press the bushing into the rocker arm cAfter the rocker arm bush255ing has been replaced ream the bushing bore with a reamer so that the clearance between the bushing and shaft becomes equal to the standard clearance Tappet 1 Visual inspection 2 aCheck the tappet for cracks and other damage and if damaged replace the tappet bCheck portion of with cam abnormally tappet for abnormal wear of tappets that contact and if anyone is worn replace the limit OQ04OOmm Inspecting clearance between tappet and tappet bore Check the clearance between the tappet and tappet bore and if the clearance is greater than the limit replace the tappet or cylinder block Clearance Limit 010 mm 0004 in40 AdobeUCSValve Guide 1 Inspecting clear ance between valve and guide Check the clearance between the valve stem and the valve guide If the clearance is more than the limit replace the valve or valve guide Limit 0127 rom 0005 in2 Valve guide replacement aTo remove the valve guide press out the valve guide towards the combustion chamber side using the valve guide installer bUsing the valve guide installer press in the valve guide into the cylinder head until the valve guide height reaches the indicated scale on the valve guide installer Note Be sure to press in the valve guide so that the inside chamber on the valve guide end faces to combustion chamber side Valve guide remover and installer tool 49 0636 l65A 49 0636 165 Rocker Arm 1 Visual inspection aCheck each component part of rocker arm assembly for cracks or other damage bCheck if oil passages of rocker arm and shaft are clogging and if necessary repair or replace it 2 Inspecting clearance between rocker arm and shaft Check the clearance between the rocker arm and shaft and if it exceeds the limit replace the rocker arm bushing or shaft 39 Valve Spring 1 Free length check 2 Measure the free length of the valve spring and if free length is less than the limit replace it Limit Inner spring 436mm 1717 inOuter spring 529mm 2083 inSquareness check Check the squareness of the valve spring and if it is more than the limit replace the spring Limit Inner spring 125mm 0049 inOuter spring 137mm 0054 in3 Fitting pressure check Check the valve spring fitting pressure with a valve spring tester and if the pressure is less than the limit replace the spring Note Measure the fitting pressure after compressing the spring several times Inner spring squarelf8SS limit valve spring tester Outer spring Fitting length Fi tting pressure limit 378 mm 149 in103 kg 227 lb403 mm 159 in145 kg 320 lb38 Valve Seat Note Valve seat inserts cannot be fitted to this engine 1 Valve seat angle aValve seat angle is 45267 and 30267 respectively for intake and exhaust sides The stan255dard contact width of valve seat is 20 mm OOS infor both intake and exhaust sides bIf the valve margin is less than the permissible limit replace the valve Valve margin limit 135 rom 0053 in2 Stem wear inspection If the valve stem is bent or its diameter is less than the limit replace the valve Stem diameter limit intake Intake 7SS0 rom 03102 inExhaust 7S67 mm 03097 in37 exHaust ENGINE INSPECTION AND REPAIR Cylinder Head 1 Visual inspection Check the cylinder head for cracks or any other damage and if necessary repair or replace it 2 Distortion inspection aMeasure the cylinder head surface distortion with a straight edge and the thickness gauge Take 6 measuring positions as shown in the figure bIf the distortion exceeds permissible limit replace the cylinder head The head has no allowance for planing and must be replaced not limit 12 010 mrn 0004 in3456 025 mrn 0010 in3 Insert inspection Check for cracks or damage on the insert and if detected replace it 4 Insert replacement aTo remove the insert place a suitable drift into the injection nozzle hole then tap the drift with a hammer bTo install set the insert in position and insert the welch washer into the insert guide hole Secure the welch washer by tapping the raised center of the welch washer Note 1Use new welch washer 2Insert the welch washer so that its convex surface is toward the cylinder head gasket side 3After installation check to see if the inser t is com255pletely fixed in place 36 256 DlecJmbustiQR cmrber AdobeUCS37 Disassemble the piston assembly aUsing the piston ring remover rings remove the piston bRemove the wrist pin snap rings ca nylon drift drive the wr ist pin from the piston and rod Note If the piston pin is tightly fitted heat the piston head with the aid of a hot plate or similar device 35 34 Remove the crankshaft 35 Remove each valve from the cylinder head appropriate valve spring compressor to aid Arrange or label valves so as to replace them in guide from which they were removed 36 Disassemble assembly the rocker arm 34 assembly Use in disassembly the cylinder and 24 With a suitable puller remove crankshaft gear and key 25 Remove camshaft gear using a suitable puller 26 Turn the engine over and remove the oil pan 27 Loosen the set screw 1then remove the oil pump assembly 28 Remove the camshaft carefully Insure that all the pushrod tap255pets are seated into the engine block prior to attempting to remove the camshaft from the block 29 Remove the timing gear case from the front of the engine block Discard the old gasket 30 Remove the rear oil seal 31 Remove the connecting rod bearing caps 32 Remove the piston and connecting rod assemblies from the top of the cylinder block 33 Remove the main bearing caps Note Mark bearing caps to insure proper reassembly 33 Note Take care not to drop nut and washer into timing gear case dPlace the keyway on the injection pump shaft in the 12 00 pos i tion wi th the aid of the front cr ankshaft pulley bolt before attempting to remove the injection pump eWith the use of extractor 49 SEOI 157 apply sufficient pressure to loosen the pump from the keyed gear The loose hold down nuts will prevent the pump from falling from the engine Note If an extractor is not available replace the nut on the injection pump shaft loosely and with a nylon dr ift and hammer gently tap the injection pump shaft to dislodge it from the keyed drive gear