Westerbeke Diesel W 100 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.
Go to page number
Go to page number
PDF to Text.
SUWlJEO 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 I I I I I I I I I BULLETIN DATE May 6 1982 BULLETIN NUMBER 114 MODEL All Marine Engines SUBJECT Domestic Water Heater Installation Using Westerbeke FLOWCONTROLLER Principle There are two 78 hose connections at the end of the manifold which provide a parallel flow of engine cooling water to and from the heater These connections are part of the FLOWCONTROLLER which assures a flow of hot water through the heater at all times and yet precludes excessive restriction of engine cooling water flow caused by the heater all simply and automatically Installation Remove the returnbend which normally connects the 78 hose spuds on engines as shipped from the factory Connect these spuds to the heater with 78 ID wire inserted hose The spud marked out indicates the flow from the engine and the spud marked in indicates the flow retur255ning to the engine Hoses should rise continuously from their low point at the heater and to the engine so that trapped air will rise naturally from the heater to the engine If trapped air can rise to the heater then an air bleed petcock must be installed at the higher fitting at the heater for bleeding the air while filling the system Avoid loops in hose runs which will trap air If any portion of the engine cooling water circuit to or from the heater rises above the engines own pressure cap then the pressurized remote expansion tank must be installed in the circui t to be the highest point The tank kit Part Number is 24177 Install the remote expansion tank in a convenient location such as a sail locker for ease of checking fresh water coolant level The cap on the engine mounted expansion tankmanifold should not be opened once the system is installed and filled The hose connection from the heater to the remote expansion tank should be routed and supported so as to rise continuously from the heater to the tank enabling any air in the system to rise FLOWCONTROLLER kits are available for retrofit to late 1980 1981 and 1982 Westerbeke mar ine eng ines which employ the twopass exhaust mani fold The kit numbers are PIN Kit 32276 for engines whose exhaust manifold is on the left side of the cylinder head W2l RD60 W27 RD80 W33Kit 32274 for W13 and Kit 32275 for W52 and W58 engines whose exhaust manifold is on the right side of the cylinder head J H WESTERBEKE CORP AVON INDUSTRIAL PARK AVON MASS 02322 225 617 5687700 CABLE WESTCORP AVON267 TELEX 1124444 DATE MODEL SUBJECT SERVICE BULLETIN May 20 1980 All Ammeter Wire Sizes BULLETIN NUMBER 110 Ammeters may be installed in conj unction wi th any Westerbeke mar ine diesel engine or diesel generator set The range of the ammeter must be appropriate for the maximum output of the alternator Additionally the wire size for the alternator output circuit including the ammeter varies with the total length of that circuit The table below shows the maximum current that can be carried various total distances by various wire sizes to and from source to load Total Length System of wire in PIN Volts feet 12 12 12 12 12 24 24 24 24 24 32 32 32 32 32 1 to 5 5 to 10 10 to 20 20 to 30 30 to 40 1 to 5 5 to 10 10 to 20 20 to 30 30 to 40 1 to 5 5 to 10 10 to 20 20 to 30 30 to 40 35 12 10 6 6 4 14 12 10 8 6 14 12 10 8 6 WIRE SIZE TABLE MAXIMUM CURRENT 40 12 10 6 4 2 14 12 8 6 6 14 12 8 6 6 55 12 8 6 4 2 12 10 8 6 4 12 10 8 6 4 60 8 6 6 2 1 12 10 6 4 4 12 10 6 4 4 70 8 6 3 1 1 10 8 6 4 2 10 8 6 4 2 85 8 6 3 1 o 10 8 4 4 2 10 8 4 4 2 J H WESTERBEKE CORP AIION INDUSTRIAL PARK A liON MASS 02322 Its17 5887700 CABLE WESTCORP AIION267 TELEX 824444 120 6 4 1 1 o 8 6 4 2 o 8 6 4 2 o SERVICE BULLETIN DATE April 28 1976 BULLETIN NUMBER 92 MODEL All SUBJECT Water Temperature and Oil Pressure Gauges Given a presumably faulty gauge indication with the instrument panel energized the first step is to check for 12 VDC between the ign Band neg Bterminals of the gauge Assuming there are 12 volts as required leave the instrument panel energized and perform the following steps 1 Disconnect the sender wire at the gauge and see if the gauge reads zero the normal reading for this situation 2 Connect the sender terminal at the gauge to ground and see if the gauge reads full scale the normal reading for this situation If both of the above gauge tests are positive the gauge is undoubted255ly OK and the problem lies either with the conductor from the sender to the gauge or with the sender If either of the above gauge tests is negative the gauge is probably defective and should be replaced Assuming the gauge is OK proceed as follows Check the conductor from the sender to the sender terminal at the gauge for continuity Check that the engine block is connected to ground Some starters have isolated ground terminals and if the battery is connected to the starter both plus and minusthe ground side will not necessarily be connected to the block If the sender to gauge conductor is OK and the engine block is grounded the sender is probably defective and should be replaced PIN J H WESTERBEKE CORP AVON INDUSTRIAL PARK AVON MASS 02322267 617 5667700 CABLE WESTCORP AVON267 TELEX 924444 SERVICE BULLETIN i87 Output SplitterThis unit is sealed for maximum life and is not repairable BYPASSING SPLITTER In the event of failure batteries may be charged directly from alternator by connecting either splitter terminal 1 or 2 to terminal A bypassing the splitter itself This should not be done simultaneously for both batteries unless they are and will remain at the same voltage state of WitT SEE NOTE DRVJG Jl20 70 I S PLITw SW ART E R P START1NG POWER DISCONNECT SWITCH 13 2 utQ5ERVI CE BATTERYSSHI piS SERVICE LOADS NOTE On Alternators which have an isolation diode between their out255put 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 DATE April 4 1983 BULLETIN NUMBER 87 MODEL All Marine Engines SUBJECT Alternator Output Splitter GENERAL DESCRIPTION The spli tter is a solid state device which allows two batteries to be recharged and brought to the same ultimate voltage from a single alternator as large as 120 amp and at the same time isolates each battery so that discharg ing one will have no effect on the other Charging rates are in proportion to the bat255teries 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 a metal surface other than the engine pre255ferably in an air stream if available Do not install near engine exhaust system Install with cooling fins aligned vertically 2 Be sure to use a wire size appropriate to the output of the asso255ciated alternator In full power systems number 4 wire is recom255mended from the alternator to the spli tter and from the spli tter 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 battery s6 When the splitter is installed both batteries will see a charging voltage 810 volts less than usual This voltage can be regained if desired by connecting the regulator wire directly to the alternator output terminal instead of the regulator terminal TEST INFORMATION When the engine is not running the side splitter terminals should read the voltage of the respective battery The center splitter should read zero voltage With the engine running and alternator charging the side splitter 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 INDUSTRIAL PARK AVON MASS 02322267 6f75887700 CABLE WESTCORP AVON267 TELEX 824444 SERVICE BULLETIN DATE 4483 BULLETIN NUMBER 82 MODEL All SUBJECT Battery MODEL BATTERY AMPERE HOURS VOLTAGE W7 WPD4 6090 12 VDC W10Two 3KW 90125 12 VDC W13 4KW 90125 12 VDC W21 77KW 90125 12 VDC W27 llKW 90125 12 VDC W33 125KW 90125 12 VDC W30 125150 12 VDC W40 WPDI015 125150 