fOnce loosened remove the hold down nuts 3and washers and carefully withdraw the pump from the dr i ve gear and eng ine so as to avoid losing the injection pump drive key inside the timing case 20 Remove the front crankshaft pulley attachment bolt with the aid of a 38 mm socket and draw the pulley off the front crankshaft 21 Remove the front timing gear cover 22 Remove the injection pump drive gear Iand the oil baffle plate 223 Remove the centr al idler gear and idler gear spindle 32 cRemove the push rods Label each rod as to which valve it belongs dLift the cylinder head off the engine 18 Remove the oil filter assembly 19 Removal of the injection pump Note Scribe mating marks on pump body flange and the timing gear case before removal aRemove the cover 1and the lock nuts 2bLoosen the two inj ection pump hold down nuts 3Do not remove entirely The hold down nut on the engine side of the pump can be gotten at by using a 14 universal socket and extension with ratchet cRemove the nut 4and lockwasher 5from the injection pump shaft 31 AdobeUCS12 Remove the air intake silencer 13 Remove all the high pressure injector lines from the injection pump to the injectors Leave the two upper line clamps in place Note Cap ends of the lines and the connections at the injection pump and at the injectors to prevent entry of foreign material 14 Remove the intake manifold 15 aRemove the fuel return line from the top of the injectors and from the fuel injection pump Note washer arrangement on fuel return line banjo bolts Cap all openings on fuel return line injectors and injection pumpbRemove the fuel injectors dust seals and sealing washers from the cylinder head cRemove the glow plugs 16 Remove the crankcase breather hose and rocker arm cover 17 Remove the cylinder head Note Loosen the cylinder head bolts equally and gradually in the order shown in the figure aRemove the rocker arm assembly bRemove the valve stem caps so as not to lose them when removing the cylinder head Label each cap as to which valve it belongs 30 eRemove transmission damper plate fRemove flywheel 6 Remove engine backing plate 7 Unbol t elbows at head and remove the exhaust manifold in its entirety 8 Remove the engine alternator and sea water pump 9 Remove the engine mounted fuel filter and fuel line to injection pump Note arrangement of sealing washers on banjo bolts at fuel filter and injection pump10 Remove the thermostat cover and the thermostat Leave temperature sending unit in place 11 Remove the fresh water circulating pump 29 ENGINE DISASSEMBLY Take the following precautions A Clean the exterior of the engine of any deposits of dirt and oil B Be careful not to damage each disassembled component part C Arrange parts in the order of disassembly Mark or label parts as needed to insure proper mating and reassembly Keep parts clean 1 Mount the engine on a suitable engine stand for disassembly 2 Drain the engine oil coolant from the engine heat exchangers and and 3 Drain all lubricant from the transmission 4 Remove engine wiring harness in its entirety Label terminal connections to insure proper reattachment 5 aRemove marine transmission and related hardware bRemove starter motor I I I I I I I I I I I I I I I I I cRemove engine heat exchanger and engine oil cooler If possible leave one end of each hose connection attached to the part being removed dRemove engine bellhousing 28 AdobeUCSENGINE OVERHAUL The following sections contain detailed information relating to the proper opera255tion of the major com255ponents and systems of the eng ine Included are disassembly rework and reassembly instructions for the guidance of suitably equipped and staffed marine engine service and rebuilding facilities The necessary procedures should be under255taken only by such facilities Addi tional operating are included in the Operation Section of this manual Any replacements should be made only with genuine Westerbeke parts 27 YOUR NOTES 26 LUBRICATING OILS Lubricating oils are available for Westerbeke Diesel engines which offer an improved standard of performance to meet the requirements of modern operating conditions such as sustained high speeds and These oils meet the requirements of the U S Ordnance Specifications MILL2104B API Service CCAny other oils which also conform to these specifications but are not listed here are of course also suitable COMPANY BRAND American Oil Co American Supermil Motor Oil BP Canada Ltd BP Vanellus BP Vanellus Chevron Oil Co RPM DELO Multi service Oil Cities Service Oil Co CITGO Extra Range Continental Oil Co CONOCO TRACON OIL Gulf Oil Gulflube Motor Oil Corporation XHD Mobil Oil Company Delvac 1200 Series Shell Oil Company Shell Rotella TOil Sun Oil Company Subfleet MILB Texaco Inc Ursa Oil Extra Duty 2S SAE DESIGNATION 02674S267F 4S26780267F OVER 80267F lOW lOW 10W30 lOW lOW lOW lOW 1210 lOW lOW lOW 20W20 20W20 10W30 20W20 20W20 20W20 20W20 1220 20W20 20W20 20W20 30 30 10W30 30 30 30 30 1230 30 30 30 storing the battery the battery terminals and cable connectors should be treated to prevent corrosion Recharge battery every 30 days 15 Check alignment 24 CAUTION The use of different brands of lubricating oils during oil changes has been known to cause extensive oil sludging and may in many instances cause complete oil starvation 6 start eng ine and run for 3 or 4 minutes stop eng ine and check oil filter gasket for leaks Check oil sump level This is important as it may be necessary to add oil to compensate for the oil that is required to fill the eng ine s internal oil passages and oil filter Add oil as necessary See Note IMPORTANT NOTE IT IS MANDATORY THAT THE CHECKS 3 4 TOTAL OPERATING TIME REACHES 150 HOURS IS REACHED BEFORE END OF SEASON 5 AND 6 BE ATTENDED TO WHEN IN SOME INSTANCES THIS TOTAL 7 Clean Air Filter if supplied Most models have an air silencer that does not require cleaningThe time period for replacing the air filter depends on operating conditions therefore under extremely dirty conditions the seasonal frequency should be increased The correct time periods for replacing the filter will greatly assist in reducing