12 VDC W50 125150 12 VDC W52 15KW 125150 12 VDC W58 20KW 125150 12 VDC W60 WBO20KW 150170 12 VDC W70 25KW 170200 12 VDC W80 30KW 170200 12 VDC W100 32KW 200 minimum 12 VDC W120 45KW 200 minimum 12 VDC The ampere hour range shown is minimum There is no real maximum PIN J H WESTERBEKE CORP AVON INOUSTRIAL PARK AVON MASS 02322267 617 SBB7700 CABLE WESTCORP AVON267 TELEX 92225225225225 SERVICE BULLETIN 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 posi tioned so that the enter ing stream of 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 J H WESTERBEKE CORP AVON INDUSTRIAL PARK AVON MASS 02322267 1617J 5667700 CABLE WESTCORP AVON267 TELEX 112 4444 SERVICE BULLETIN DATE 61579 BULLETIN NUMBER MODEL All engines SUBJECT Connecting Pressure Sensing Devices to Oil Galleries Oil pressure sensing devices such as senders and switches never be connected directly to any oil gallery of an engine reason is simply that continued engine vibration causes fatigue of fittings used to make such a connection If these fittings fail engine loses its oil pressure and very quickly seizes 20 must The the the Such pressure sensing devices must be bulkhead mounted and con255nected to the oil gallery using an appropr iate 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 pur255pose PIN J H WESTERBEKE CORP AVON INDUSTRIAL PARK AVON MASS OZ3ZZ267 111715887700 CABLE WESTCORP AVOII267TELEX 8Z4444 SECTION V SERVICE BULLETINS The following Bulletins contain supplementary and updated information about various components and service which are important to the proper functioning of your eng ine and its support systems You should familiar ize yourself wi th the subjects and make sure that you consult the appropriate Bulletin swhenever your engine requires service or overhaul 169 AdobeUCS127 3226t t 706 632 17932656 Terminal 166620250015 Screws 070 1778 I 010 254GNDJEMI E1 JSensing Input 4 JPower Input 3 Fdc Output FJBoost Input BN Volt Adjust Increase 0187 dia 4749Note Numbers in parentheses are in millimeters Tolerance 003 0762unless otherwise noted Weight 1 lb Net 179 Reconnectable Generator I I Voltage Shut Down Switch GENERATOR WYE CONNECTIONS 5A For 208240V Output 1 to 7 2 to 8 3 to 9 4 to 10 5 to 10 6 to 10 For 416480V Output 4 to 7 5 to 8 6 to 9 7 1 5 J FF Exciter Field Gnd Voltage Regulator 3 Note Never connect terminal E1 to terminal 4 TO LOAD Loss of sensing voltage and maximum generator voltage would result 167 TO PREVENT POSSIBLE HIGH VOL255TAGE ARCING THE FIELD CIRCUIT MUST NEVER BE OPENED DURING OPERATION SHUTDOWN CAN BE SAFELY ACCOMPLISHED WITH A VOLTAGE SHUTDOWN SWITCH AS DISCUSSED ABOVE 2 OPERATION AT REDUCED SPEEDS Prolonged operation at speeds lower than normal can cause damage to the voltage regulator andor exciter field If operation at reduced speed is essential AC input power should be removed from the regula255tor 3 FIELD FLASHING Field flashing is rarely necessary However if required the machine must be at rest and the regulator terminals 3 4 and El disconnected and a DC source of not more than 48 VDC applied to terminals F and F The positive terminal of the DC source must be connected to F and the negative terminal to F Allow approximately 30 seconds before removing the DC source and reconnect terminals 3 4 and El to the voltage regulator System startup can be accomplished at this point If field flashing is required while the machine is rotating contact Westerbeke for further information 166 INSTALLATION 1 MOUNTING The regulator can be mounted in any posi tion without affecting its operating Its rugged construction permits mounting directly on the generator set 2 SENSING CIRCUIT TERMINALS El AND 4The voltage that the regulator senses and regulates is applied between terminals El and 4 This sensing voltage must be in the range of 170 through 264 VAC Typical sensing voltages are 190208240 3 EMI FILTER TERMINAL GNDA standard internal Interference filter circuit suppresses noise particularly in the AM radio band For effective EMI suppression it is important that a good low impedance connection be maintained between the voltage regulator ground terminal and earth ground On most applications acceptable EMI reduction is achieved by simply connecting the EMI ground terminal to the regulator mounting bolt 4 FIELD POWER TERMINALS F AND FThe power is supplied to the generator exciter by Terminals F and F The DC resistance of the exciter field to which the voltage regulator is connected terminals F and Fmust be between 25 and 100 ohms If the DC resistance is less a resistor of sufficient wattage must be added in series with the field When selecting this resistor care must be exercised not to exceed the regulator maximum continuous out255put at full load not more than 63 VDC5 GENERATOR VOLTAGE ADJUSTMENT An internal control R5 provides adjustment of the generator output voltage When this control is adjusted as indicated by the arrow on the cover generator output voltage increases OPERATION 1 VOLTAGE SHUTDOWN The system should be equipped with a double pole switch to allow removal of excitation in an emergency or when the generator pr ime mover must be operated at reduced speed When used this switch must always be installed in the AC input power lines of the regulator Terminals 3 and 4A dangerously high flyback voltage could develop if this switch is installed in the field circuit Terminals F and F165 2 f i AdobeUCSwith two screws lockwashers and nuts reassemble the driveend cover and hood using a large screwdriver and a 716 wrench To reassemble the exci ter armature first pull the two rotor leads through the opening in the armature spider nearest the two terminal points Turn the armature until it slips over the two pins in the shaft making sure that the rotor leads are not stretched or bent sharply Assemble the armature to the shaft with the mounting screw and lockwasher using threadlocking compound Use a 916 socket on the torque wrench and torque the mounting screw to 25 lbft Connect the two rotor leads one to each terminal polarity is unimportant162 Exciter field armature rotor and stator should withstand 1500 volts between winding and ground with less than 0002 ampere of current be255tween winding and ground All electronic components suchas rec255tifiers suppressors and resistors must be disconnected DISASSEMBLY AND ASSEMBLY To remove the rotating field it is necessary to remove the end cover by unscrewing the sheet metal screws Remove the armature fastening bolt at the center of the shaft and detach ground lead Q and lead R of the rotor Mark position of armature so it can be replaced in the same position armature rotation of 180267 is the only other possible position to replace armatureRemove armature from shaft If a puller is used pull only on hub Do not exert excessive force on laminations since they are soft and easily bent After armature is removed rotor and drive disc assembly may be pulled out of genera255tor frame at open end Do not lose bearing anchor when bearing is removed from exciter end bracket As rotor is removed be careful not to allow rotor to scratch or cut stator copper winding The rotor and drive disc may now be bolted to engine flywheel Make sure the right type lockwasher is used and tighten the bolts SAE grade 8well Locate the bearing anchor and move the generator frame assembly carefully over the rotor Carefully align the groove in the bearing with the bearing anchor before the bearing enters the bearing bracket See figure for the frame assembly to the engine flywheel housing with the proper hardware EXCITER END BRACKET RETAINING RING BEARING ANCHOR EXCITER END BRACKET GROOVE BEARING GROOVE EXCITER END BRACKET BEARING AND BEARING ANCHOR ASSEMBLY 161 I f running a few minutes Run