bore wear thereby extending the life of the engine 8 Check engine for loose bolts nuts etc 9 Check sea water pump for leaks 10 Wash primary filter bowl and screen If filter bowl contains water or sediment filter bowl and secondary oil fuel filter need be cleaned more frequently 11 Replace secondary fuel filter element 12 Replace air filter 13 Change the fluid in the transmission Refer to the Transmission Section of this manual for details END OF SEASON SERVICE 1 Drain fresh water cooling system by removing the surge tank pressure cap and opening all water system petcocks 2 Remove zinc rod usually located in heat exchangerand see if it needs replacing The zinc rod will take care of any electrolysis that may occur between dissimilar metals Insert new zinc if necessary 3 Fill fresh water cooling system with antifreeze of a reputable make Refer to Cold Weather Precautions4 Start engine When temperature gauge indicates l7S267F shut engine down and drain lubricating oil Remove and replace filter Fill sump with High Detergent Lubricating Oil 5 Carefully seal air intake opening with waterproofed adhesive tape or some other suitable medium 6 Seal the exhaust outlet at the most accessible location as close to the engine as possible 7 Remove injectors and spray oil into cylinders 8 Replace inj ectors with new sealing washer under each inj ector Turn engine slowly over compression 9 Top off fuel tank completely so that no air space remains thereby preventing water formation by condensation 10 Leave fuel system full of fuel 11 Change fuel filters before putting the engine back in service 12 Wipe engine with a coat of oil or grease 13 Change fluid in transmission Refer to the Transmission Section of this manual for details 14 Disconnect battery and store in fully charged condition Before 23 MAINTENANCE PERIODIC ATTENTION After you have taken delivery of your engine it is important that you make the following checks right after the first fifty hours of its operation Note Transmissions generally require fluid change after the first 25 to 30 hours of operation Refer to the Transmission Section of this manual for details FIFTY HOUR CHECKOUT INITIALDo the following 1 Retorque the cylinder head bolts 2 Retorque the rocker bracket nuts and adjust valve rocker clearance 3 Check and adj ust if necessary the forward drum assembly and the reverse band on manual SAO and SAl transmissions 4 Change engine lubricating oil and oil filter 5 Check for fuel and lubricating oil leaks Correct if necessary 6 Check cooling system for leaks and inspect water level 7 Check for loose fittings clamps connections nuts bolts vee belt tensions etc Pay par255ticular attention to loose engine mounts engine mount fittings These could cause misalignment DAILY CHECKOUT Do the following 1 Check the sea water strainer if one has been installed 2 Check water level in cooling system 3 Check lubricating oil level in sump Fill to highest mark on dipstick 4 Turn down grease cup on water pump if used one full turn 5 Check fluid level in transmission Fill to highest mark on dipstick with proper fluid SEASONAL CHECKOUT MORE OFTEN IF POSSIBLEDo the following 1 Check gener at or alternator proper tension and sea water pump nV belts for 2 Check water level in battery 3 Change oil in sump See Note 4 Replace lubricating oil filter Figure 2 See Note 5 Fill sump with diesel lubricating oil to highest mark on Refer to Specification page for proper quantity of oil Overfill See Note 22 dipstick Do Not TEN MUST RULES IMPORTANT IMPORTANT IMPORTANT 225225225 for your safety and your engines dependability ALWAYS 1 2 3 4 5 NEVER 6 7 8 9 10 Keep this Manual handy and read it whenever in doubt Use only filtered fuel oil and check lube oil level daily Check cooling water temperature frequently to make sure it is 190267 or less Close all drain cocks and refill with water before starting out Investigate any oil leaks immediately Race the engine in neutral Run the engine unless the gauge shows proper oil pressure Break the fuel pump seals Use cotton waste or fluffy cloth for cleaning or store fuel in a galvanized container Subject the engine to prolonged overloading or continue to run it if black smoke comes from the exhaust 21 9 Do not be alarmed if temperature gauges show a high reading following a sudden stop after engine has been operating at full load This is caused by the release of residual heat from the heavy metal masses near the combustion chamber Prevention for this is to run engine at idle for a short period before stopping it High temperature reading after a stop does not necessarily signal alarm against restarting If there is no functional dif255ficulty temperatures will quickly return to normal when engine is operating 20 7 Reverse Operation Always reduce shifting gears However when the will carry full engine load engine to idle transmission is speed when engaged it NOTE The SAO transmission requires that when backing down the shift lever must be held in the reverse position since it has no positive overcenter locking mechanism STOPPING THE ENGINE 1 Position shift lever in neutral 2 Idle the engine for 2 to 4 minutes to avoid boiling and to dissi255pate some of the heat 3 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 engine 4 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 position 5 Close the seacock 6 Disconnect power to system with battery switch OPERATING PRECAUTIONS 1 Never run engine for extended periods when excessive overheating occurs as extensive internal damage can be caused 2 DO NOT put cold water in an overheated engine cylinder head block or manifold 3 Keep intake silencer free from lint etc It can crack the 4 Do not run engine at high RPM without clutch engaged 5 Never Race a Cold Engine as internal damage can occur due to ina255dequate oil circulation 6 Keep the engine and accessories clean 7 Keep the fuel clean Handle it with extreme care because water and dirt in fuel cause more trouble and service life of the injection system is reduced 8 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 19 and add PREPARATION FOR STARTING 1 Check water level in expansion tank below the top of the tank when cold 2 Check the engine sump oil level 3 Check the transmission fluid level It should be to 2 in 4 See that there is fuel in the tank and the fuel shutoff is open S Check to see that the starting battery is fully charged all electrical connections are properly made all circuits in order and turn on the power at the battery disconnect 6 Check the seacock and ensure that it is open STARTING THE ENGINE COLDMost Westerbeke marine diesel engines are equipped with a cold starting aid to ease in the starting of your engine when cold 1 Check to see that the stop lever if installedis in the run position 2 Place the throttle in the fully open position 3 Press the Preheat button in and hold for 15 to 20 seconds 4 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 pressure 5 If the engine fails to start in 20 seconds release start switch and preheat for an additional 15 to 20 seconds then repeat step 4 6 As soon as the engine starts release the start switch and the preheat button and return the throttle to the idle position immediately CAUTION Do not crank the engine more than 20 seconds when trying to start Allow a rest period of at least twice the cranking period bet255ween the start cycles Starter damage may occur by overworking the starter motor and the backfilling of the exhaust system is possible STARTING THE ENGINE WARMIf the engine is warm and has only been stopped for a short time place the throttle in the partially open position and engage the starter as above eliminating the preheat step 17 AdobeUCSFigure 3 Figure 4 Figure 5 16 Figure 6 Figure 7 Typical Mechanical Fuel Lift pump the the BLEEDING PROCEDURES BY MODEL 1 Initial Engine Startup Engine stoppage due to lack of fuela Insure that the fuel tanks 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 used The above procedures are basic for all initial engine startups or for engines stopping due to lack of fuel WESTERBEKE W7 AND WPD4 GENERATOR 3600 RPMFigure 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 Awith firm strokes on the lift pump priming lever bleed until fuel free of air bubbles flows from this point Stop priming and gently tighten the bleed screw 2 With a 58 open end wrench loosen one to two turns the nut securing the injector line to the injector Bleed point BDecompress the eng ine wi th the lever on the top of the cylinder head Crank the engine over with the starter W7 ensure that the engine stop lever is in the run position and the throttle is full open4KW use the defeat position while crankingCrank the engine until fuel spurts by the nut and line stop cranking and tighten the 58 nut and proceed with normal starting proce255dures WESTERBEKE W30 Figure 2W40 WPOlO 15 Figure 3W50 WEO 15 Figure 4W80 BR 30 Figure 5W120 BR 45 Figure 51 Open the banjo bolt on top of the engine mounted secondary fuel fil ter 12 turns Bleed Point AWith 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 bolt 2 On the fuel inj ection pump body is a 516 bleed screw Bleed Point BThis may be mounted on a manifold with a pressure swi tch Open th is one or two tur ns do not remove itand wi th the priming lever bleed until fuel free of air bubbles flows stop priming and tighten the bleed screw 3 On the control cover of the injection pump Bleed Point Cis 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 injection pump 14 PREPARATION FOR FIRST START The engine is shipped dry 225225225 with lubricating oil drained from the crankcase and fluid from the transmission Therefore be sure to follow these recommended procedures carefully before starting the engine for the first time 1 Remove oil filler cap and fill oil sump with heavy duty diesel lubricating oil to the highest mark on the dipstick See table under Maintenance for an approved lubricating oil Do not overfill Select an approved grade from the listing and continue to use it 2 Fill the reverse gear to the highest mark on the dipstick with TYPE A transmission fluid Do not overfill Refer to the Transmission Section of this manual for details Engine oil is not recommended because it can foam and it can con255tain additives harmful to some transmissions If the engine is equipped with a Vdrive fill to the full mark on the dipstick with the recommended lubricant specified on the data tag on the Vdrive housing 3 Fill fresh water cooling system with a 5050 antifreeze solu255tion only after opening all petcocks and plugs until all entrapped air is expelled Fill surge tank to within one inch of the top Check this level after engine has run for a few minutes If trapped air is released the water level may have dropped If so refill tank to within one inch of top and replace filler cap 4 Ensure battery water level is at least 38 above the battery plates and battery is fully charged so that it is capable of the extra effort that may be required on the first start 5 Fill fuel tank with clean diesel fuel oil No 2 diesel fuel oil is recommended The use of No 1 is permissible but No 2 is pre255ferred because of its higher lubricant content NOTE If there is no filter in the filler of the fuel tank the recommended procedure is to pour the fuel through a funnel of 200 mesh wire screen 6 Fill grease cup on the sea water pump if present with a good grade of water pump grease FUEL SYSTEM The fuel injection system of a compression ignition engine depends upon very high fuel pressure during the injection stroke to function correctly Relatively tiny movements of the pumping plungers produce this pressure and if any air is present inside the high pressure line then this air acts as a cushion and prevents the correct pressure and therefore fuel injection from being achieved In consequence it is essential that all air is bled from the system whenever any part of the system has been opened for repair or servicing 13 at engine and transmission must be securely mounted After linkages are completed check the installation for full travel making sure that when the transmission control lever at the pilot station is in forward neutral and reverse the control lever on the