generator until a hot smell is detected or stop in 5 minutes whichever occurs firstFeel the stator winding If it is hot the stator or power wiring contains a short circuit Examine the stator for burned which indicates a defective or damaged stator Measure stator resistance Tl to T2 and T3 to T4 half the value listed in 6Measure stator resistance to ground or hipot test at 1500 volts dIf 12 volt excitation causes an increase in voltage but the output voltage is less than 60 percent of rated voltage the rectifier see 4in the exciter armature could be defective the exciter armature could be shorted to ground or one phase of the armature winding could have an open circuit Also one pole of the main field rotorcould be shorted or grounded If any of these defects exist failure of the electronic regulator will occur Replacement of regulator alone will be followed by failure of the new regulator If electronic regulator has failed it is wise to check exciter current by placing a DC ammeter in the Flead to field Normal exciter current at noload rated volage is 065 to 095 ampere A higher current is another indication of a genera255tor defect described abovewhich could cause a new voltage regulator to fail 4 RECTIFIER CHECKING aEach armature fullwave bridge rectifier has 5 terminals and 6 rectifying junctions Rectifiers may be readily checked on the low range of an ohmeter From the tab to AC tab the ohmeter should show a high resistance with one polar i ty of the ohmeter leads and a low about half scale when polar i ty of the ohmeter leads is reversed The same con255ditions should be found from the tab to any other AC tab and from to AC tabs If a zero resistance reading is found this junction of the rectifier rsshorted and the rectifier must be replaced If a high resistance is found with both polarities of the ohmeter this junction of the rectifier is open and the rectifier must be replaced bArmatures with 3phase fullwave bridge rectifier The three phase fullwave rectifier is now standard on most arma255tures used in generators This 3phase fullwave rectifieris a single unit with 6 diodes in a special case The terminal is identified by a red dot on the case and is connected by a short lead to the terminal of armature to which the rotor lead and suppressor lead are connected The other 3 terminals at the top of the rectifier are AC connections to each of the armature phase leads The case is the groundedlead to the rotor To test the diodes disconnect the rectifier positive lead at the armature terminal Test between rectifier lead and any AC terminal Make the test also between rectifier lead ground or caseto any AC lead The tests determine that all diodes are good or that one or more is defective Since a grounded armature winding gives the same test results as a bad diode it is 159 This section is intended to give helpful hints on finding the cause of any malfunction of the generator exci ter or regulator by doing basic testing and checking Follow procedures with the aid of the proper generator diagram 1 VISUAL EXAMINATION The first step in investigating any generator failure or trouble should be to look for obvious evidence burned areas loose or open connections wrong speed incorrect reassembly and reconnection etc 2 OBSERVE VOLTAGE OF DEFECTIVE GENERATOR The next step is to carefully measure linetoline voltage A voltage at about 10 percent of rated voltage at rated RPMis probably the residual voltage determined by residual magnetism in exciter fieldA normal residual voltage indicates exciter armature rotor and stator are all good and that the trouble is probably in the excitation cir255cuit A very low voltage or no voltage indicates a more serious generator defect voltage less than 10 volts across a normal 240 volt line3 BATTERY EXCITATION The behavior of the generator when the exciter field is connected to a 12 volt battery for excitation current is a useful guide for locating the generator fault Disconnect Ffrom all other genera255tor connections and connect Fto of battery Connect of battery to CSpin generator at 1800 RPM aIf residual voltage is normal 12 volts across the leads F and C255should cause the generator to deliver a voltage near rated voltage with no load If 12 volt excitation produces near normal voltage failure of voltage regulator to provide voltage could mean a defective voltage regulator or an open circuit in leads to minals 3 or 4 of electronic regulator Check switch or circuit breaker in these leads with 12 volt excitation connect voltmeter across terminals 3 and 4 Voltage should be the same as generator linetoline voltage across normal 240 volt lines bIf 12 volt excitation produces no voltage check exciter field resistance It should normally be 24 ohms If field is open or shorted then the exciter field is defective An open or short in the main rotor behaves similarly but is also accompanied by a very low linetoline voltage residual voltagewithout 12 volt battery excitation cIf 12 volt excitation causes the engine to growl and load the engine with no or very low generator output voltage the stator could be grounded or shorted Or a short or ground in the wiring of the generator power circuit could be the main fault In either case the stator will develop hot spots or could even smoke after 158 DIODE SA 200 VOLT F FBATTERY 12 VOLT To flash the field while spinning at 1800 RPM diode must be in lead of battery as shown here MAINTENANCE 1 Maintaining reasonable cleanliness is important Connections of terminal boards and rectifiers may become corroded and insulation surfaces may start conducting if salts dust engine exhaust car255bon etc are allowed to build up Clogged ventilation openings may cause excessive heating and reduced life of windings 2 For unusually severe conditions thin rustinhibi ting coatings should be sprayed or brushed over all surfaces to reduce rusting and corrosion Typical materials suggested are Ashland Tectyle 506 and Daubert Chemical Co NoxRust AC4l0 3 In addition to periodic cleaning the generator should be inspected for atightness of all connections bevidence of overheated terminals and cloose or damaged wires 4 The drive discs on single bearing generators should be checked periodically if possible for tightness of screws and for any evi255dence of incipient cracking failure Discs should not be allowed to become rusty because rust may accelerate cracking The bolts which fasten the drive disc to the generator shaft must be har255dened steel SAE grade 8 identified by 6 radial marks one at each of the 6 corners of the head 5 Examine bearings at periodic intervals No side movement of shaft should be detected when force is applied If side motion is detectable bearings are wearing or wear on shaft of bearing socket outside bearing has occurred Repair must be made quickly or major components will rub and cause major damage to generator 6 Examine control box at per iodic intervals to detect cracks from engine and generator vibration If cracks in box are seen engine vibration may be severe and require bracing in box for additional strength to resist vibration 157 I f I f I f 30 AND 32KW GENERATORS DESCRIPTION SUMMARY Construction type Speed 60Hz 50Hz Phase ventilation Ambient Temp Max Insulation Number of poles Stator Leads 3phase Iphase PREST ART INSPECTION Rotating Field Brushless Single Bearing 1800 RPM 1500 RPM 1 or 3 Selfventilated fan cooled40267C Class F 4 4 or 12 4 only 1 Check for tightness of all threaded connections 2 Check load leads for correct connection as specified in diagram 3 Examine air inlet and outlet for air flow obstructions 4 Examine generator armature and fan Are they tight on shaft Is there clearance around entire circumference of each 5 Be sure no other