transmission is on the respective detent Check the throttle control lever and the stoprun lever on the fuel injection pump for full travel Some models do not require a stop cable because they have either a fuel solenoid or an electric fuel pump Examples of such models are the W58 and the W52 12 for the supply line and the return line Run the tubing in the longest pieces obtainable to avoid the use of unnecessary fittings and connectors The shut off valve in the line between the fuel tank and engine should be of the fuel oil type and it is important that all joints be free of pressure leaks Keep fuel lines as far as possible from exhaust pipe for minimum temperature to eliminate vapor locks The fuel piping leading from the tank to the eng ine compartment should always be securely anchored to prevent chafing Usually the copper tubing is secured by means of copper straps The final connection to the eng ine should be through flexible rubber hoses ELECTRIC PANEL The Westerbeke allelectric panel utilizes an electronic tacho255meter with a builtin hourmeter Tachometer cables are no longer required except for the Skipper mechanical panel Mounted on the panel are a voltmeter water temperature gauge and oil pressure gauge Each instrument is lighted The allelectric panel is isolated from ground and may be mounted where visible It is normally prewired ELECTRICAL EQUIPMENT Most Westebeke eng ines are supplied prewired and with plugin connectors Never make or break connections while the engine is running Carefully follow all instructions on the wiring diagram supplied especially those relating to fusecircuit breaker Starter batteries should be located as close to the engine as possible to avoid voltage drop through long leads It is bad practice to use the starter batteries for other services unless they require low amperage or are intermittent In cases where there are substan255tial loads from lights refrigerators radios depth sounders etcit is essential to have a complete separate system and to provide charging current for this by means of a second alternator or alternator output splitter Starter batteries must be of a type which permits a high rate of discharge Diesel follow the recommended wire sizes shown in the wiring diagrams Plan installation so the battery is close to the engine and use the following cable sizes 1 for distances up to 8 feet 10 for distances up to 10 feet 20 for distances up to 13 feet 30 for distances up to 16 feet MECHANICAL CONTROLS The recommended practice is to have the stoprun lever loaded to the run position and controlled by a sheathed cable to a pushpull knob at the pilot station The throttle lever should be connected to a Morse type lever at the pilot station by a sheathed cable The transmission control lever may be connected to the pilot sta255tion by a flexible sheathed cable and controlled by a Morse type lever The singlelever type gives clutch and throttle control with full throttle range in neutral position The twolever type provides clutch control with one lever and throttle control with the other Any bends in the control cables should be gradual End sections 11 Checking The Back Pressure 1 Exhaust pipe flange 2 Exhaust line 3 Transparent plastic hose partly filled with water Measurement A may not exceed 39 for normally aspirated engines and 195 for turbocharged engines WATER CONNECTIONS Seacocks and strainers should be of the full flow type at least one size greater than the inlet thread of the sea water pump The str ainer should be of the type which may be wi thdr awn for cleaning while the vessel is at sea Water lines can be copper tubing or wirewound reinforced rubber hose In any case use a section of flexible hose that will not collapse under suction between the hull inlet and engine and between the outlet and the exhaust system This takes up vibration and per255mits the engine to be moved slightly when it is being realigned Do not use street elbows in suction piping All pipe and fittings should be of bronze Use sealing compound at all connections to prevent air leaks The neoprene impeller in the sea rawwater pump should never be run dry FUEL TANK AND FILTERS Fuel tanks may be of fiberglas monel aluminum plain steel or terne plate If made of fiberglas be certain that the interior is gel coated to prevent fibers from contaminating the fuel system Copper or galvanized fuel tanks should not be used It is not necessary to mount the tank above the engine level as the fuel lift pump provided will raise the fuel from the tank The amount of lift should be kept minimum 6 feet being maximumIf a tank is already installed above the engine level it can be utilized in this position Great care should be taken to ensure that the fuel system is correctly installed so that airlocks are eliminated and precautions taken against dirt and water entering the fuel A pr imary fuel filter of the water collecting type should be installed between the fuel tank and the fuel lift pump A recommended type is available from the list of accessor ies The secondary fuel fil ter is fitted on the engine between the fuel lift pump and the injection pump and has a replaceable element As the fuel lift pump has a capacity in excess of that required by the injection pump the overflow is piped to the fuel tank and should be connected to the top of the tank or as near the top as possible To insure satisfactory operation a diesel engine must have a dependable supply of clean diesel fuel For this reason cleanliness and care are especially important at the time when the fuel tank is installed because dirt left anywhere in the fuel lines or tank will certainly cause fouling of the injector nozzles when the engine is started for the first time FUEL PIPING We recommend copper tubing together wi th sui table fittings both 10 10 feet Most exhaust systems today use a water lift type muffler such as the Westerbeke HydroHush In most installations there is a dry insulated high loop after the engine manifold and before the muffler to prevent water flowing backwards into the engine during cranking It is essential not to hang too much weight in the form of exhaust system components rigidly from the engine manifold Generally it is permissable to directly connect a pipe nipple and a water jacketed exhaust elbow which two components weigh about 8 pounds 4 kgIf there are more components to be rigidly connected to each other than will weigh 8 pounds then a flexible exhaust section must be installed between the manifold outlet and the exhaust system EXHAUST SYSTEM WITH WATER JACKETED STANDPIPE WA T II 0 I SCIoIAClC 13 00 WATEQ LlfT SVSH WATER LIFT EXHAUST SYSTEM WITH HYDROHUSH MUFFLER The exhaust system must be supported or suspended independently of the engine manifold usually using simple metal hangers secured to the overhead All dry portions of the exhaust system should be wrapped in suitable insulation material to keep surface temperatures as low as possible Many installations use flexible rubber exhaust hose for the water cooled section of the exhaust line because of the ease of installation and flexibility Provide adequate support for the rubber hose to pre255vent sagging bending and formation of water pockets Always arrange the rubber hose section so that water cannot possibly flow back into the engine Also make sure that entering sea water cannot spray directly against the inside of the exhaust piping Otherwise excessive erosion will occur MEASURING EXHAUST GAS BACK PRESSURE Back pressure must be measured on a straight section of the exhaust line and as near as possible to the engine exhaust manifold The engine should be run at maximum load during the measurement period Setup should be as shown below 1 For normally aspirated engines Pressure Test Mercury Test Water Column 112 Max PSI 3 Mercury 39 2 For turbocharged engines Pressure Test Mercury Test 075 Max PSI 112 Mercury 9 Water Column 1912 Take plenty of time in making this alignment and do not be satisfied with anything less than perfect results The alignment is correct when the shaft can be slipped backward and forward into the counter bore very easily and when a feeler gauge indicates that the flanges come exactly together at all points The two halves of the propeller coupling should be parallel within 0002 inches AIn making the final check for alignment the engine half coupling should be held in one position and the alignment with the pro255peller coupling tested with the propeller coupling in each of four positions rotated 90267 between each position This test will also check whether the pro255peller half coupling is in exact alignment on its shaft Then keeping the propeller coupling in one position the alignment should be checked rotating the engine half coupling to full position each 90267 from the next one The engine alignment should be rechecked after the boat has been in service for one to three weeks and if necessary the alignment remade It will usually be found that the engine is no longer in alignment This is not because the work was improperly done at first but because the boat has taken some time to take its final shape and the engine bed and engine stringers have probably absorbed some moisture It may even be necessary to realign at a further period The coupling should always be opened up and the bolts removed whe255never the boat is hauled out or moved from the land to the water and during storage in a cradle The flexibility of the boat often puts a very severe strain on the shaft or the coupling or both when it is being moved In some cases the shaft has actually been bent by these strains This does not apply to small boats that are hauled out of the water when not in use unless they are dry for a considerable time EXHAUST SYSTEM Exhaust line installations vary considerably and each must be designed for the particular job The general requirements are to pro255vide an outlet line with a minimum of restr ictions and arranged so that sea water rain water or condensation cannot get back into the engine There should be a considerable fall in the line between the exhaust manifold flange and the discharge end This slope in the pipe makes it difficult for water to be driven in very far by a wave and a steep drop followed by a long slope is better than a straight gradual slope Avoid any depression or trough to the line which would fill with water and obstruct the flow of exhaust gas Also avoid any sharp bends Brass or copper is not acceptable for wet exhaust systems as the combination of salt water and diesel exhaust gas will cause rapid deterioration Galvanized iron fittings and galvanized iron pipe are recommended for the exhaust line The exhaust line must be at least as large as the engine exhaust manifold flange and be increased in size if there is an especially long run andor many elbows It should be increased by 12 in ID for every 10 feet beyond the first 8 The coupling must not only transmit the power of the engine to turn the shaft but must also transmit the thrust either ahead or astern from the shaft to the thrust bear ing which is built into the reduction gear housing of the engine This coupling is very carefully machined for accurate fit For all engine models a propeller halfcoupling bored to shaft size for the specific order is supplied The coupling either has a keyway with set screws or is of the clamping type The forward end of the propeller shaft has a long straight keyway Any burrs should be removed from the shaft end The coupling should be a light drive fit on the shaft and the shaft should not have to be scraped down or filed in order to get a fit It is important that the key be properly fitted both to the shaft and the coupling The key should fit the side of the keyway very closely but should not touch the top of the keyway in the hub of the coupling If it seems difficult to drive the coupling over the shaft the coupling can be expanded by heating in a pail of boiling water The face of the propeller coupling must be exactly perpendicular to the centerline or axis of the propeller shaft PROPELLER The type and size of propeller varies with the gear ratio and must be selected to fit the application based upon boat tests To utilize the full