generator or utility power is connected to load lines 6 Be sure that in power systems with a neutral line that the neutral is properly grounded or ungroundedas the system requires and that generator neutral is properly connected to the load neutral In single phase and some 3phase systems an incomplete or open neutral can supply the wrong linetoneutral voltage on unbalanced loads 7 Make sure mounting is secure INITIAL STARTUP 1 After the prestart inspection has been performed the unit is ready for startup When driving the generator observe vibration If excessive study possible procedures for correction 2 The speed of the generator set is adjusted at the factorY1 however it is advisable to verify upon installation To supply 60Hz the speed should be 1800 to 1860 RPM at no load and should not fall below 1800 RPM by more than 1 percent at full load To supply 50Hz speed should be 1500 to 1550 RPM at no load and 1500 RPM at full load Generator voltage should build to its rated value wi thin 5 seconds after rated speed is attained If 155 PARTS IDENTIFICATION 1 Stator Housing 2 Drip Shroud Exhaust Air 3 Exhaust Air Screen 44 Helical Lockwasher 025 35 Round Head Screw 02520 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 154 Figure 2 153 I U1 12 WI RE 3 PHASE ALTER NATO R 6 WIRE 3 PHASE ALTERNATOR 120208 V 3 PHASE 24046 V 3 PHASE 120240 V SINGLE PHASE 120208 V 3 PHASE TI LI ILo I TI 0 JI II TI 0 1I T2 0 J21 J21 T2 L2 0 T3 Ooc I 1 J31 I I z211 T3 0 L3 T4 T4 T4 T4 T5 T5 T5 T6 LoT6 T6 N 120240 V SINGLE PHASE TI 1I 0 T2 l tI t3 tl l t3 o t1 T3 L2 8 o z T4 Z tl t3 H o Z o H l G1 T7 T7 fRAME SINGLE PHASE ALTERNATOR T8 T8 120240V 120 V T9 Lo19 TI 0 LI TI 00 L I TIO TIO Til Til TlO Til T2 T3 y I N fRAME T3 T2 1 N ill I 112 c N fRAME e fRAME iF T4 0 L2 TI2 N fRAME T4 4jRE 3 PHASE ALTERNATOR Ti 9 13 FA TORY CONNECTED FOR J 12020BioR N L I L2 L3 J AdobeUCSL r VALUES FOR 25KW SINGLE PHASE GENERATOR NOTES Main Stator Tl T2 T3 T4 Auxiliary Coils Al A2 A2 A3 Al A3 Exciter Stator Fl F3 F2 F4 Main Rotor Exciter Rotor 0053 0054 0169 0092 0091 23 35 32 056 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 Figure 3 for rectifier testing 1The above chart is intended for reference 10 percent tolerance on these figures is common ratios of actual readings to the above figures accurate method of use only as a Commpar i son of is often a more 2If any abnormal variations cannot be isolated and symptoms are still evident contact Westerbeke 150 5 Unstable Output Voltage aIrregular engine speed bLoose electrical connections cFaulty voltage regulating circuit or connector dHigher than required engine speed 6 Overheating aAirways blocked bHigh ambient temperature cElectrical overload and 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 149 Check engine and loads for transient operation andor overloads 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 tl04267Fand operate in a well ventilated and shaded area if necessary The total load at the pre255scribed power factor see identification plate on not be fOxceeded 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 TNSULATED TOOLS IS RECOMMENDED 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 148 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 and run is not too long check for poor connections andor partly broken wires that may be indicated by hot spots 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 ELECTRICAL FAULT ANALYSIS An understanding of the alternators 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 Simultaneously 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 exciter 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 Defective 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 1147 Set output voltage to desired value CAUTION SOME COMPONENTS CARRY LIVE VOLTAGE AND THE USE OF 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 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 146 AdobeUCSTo 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 ir o 9 Adjust VR301 Figure 1 CAUTION CMIOO en 242nJ1 Voltage 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 145 25KW 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 261 5 range and will not normally require readjustment 144 Battery runs down High resistance leak to ground Low resistance leak to ground Alternator 143 Check wiring Insert sensitive 025 ampmeter in battery lines 100 not start engineRemove connections and reolace until short is 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 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 MA series onlyOil pressure switch 142 Stop engine by freeing fuel pump lever That failing shut off fuel Check fuel solenoid linkage and repair for ree 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 hvpassed Same as above Inspect all wiring for loose connections and short circuits Check drivebelt and its tension Be sure alter255nator turns freely 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 Preheat and 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 Fuel solenoid PN 23041circuit breaker tripped Faulty fueling system 141 Verification Check switch andor bat255tery connections Reset breaker if opens again check preheat 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 trip255ng check for defec255tive breaker or fuel lenoid 1 Check for fuel to generator system 2 Check for air in fuel system bleed system3 Fuel lift pump failure AdobeUCSflow to the engine It must be depressed until the generator stops rotating REMOTE ENGINE OPERATION For remote operation of the generator system the same three switches are used The PREHEAT and START swi tches 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 eng ine STOP swi tch When the reason for the overspeed shutdown is corrected the engine is ready to be restarted 140 MANUAL STARTER DISCONNECT TOGGLE This manually controlled series of Westerbeke marine diesel generators is equipped with toggle switches 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 swi tch The switch serves two purposes pre255heating the engine for easy starting and defeating or bypassing the eng ine protective oil pressure switch The defeat function turns on the fuel solenoid instrument power alternator excitation and provides power to the start switch 2 Start The START toggle switch is a double pole single throw switch The switch when activated energizes the starter solenoid for starting the engine This switch will not operate electrically unless the preheat switch is also depressed and held 3 Stop The STOP toggle switch is a single pole single throw normally closed swi tch 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 swi tch depress the START swi tch 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 swi tch to stop the eng ine This opens the power feed to the fuel solenoid stopping the fuel 139 MANUAL STARTER DISCONNECT TOGGLE DIAGRAM IZIDC TTEllf t tT 256 t j EHTER WI RI NG DIAGRAM SEC NOrEe e WTSENOCR llfT PUMP fUEL SOt saNOrIe 01 L PRESSURE SWITCH PREHEATCR PURI SERIES IS ALTERNATOR IZVOLT OA PREHEAT SOL REMOTE CONTROL F NEL AII view138 Controls GENERATOR SETS SECTION T PAGE Manual Starter Disconnect Toggle Switches225225 138 Generator 25KW 144 Generator 32KW 155 137 The plugs can be checked to see if they are magnetic only after removal Touch the inside face with a metallic object such as a screwdriver Clean them and reinstall Usually there are four plugs in the bottom part of the main housing Only two of these are magnetic The other two need not be removed see wi th SAE 30 motor oil to the proper level see INSTALLATION OIL FILLThe Zerk fitting on the external uni255versal joint should be greased with a light alemite lubricant see ENGINE ALI GNMENT225 2 WATER DRAIN C HOUSING STANDlRD PlUG NOT MAGNETICOil DRAIN For protection from freezing during winter layup remove the small pipe plugs located diagonally oppositeon the front and back of the housing marked Water Drain see illutrationOn the RVlO only one of the water lines going into the 6 watercooled bottom cover must be disconnected to drain the water 3 FLANGE AND ENGINE REALIGNMENT When the boat is launched after being in drydock the lineup of the Vdrive to the propeller shaft flange and the engine to the V255drive should be rechecked and corrected if necessary Some engines wi th rubber mounts may sag and must be raised with adj ustments or shims for proper alignment see Flange Alignment and Engine Alignment136 A pressure drop warning light is mounted on the instrument panel on Vdrives equipped with an oil cir255culating pump The warning light will stay on until the boat gets under way and the engine speed increases to suf255ficient RPM for the pump to maintain pressure This normally occurs at approximately 1200 RPM but the actual speed may vary by as much as 400 RPM Extended cruising at low RPM such as when trolling is not harmful to the Vdrive even though the warning light may stay lit Normal operation is between 6 to 12 PSI The light will go on when the oil pressure drops below 2 PSI Loss of oil andor insufficient oil level are the major causes of pressure drop The oil level should immediately be restored OIL LEVEL GAGE PLtL uP TO REMOVER49 PRESSURE SWITCH WATER LINE and while running the boat the unit should be checked for leaks If the oil level is normal and the light stays lit when the boat reaches normal cruising speed the wiring should be checked for loose andor corroded connections If the wiring is correct and the light remains lit the 149 pressure drop switch which is mounted on the side of the Vdr ive see be checked for proper operation The switch can easily be removed and an accurate oil pressure gauge installed in its place If the pressure is normal the switch should be replaced If the pressure is below normal the oil lines should be checked for blockage The pump should be inspected and replaced if necessary The pump is standard on the RV48 and an optional feature on other models not available on the RVlOThe oil level should be checked several times during the season especially on Vdrives whitout pumps see OIL FILLA clatter or rattle in the Vdrive at low RPM is due to the over255riding of the propeller during the compression stroke of the engine Although annoying it is not harmful It may be reduced by adjusting the idle speed andor tuning up the engine for smoother operation MAINTENANCE 1 OIL CHANGE AND JOINT LUBE After the first 100 hours of operation and every season andor 500 hours thereafter the oil should be changed Run the boat to warm up the Vdrive to operating temperature Turn off the engine Remove the plug in the i6B bottom cover that is opposite the 143S oil strainer Reinstall after draining Disconnect the oil hose leading from the 143S strainer leave the elbow on the the strainer and clean the outside surface Reinstall the strainer and reconnect the oil hose Unscrew the two 22 magnetic plugs that are located on diagonally opposite corners of the tIC main housing 135 a 2 RV30 RV40 AdobeUCSflange alignment Accurate alignment will ensure a smooth operating drive train and eliminate many problems that arise due to Final alignment should not be attempted until the boat has been allowed to settle in the water Adjust the Vdrive until the pilot diameters of the gear shaft flange and the propeller shaft flange engage freely Butt the flange faces together Without rotating either flange check with a feeler gauge in at least four places as shown in the illustration If the maximum feeler gauge that can slip between the flange faces at any point is 003 the unit is properly aligned If a thicker gauge can be inserted at any point the Vdrive must be readjusted until proper alignment is obtained Turn the pro255peller shaft flange 14 of a turn without moving the gear shaft flange Try inserting the 003n feeler gauge as described above The gap will not change if the propeller shaft is straight If it increases the shaft or flange is bent and must be removed and straightened Rotate the propeller shaft flange in two more 14 turn increments and repeat the procedure The pilot diameters must be rechecked to ensure that they still engage freely Tighten the nuts on the mounting brackets and the locking nuts on the adjusting screws Remove the set screws from the brackets none on RVlO or RV20spot drill and securely tighten Recheck the flange alignment to make sure the Vdr i ve did not move out of alignment Secure the two flanges together with the heat treated bolts and special high collared lock255washers supplied GEAR SHAFT FLANGE FEELER GAGE CHECKCLAMPING BOLTS FLANGE ALIGNMENT WATER AND SWITCH CONNECTIONS ADJUSTING SCREW LOCKING NUT LOOSEN SLIGHTLY TO ADJUST BRACKETS MOUNTING PLATE RV30 RV40 RV48 Hook up the water lines to the two pipe connections on the Vdrive intake and exhaust lines are one line from the seacock to the Vdrive and another from the Vdrive to the intake of the engine water circulating pump are utilized In some cases scuppers through the hull are connected to and from the Vdrive to provide independent watercooling and are actuated by the movement of the water Wi th closed cooling systems the Vdr i ve should be 133 IEPTH THAT SPLINE SHAFT ENTERS VDRIVE to the joint end that is on the spool adapter This distance will not vary with misalignment since the joint is bol ted and cannot moveARC 267Z7 SPlINEO CcN243CTING SHAFT Put the 13lA alignment gauge on the machined diameter of the 124 cover and slide it completely around It will indicate how the engine must be moved to center the spline shaft in the oil seal Remeasure the joints to see if they are still parallel within lS It is important that both alignments be checked thoroughly It is possible for the spline shaft to be perfectly centered and the flexible joint to be out more than 3267 Premature failure of the 126 selfaligning bearing and seals may occur due to misalignment The zerk fitting located on the cross of the universal jointshould be greased with a light alemite lubricant The above procedure should be repeated after the boat has been placed in operation It is possible for the engine to slightly shift and settle espe255cially if it has rubber mounts FLANGE ALIGNMENT INDEPENDENT MODELS Install the propeller shaft flange on to the propeller shaft and tighten the two clamping bolts on the split hub none on RVlOA selflocking set screw is provided for the propeller shaft flange spot drill the propeller shaft and secure255ly tighten the set screws All Vdrives are supplied with 3way adjustable mounting brackets 2way on the RVlO and RV20as standard equipment The brackets must face down255ward as shown in the illustration to properly absorb propeller thrust The mounting plates can be removed and reversed to fit wider engine bed centers Before installing the Vdrive loosen all the nuts on the mounting brackets and check to see that the studs are in the center of the slots RelCJ247 INSTALLATION ADJUSTING SCkEW LOCKING NUT LOOSEN TO ADJUST BRACKETS tighten the nuts Place the Vdrive on the engine bed lining it up by eyeto tQe propeller shaft flange as closely as possible Firmly bolt it down through the holes provided in the mounting plates Loosen the locking nuts on the adjusting screws Slightly loosen the nuts on the mounting brackets just enough to be able to move the V255drive Many good installations are ruined by improper propeller shaft 132 AdobeUCSWALTER VDRIVES FLANGE ALIGNMENT DIRECT COUPLED MODELS Install the propeller shaft flange on to the