power of the engine and to achieve ideal loading conditions it is desirable to use a propeller which will permit the engine to reach its full rated speed at full throttle under normal load ALIGNMENT OF ENGINE The engine must be properly and exactly aligned with the propeller shaft No matter what material is used to build a boat it will be found to be flexible to some extent and the boat hull will change its shape to a greater extent than is usually realized when it is launched and operated in the water It is therefore very important to check the engine alignment at frequent intervals and to correct any errors when they may appear Misalignment between the engine and the propeller shaft is the cause of troubles which are blamed often on other causes It will create excessive bear ing wear rapid shaft wear and will in many cases reduce the life of the hull by loosening the hull fastenings A bent propeller shaft will have exactly the same effect and it is therefore necessary that the propeller shaft itself be perfectly straight One particularly annoying result of misalignment may be leakage of transmission oil through the rear oil seal Check to make sure that alignment is within the limits prescribed The engine should be moved around on the bed and supported on the screwjacks or shims until the two halves of the couplings can be brought together without using force and so that the flanges meet evenly all around It is best not to drill the foundation for the foundation bolts until the approximate alignment has been accurately determined Never attempt a final alignment with the boat should be in the water and have had an opportunity water form It is best to do the alignment with tanks about half full and all the usual equipment the main mast has been stepped and final 7 on land to assume the fuel on board rigging The boat its final and water and after has been taken to avoid damage to any exposed parts and to avoid dirt entering openings The parts which have been removed should be returned to position as soon as the restriction has been passed In case it is necessary to hoist the eng ine either front end upwards or reverse gear end upwards the attachment of slings must be done very carefully to avoid the possibility of damage to the parts on which the weight may bear It is best if special rigging work be done by someone experienced and competent in the handling of heavy machi255nery ENGINE BOLTS It is recommended that bronze hanger bolts of appropriate size be used through the engine flexible mounts Lag screws are less pre255ferred because their hold on the wood is weakened every time they are moved whereas the lag bolt stays in position and the nut on top is used to tighten the engine down or is removed to permit the engine to be lifted The bolt itself stays in position at all times as a stud and the bond between the bolt and the wood is not weakened by its removal FOUNDATION FOR ENGINE A good engine bed contributes much toward the satisfactory opera255tion of the engine The engine bed must be of rigid construction and neither deflect nor twist when sub255jected to the engine weight or the posi tion the boat may have to take under the effects of rough seas The bed must keep the engine within one or two thousandths of an inch of this position at all times It has to wi thstand the forward push of the propeller which is applied to the propeller shaft to the thrust washer bearing in the engine and finally to the engine bolts and engine bed In fiberglas hulls we recom255mend that similar wooden stringers as in wooden hulls be formed and fitted then glassed to the hull securely This allows hanger bolts to be installed firmly in wood thus reducing noise and transmitted vibration The temptation to install the engine on a pair of fiberglas A 8 angle irons should be resisted Such construction will allow engine vibrations to pass through to the hull Flexible mounts require a firm foundation against which to react if they are to do their job When possible follow bed design A and avoid bed design B PROPELLER COUPLING Each Westerbeke Diesel engine is regularly fitted with a suitable coupling connecting the propeller shaft to the engine 6 INSTALLATION FOREWORD Since the boats in which these engines are used are many and varied details of engine installation are equally so It is not the purpose of this section to advise boatyards and engine installers on the generally well understood and well developed procedures for installation of engines However the following outline of general procedure is included because it is valuable in explaining the functions of each component the reasons why the precautions to be watched and the relationship of the installation to the operation of the engine There are details of the267 installation which should have a periodic check and of which the operator should have a thorough understanding to insure good operating conditions for the engine and correct procedure for its servicing INSPECTION OF EQUIPMENT The engine is shipped from the factory mounted securely and pro255perly crated Accessory equipment is shipped in a separate small box usually packed with the engine crate Before accepting shipment from the transportation company the crate should be opened and an inspection made for concealed damage If either visible or concealed damage is noted you should require the delivering agent to sign Received in damaged condition Also check contents of the shipment against the packing list and make sure note is made of any discrepancies This is your protection against loss or damage Claims for loss or damage must be made to the carrier not to J H Westerbeke Corporation RIGGING AND LIFTING The engine is fitted with lifting rings Rope or chain slings should be attached to the rings and the engine lifted by means of tackle attached to this sling The lifting rings have been designed to carry the full weight of the engine therefore auxiliary slings are not required or desired CAUTION Slings must not be so short as to place the engine lifting eyes in significant sheer stress Strain on the engine lifting