propeller shaft and tighten the two clamping bolts on the spli t hub none on RVlODA selflocking set screw is provided for the propeller shaft flange EAR SHAFT FLANGE spot drill the propeller shaft and then securely tighten the set screw Many good installations are ruined by improper shaft flange alignment Accurate alignment will ensure a smooth operating drive train and eliminate many problems that arise due to misalignment Final alignment should not be attempted until the boat has been allowed to nsettlen in the water After the engine has been installed adjust the mounts per manufacturers instructions until the pilot diameters of the gear shaft flange and the propeller shaft flange engage freely Butt the flange FEELER GAGE CHECKCLAMPING BOLTS FLANGE ALIGNMENT faces together without rotating either flange check with a feeler gauge in at least four places as shown in the illustration If the maximum feeler gauge that can slip between the flange faces at any point is 003 the unit is properly aligned If a thicker gauge can be inserted at any point the engine must be readjusted until proper alignment is obtained Turn the propeller shaft flange 14 of a turn without moving the gear shaft change Try inserting the 003n feeler gauge as described above The gap will not change if the propeller shaft is straight If it increases the or flange is bent and must be removed and straightened Rotate the propeller shaft flange in two more 14 turn increments and repeat the procedure The pilot diameters must be rechecked to ensure that they still engage freely Secure the two flanges together with the heat treated bolts and spe255cial high collared lockwashers supplied ENGINE ALIGNMENT INDEPENDENT MODELS The engine must be adjusted so that the alignment of the flexible joint is within 3267 An accurate steel rule should be used for this purpose as shown in the illustration On short installations using a flexible joint assembly the faces of the flexible joint must be parallel within lS Measure this in at least four places around the diameter without rotating the assembly with long installations using the 136 tubular drive shaft also on all RVlODsthe distance from the 133A spool adapter to the bores in the universal joint which is welded to the tubular shaft must be measured on both sides of the joint Rotate the shaft exactly 14 of a turn and measure to the same joint The four distances must be equal within lS Do not measure 131 AdobeUCSYOUR NOTES 130 I f the coupling flanges together bolts lockwashers and nuts Connect the coupling flanges wi th Connect the oil cooler lines to the transmission Connect the shift control cable from the cockpi t 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 posi tion 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 distr ibution 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 posi tion pressur ized oil is prevented from entering 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 128 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 002n reposition the engine and attached transmission by loosening the engine support bolts and adding or removing shims to raise or lower ei ther 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 support bolts and recheck the alignment of the coupling before bolting 127 2 Check shift linkage adjustment to insure that the transmission shift lever is posi tioned 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 circui ts 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 126 ROUTINE CHECKS AND MAINTENANCE ANNUAL CHECKS 1 PROPELLER AND OUTPUT SHAFT ALIGNMENT This check should also be made any time 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 any time 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 125 9 REVERSE Move transmission shift lever to the extreme rearward position where the spr ingloaded 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 capaci ty and cause overpressur ing Back flushing of the cooler will sometimes help to flush the foreign material 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 eng ine shifting to cause 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 124 NOTE Be sure the cooler is properly installed and the transmission 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 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 posi tion With 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 123 AdobeUCSthe the 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 150V approximately 10 liter HBW 220 approximately 075 liter HBW 250 approximately 075 liter HBW 360 approximately 140 liter HBW 360A approximately 150 liter HBW 400 approximately 200 liter HBW 450 approximately 180 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 OA 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 movabili ty 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 121 I f I f 6 OPERATION OF GEARBOX Gear changing requires only minimum effort The gearbox is suitable for single lever remote control Upon loosening the retaining screw the actuating lever see be moved to any posi tion required for the control elements cable or rod linkageMake cer255tain that the lever does not contact the actuating lever cover plate 9the minimum distance between lever and cover should be 05 rnrn The control cable or rod should be arranged at right angles to the actuating lever in the neutral position of the lever A larger amount of lever travel is in no way However if the lever travel is shorter proper gear engagement might be impeded which in turn would mean premature wear excessive heat generation and resulting damage Do not remcve loosen scralJll Oil cnpstlCi 11 mm width across flats 8 di1tame of iwar 00 mm 118 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 mm 4 SUSPENSION OF ENGINEGEARBOX ASSEMBLY IN THE BOAT To protect the gearbox from detrimental stresses and loads provlslon 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 uni t 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 117 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 carried 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 generously supplied with splash oil and oil mist INSTALLATION 1 DELIVERY CONDITION The bearings are 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 prescribed ATF oil The residual oil remaining in the 116 IN SHIFTING POSITION B reversethe input shaft 36via intermediate discs 51 and 52to the external sleeve 59and the output shaft 66FUNCTION torque is transmitted from the gear 26gear 65clutch disc carrier 57the guide 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 compr ises 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 spr ing255loaded 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 Power flow in lever position B 115 AdobeUCSaxis Amply dimensioned cooling ribs ensure good heat dissipation and mechanical rigidity An oil filler screw wi th 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 carrier 57and from there via the guide sleeve 59to the output shaft 66114 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 changing 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 ERD PROPELLER END 2 GEAR CASING The rotating parts of the HBW transmission are accomodated in an oil255tight casing divided into two halves in the plane of the vertical 113 SECTION S TRANSMISSIONS 112 SINGLE PASS MANIFOLD Note Drawing is indicative only r I Specific models may vary in detail III EvGlNOU IVAIR FRaH 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 r 225 l 110 SnTEM t o o KGKG OIL WA1GR trRSH m41ER AdobeUCSdisc on the bottom of the thermostat which moves downward to close off an 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 114ft 112ftand be fully opened when the water is boiling 9 ENGINE LUBE OIL COOLER Lubricating oil carries heat away from the engine bearings 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 109 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 pr iming 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 various passages so all high points must be opened to atmosphere to bleed entrapped air When an engine is started after filling wi th 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 Generally 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 108 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 necessar ily 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 seacock 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 eng ines 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 107 AdobeUCSWIRING DIAGRAM 90 AMP ALTERNATOR WHITE LINE for OUTPUT TERMINAL VOLT SENSE NOTE IT IS MANDATORY FOR THIS VOLTAGE SENSING WIRE TO BE CON255NECTED DIRECTLY AND PHYSICALLY TO THE POSITIVE TERMINAL OF THE BATTERY BEING CHARGED IT MUST NOT BE CONNECTED TO ANY OTHER CONNECTION POINT OTHERWISE THE ALTERNATOR WILL NOT OPERATE PROPERLY I IGN SWITCH RUN SWITCt1 FOR DIESEL ENGI NE5 LOAD BATTERY TERMINAL ONLY BEING CHARGE SEE NOTECHECKING ALTERNATOR AFTER HOOKUP LINE 1 122 128V 122 128V 140 150V LINE 2 0 30 50V 140 150V OUTPUT 122 128V 122 128V 140 150V IGN OFF ENGINE NOT ENGINE RUNNING ENGINE NOT RUNNING 1500 RPMRUNNING IGN ON 106 AdobeUCSthat the battery is being overcharged and will damage the battery if left unchecked The voltage regulator is most likely at fault When the battery is being charged having electrical loads placed upon it and no charging current appliedit is normal for the needle to indicate between 114 and 126 volts TACHOMETER The tachometer is operated by pulses generated from anyone of the al ternator phases The pulse frequency is determined by the rota255tional speed of the alternator rotor The rotor speed is dependent upon the engine crankshaft speed and the RATIO of the alternator pulley to the crankshaft pulley The tachometer in an instrument panel is calibrated by Westerbeke for the standard alternator if an optional alternator ie 90 ampis used to operate the tachometer the calibration should be checked Also when a tachometer is replaced the new instrument must be calibrated CAUTION WHEN CALIBRATING THE TACHOM255ETER USE A PHILLIPS SCREW255DRIVER WITH AN INSULATED SHAFT 1 Use a motor tester with an RPM indicator another tachometer or a strobotach to determine the speed of the crankshaft turning 2 Remove the plastic plug and flatwasher located on the rear of the tachometer 3 Insert an insulated Phillips screwdriver into the calibration control slot and slowly turn to increase the RPM reading clockwise to decrease reading direction of screw as viewed from the rear of the tachometer caseAn accurate calibration setting is more easily achieved at the higher side of the dial scale 4 Replace plastic plug and flatwasher SERVICE BULLETINS Please refer to the Service Bulletin Section at the rear of the manual as there are several that relate to the electrical system 105 I f I f N G Q MARINE ENGINE ELECTRICAL SYSTEM ACTIVATION 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 eng ine is preheated by turning the keyswi tch 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 engine IS electr ical system is included on the wiring diagram shipped with the engine Be sure to study this wiring diagram and all notes thereon 102 OTHER OVERHAUL CONTENTS SECTION PAGE MARINE ENGINE ELECTRICAL SYSTEM Q Activation by Keyswitch 1980 102 COOLING SYSTEM EXTERNAL R 107 TRANSMISSIONS S Type HBW Short Profile Sailing Gear 113 Warner Hydraulic 122 Paragon Hydraulic 127 Walter Vdrive 13l 101 YOUR NOTES 100 2 3 6 9 6 9 7 1 5 3 6 2 4 o Exhaust Standard Limit Camshaft end play Standard Limit Camshaft runout Limit Camshaft support bore Bore in cylinder block No 1 FrontNo 2 No 3 No 4 RearOil Clearance Standard Limit Backlash between gears Standard Limit Idler gear end play Idler gear bushing Inner diameter Idler gear spindle Outer diameter Spindle and bushing Clearance Standard Limit Connecting rod Permissible bend or twist Side clearance Standard Limit Small end bore Piston pin and small end bushing clearance Standard Limit Connecting rod bearing Bearing clearance Standard Limit Available undersize bearing Piston Diameter Distance from bottom to take measurement Piston pin hole bore 42587 mm 1677 in42485 mm 1673 in0020 0180 mm 00008 00071 in030 mm 00118 in008 mm 00031 in52000 52030 mm 20473 20485 in51750 51780 mm 20374 20386 in51500 51 530 mm 20280 20290 in51250 21280 mm 20177 20189 in0060 0120 mm 00024 00047 in0145 mm 00057 in010 020 mm 00039 00079 in030 mm 00118 in015 028 mm 00059 00118 in44009 44034 mm 17327 17336 in43950 43975 mm 17303 17313 in0034 0084 mm 00013 00033 in015 mm 00059 in005 mm per 100 mm 00020 in per 4 in0239 0340 mm 00094 00134 in040 mm 00157 in31763 31788 mm 12505 12515 in0014 0044 mm 00006 00017 in005 mm 00020 in0036 0076 mm 00014 00030 in010 mm 00039 in0254 mm 001 in0508 mm 002 in0762 mm 003 in91967 91993 mm 36207 36218 in230 mm 09055 in31745 31757 mm 12498 12503 in96 Head diameter Head thickness Standard Limit Face angle Stem diameter Standard Limit Valve springouter Free length Standard Limit Fitting length Fitting load Standard Limit Squareness limit Spring constant Valve springInner Free length Standard Limit Fitting length Fitting load Standard Limit Squareness limit Spring constant Rocker arm bore Rocker arm shaft Outer diameter Clearance in rocker arm Standard Limit Tappet Outer diameter Bore in cylinder block Clearance in cylinder block bore Standard Limit Camshaft Journal diameter No 1 FrontNo 2 No 3 No4 RearWear Limit of journal Cam elevation Intake Standard Limit 3587 3613 mm 141 142 in15 mm 0059 in10 rom 0039 in30267 7912 7937 mm 0311 0312 in7854 mm 0309 in459 mm 1807 in436 rom 1717 in403 mm 1587 in324 342 kg 7143 7540 Ib301 kg 6636 Ib1 37 mm 0054in320 kgmm 179 Ibin441 mm 1736 in420 rom 1654 in378 mm 1488 in121 133 kg 2668 2932 Ib113 kg 2492 Ib125 mm 0049 in202 kgmm 113 Ibin15876 15896 mm 0625 0626 in15835 15860 mm 06234 06244 in0016 0061 mm 00006 00024 in007 mm 00028 in14224 14249 mm 05600 05610 in14288 14319 mm 05630 05640 in0039 0095 mm 00015 00037 in010 mm 00039 in51910 51940 rom 20437 20449 51 660 51690 rom 20339 20351 51410 51 440 mm 20240 51160 51190 mm 20142 0008 mm 00003 in42587 mm 1677 in42585 mm 1677 in95 20250 20154 ininininWIOO ENGINE SPECIFICATIONS Type Bore Stroke Piston displacement Compression ratio Compression pressure at 200 rpmStandard Limit Limit of difference between cylinders Valve clearance Cold EngineIntake Exhaust Cylinder head Permissible distortion of cylinder head surface Valve timing Intake valve opens Intake valve closes Exhaust valve opens Exhaust valve closes Valve seat Valve seat angle Intake Exhaust Valve seat width Intake Exhaust Dimension L Valve Limit Valve guide Protrusion from cylinder head Stem to guide clearance Standard intake Standard exhaust Limit Guide inner diameter ValveIntake Head diameter Head thickness Standard Limit Face angle Stem diameter Standard Limit ValveExhaust Six cylinder four stroke engine in line water cooled overhead valve 920 rom 362 in1016 mm 400 in4052 cc 2473 cuin211 300 kgcm2427 Ibin2270 kgcm2384 Ibin230 kgcm2 427 Ibin2030 rom0012 in030 mm0012 in010 14 44 48 10 45 30 mm BTDC ABDC BBDC ATDC 0004 in20 mm 0079 in20 rom 0079 in4804 rom 1891 in4954 rom 1950 in165 mm 065 in0038 0089 mm 00015 00035 in0051 0102 rom 00020 00040 in0127 rom 00050 in7988 8014 mm 0315 0316 in404 406 rom 159 160 in17 rom 0067 in10 rom 0039 in45 7925 7950 rom 0312 0313 in7867 mm 0310 in94 2 3 6 9 6 9 7 5 6 1 3 4 2 o Exhaust Standard Limit Camshaft end play Standard Limit