eyes must not be in excess of 10267 from the vertical A spacer bar must be placed between the two lifting eyes if supported by valve cover studs The general rule in moving engines is to see that all equipment used is amply strong and firmly fixed in place Move the engine a Ii ttle at a time and see that it is firmly supported Eliminate possibility of accidents by avoiding haste Do not lift from the pro255peller coupling or pry against this with crowbar as you may distort the coupling In some cases it may be necessary to lift the engine in other than the regular horizontal position It may be that the engine must be lowered endwise through a small hatchway which cannot be made larger If the opening is extremely restricted it is possible to reduce to some extent the outside clearances such as generator cooling piping water tank filters mounting lugs etc This accessory equipment should be removed by a competent mechanic and special care should be 5 YOUR NOTES 4 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 WELL UNDERSTANDING THE DIESEL 225225225225 The diesel engine closely resembles the gasoline engine inasmuch as the mechanism is essentially the same Its cylinders are arranged above its closed its crankshaft is of the same general type as that of a gasoline it has the same sort of valves camshaft pistons connecting rods lubricating system and reverse and reduction gear Therefore it follows to a great extent that a diesel eng ine requires the same preventative maintenance as that which any intelli255gent operator would give to a gasoline engine The most important factors are proper maintenance of the fuel lubricating and cooling systems Replacement of fuel and lubricating filter elements at the time periods specified is a must and frequent checking for ie water sedimentetcin the fuel system is also essential Another important factor is the use of the same brand of high detergent diesel lubricating oil designed specifically for diesel engines The diesel engine does differ from the gasoline engine however in the method of handling and firing its fuel The carburetor and igni tion systems are done away with and in their place is a single component the Fuel Injection pump which performs the function of both Unremitting care and attention at the factory have resulted in a Westerbeke engine capable of many thousands of hours of dependable service What the manufacturer cannot control however is the treat255ment it receives in service This part rests with you ORDERING PARTS Whenever replacement parts are needed always include the complete part description and part number see separate Parts List furnished if not part of this publicationBe sure to include the engines model and serial number Also be sure to insist upon Westerbeke fac255tory packaged parts because will fit parts are frequently not made to the same specifications as original equipment GENERATOR SETS Westerbeke diesels are used for both the propulsion of boats and for generating electrical power For generator set applications all details of this Manual apply except in regard to certain portions of the Installation Operation and Maintenance sections Additional information is provided in the section titled Generator Sets Section T 3 PRODUCT SOFTWARE NOTICE Product software of all kinds such as brochures drawings technical data operators and workshop manuals parts lists and parts pr ice lists and other information instructions and specifications provided from sources other than Westerbeke is not wi thin Westerbeke s control and accor255dingly is provided to Westerbeke customers only as a cour255tesy and service WESTERBEKE CANNOT BE RESPONSIBLE FOR THE CONTENT OF SUCH SOFTWARE MAKES NO WARRANTIES OR WITH RESPECT THERETO INCLUDING THE ACCURACY TIMELINESS OR COMPLETENESS THEREOF AND WILL IN NO EVENT BE FOR ANY TYPE OF DAMAGES OR INJURY INCURRED IN CONNECTION WITH OR ARISING OUT OF THE FURNISHING OR USE OF SUCH SOFTWARE For example components and subassemblies incorporated in Westerbekes products and supplied by others such as engine blocks fuel systems and components transmissions electri255cal components pumps and other productsare generally sup255ported by their manufacturers with their own software and Westerbeke must depend on such software for the design of Westerbekes own product software Such software may be out255dated and no longer accurate Routine changes made by Westerbekes suppliers of which Westerbeke rarely has notice in advance are frequently not reflected in the suppliers software until after such changes take place Westerbeke customers should also keep in mind the time span between pr intings of Westerbeke product software and the unavoidable existence of earlier noncurrent Westerbeke software editions in the field Additionally most Westerbeke products include special features that frequently do not include complete In sum product software provided with Westerbeke products whether from Westerbeke or other suppliers must not and can255not be relied upon exclusively as the definitive authority on the respective product It not only makes good sense but is imperative that appropriate of Westerbeke or the supplier in question be consulted to determine the accuracy and currency of the product software being consulted by the customer 2 AdobeUCS SECTION INDEX GENERAL Introduction Operation Installation Maintenance ENGINE OVERHAUL OTHER OVERHAUL Marine Engine Electrical System Cooling System GENERATOR SETS HYDRAULIC CRANKING SYSTEM SERVICE BULLETINS TECHNICAL MANUAL WESTERBEKE 58 Marine Diesel Engine WESTERBEKE 200 YD 60 Hz 200 WTA 60 Hz 160 WTA 50 Hz Marine Diesel Generators Publication 24331 Edition Three November 1990 jrvWESTERBEKE J 225 MYLES STANDISH INDUSTRIAL PARK 150JOHN HANCOCK ROAD TAUNTON MA 027807319 TECHNICAL MANUAL WESTERBEKE 58 Marine Diesel Engine WESTERBEKE 200 YD 60 Hz 200 WTA 60 Hz 160 WTA 50 Hz Marine Diesel Generators Publication 24331 Edition Three November 1990 jrvWESTERBEKE J 225 MYLES STANDISH INDUSTRIAL PARK 150JOHN HANCOCK ROAD TAUNTON MA 027807319

Ad by Google

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