Camshaft runout Limit Camshaft support bore Bore in cylinder block No 1 FrontNo 2 No 3 No 4 RearOil Clearance Standard Limit Backlash between gears Standard Limit Idler gear end play Idler gear bushing Inner diameter Idler gear spindle Outer diameter Spindle and bushing Clearance Standard Limit Connecting rod Permissible bend or twist Side clearance Standard Limit Small end bore Piston pin and small end bushing clearance Standard Limit Connecting rod bearing Bearing clearance Standard Limit Available undersize bearing Piston Diameter Distance from bottom to take measurement Piston pin hole bore 42580 mm 1676 in42478 mm 1672 in0020 0180 mm 00008 00071 in030 mm 00118 in008 mm 00031 in52000 52030 mm 20473 20485 in51750 51780 mm 20374 20386 in51500 51530 mm 20280 20290 in51250 21280 mm 20177 20189 in0060 0120 mm 00024 00047 in0145 mm 00057 in010 017 mm 00039 00067 in030 mm 00118 in015 028 mm 00059 00118 in44009 44034 mm 17327 17336 in43950 43975 mm 17303 17313 in0034 0084 mm 00013 00033 in015 mm 00059 in005 mm per 100 mm 00020 in per 4 in0239 0340 mm 00094 00134 in040 mm 00157 in30012 30033 mm 11816 11824 in0012 0039 mm 00005 00015 in005 mm 00020 in0036 0076 mm 00014 00030 in010 mm 00039 in0254 mm 001 in0508 mm 002 in0762 mm 003 in94967 94993 mm 37381 37399 in220 mm 0866 in29996 30008 mm 11809 11814 in90 ValveExhaust Head diameter Head thickness Standard Limit Face angle Stem diameter Standard Limit Valve springouter Free length Standard Limit Fitting length Fitting load Standard Limit Squareness limit Spring constant Valve springInner Free length Standard Limit Fitting length Fitting load Standard Limit Squareness limit Spring constant Rocker arm bore Rocker arm shaft Outer diameter Clearance in rocker arm Standard Limit Tappet Outer diameter Bore in cylinder block Clearance in cylinder block bore Standard Limit Camshaft Journal diameter No 1 FrontNo 2 No 3 No4 RearWear Limit of journal Cam elevation Intake Standard Limit 3740 3760 mm 147 148 in15 mm 0059 in10 mm 0039 in30267 8935 8960 mm 0352 0353 in8884 mm 0350 in557 mm 2193 in529 mm 2083 in403 mm 1587in324 342 kg 7143 7540 lb301 kg 6636 lb137 mm 0054 in216 kgmm 121 lbin441 mm 1736 in420 mm 1654 in378 mm 1488 in121 133 kg 2668 2932 lb113 kg 2492 lb125 mm 0049 in202 kgmm 113 lbin15876 15896 mm 0625 0626 in15835 15860 mm 06234 06244 in0016 0061 mm 00006 00024 in007 mm 00028 in14224 14249 mm 05600 05610 in14288 14319 mm 05630 05640 in0039 0095 mm 00015 00037 in010 mm 00039 in51910 51940 mm 20437 20449 in51660 51690 mm 20339 20351 in51410 51440 mm 20240 20250 in51160 51190 mm 20142 20154 in0008 mm 00003 in42580 mm 1676 in42478 mm 1672 in89 W70 ENGINE SPECIFICATIONS Type Bore Stroke Piston displacement Compression ratio Compression pressure at 200 rpmStandard Limit Limit of difference between cylinders Valve clearance Cold Eng ineIntake Exhaust Cylinder head Permissible distortion of cylinder head surface Valve timing Intake valve opens Intake valve closes Exhaust valve opens Exhaust valve closes Valve seat Valve seat angle Intake Exhaust Valve seat width Intake Exhaust Dimension L Valve Limit Valve guide Protrusion from cylinder head Stem to guide clearance Standard intake Standard exhaust Limit Guide inner diameter ValveIntake Head diameter Head thickness Standard Limit Face angle Stem diameter Standard Limit Four cylinder four stroke engine in line water cooled overhead valve 950 mm 374 in1050 mm 413 in2977 cc 1817 cu in211 300 kgcm2427 lbin2270 kgcm2384 lbin230 kgcm2 427 lbin2030 mm0012 in030 mm0012 in010 17267 47267 51267 13267 45267 30267 mm 0004 inBTDC ABDC BBDC ATDC 20 mm 0079 in20 mm 0079 in4805 mm 1892 in4955 mm 1949 in165 mm 065 in0038 0085 mm 00015 00033 in0058 0105 mm 00023 00041 in0127 mm 00050 in9018 9040 mm 0355 0356 in404 406 mm 159 160 in15 mm 0059 in10 mm 0039 in45267 8955 8980 mm 0353 0354 in8904 mm 0351 in88 6 Abnormal noise from engine bRestricted air intake cEngine overloaded dInjection timing eFuel injectors not operating properly aPoor quality andor incorrect fuel bIncorrect injection timing Timing too advanced cFuel injector stuck open 87 Remove air obstruction Check engine propeller size and engine perfor255mance no load fully loaded Check injection pump timing and adjust as needed Check nozzle spray pressure Use No 2 diesel fuel Check injection timing Locate injector and re255move replace or rebuild g Engine air intake obstructed Check air intake silencer and air flow into engine compartment 3 Fuel consumpa Idle speed too high Check engine speed tion too high 4 Engine output and performance poor b Engine air intake restricted c Injection timing incorrect d Injector nozzle leaking e Injector not opera255ting properly f Engine overloaded a Contaminated or inferior fuel bFuel filter obstructed c Air in fuel system dInjection pump timing incorrect e Injector high pres255sure lines leaking f Injectors not operating properly g Shaft stuffing box nut too tight h Valves improperly adjusted 5 Large amount of a Clogged fuel filter black exhaust smoke 86 Check intake and correct Check timing and readjust pump Tighten nozzle or replace sealing gasket Remove injector and adjust nozzle spray pressure Check propeller size and engine performance at rated RPM Purge fuel system and replace with quality fuel Remove and replace filter element Bleed and check for source Check timing and adjust pump as needed Loosen and then retighten injector line attachment nut or replace the com255plete line Remove injectors and adjust spray pressure to proper setting Check shaft free movement and for heat Adjust gland nut as needed Check valve adjustment and maintain Replace fuel filter and bleed SYMPTOM 1 Engine hard to start or fails to start 2 Engine idling too low FUEL SYSTEM PROBABLE CAUSE REPAIR aNo fuel at injectors Check causes bthru fbFuel in fuel tank Fill tank Open shut off andor fuel shut off and bleed system cFuel filter clogged dAir in injection pump Replace filter and bleed Bleed pump Check fittings for suction leak on fuel supply eFuel shut off Troubleshoot as described solenoid not working in previous section fInjection pump faulty gFuel injectors faulty hWater andor air fuel filters iInjection timing incorrect jGlow plugs not operating in aIdle speed too low bFuel filter clogged cIncorrect injection pump timing dHigh pressure injec255tor line leaking eFuel injector leak255ing at sealing gasket in head fInjection nozzle not operating properly 85 Inspect pump and repair or replace as needed Remove and test nozzles and repair as needed Remove water andor bleed air Check system for leaks and fuel tank for water contamination Check and adjust timing Check glow plug circuit and repair as needed Adjust idle stop as needed Replace filter and bleed Check timing and adjust as needed Slacken attaching nut and retighten Retighten injector andor replace sealing washer Check nozzle and adjust as needed Assembling Injector Assemble in the reverse order of disassembling NOTE After assembling the injector test it W70 Tighten the nozzle body on the nozzle holder to the spe255cified torque Nozzle body tightening torque 24 mm socket80 100 kgm 58 72 lbftWlOO Tighten the nozzle and cap nut to the specified torque Nozzle nut torque 60 100 kgm 43 72 lbftCap nut torque 40 50 Kgm 29 36 lbftInstalling Injector Install in the reverse order of removal NOTE The copper washers should not be reused Replace with new washers W70 Tighten the nozzle on the cylinder head to the specified torque Nozzle tightening torque 27 mm socket60 70 kgm 43 51 lbftWlOO injector holder tightening torque 16 24 kgm 17 lbft84 1 2 3 4 5 NOTE W70 Adjust the starting pressure by replacing or adding shims There are 27 shims available in increments of 004 mm from 05 mm to 145 mm An increment of 004 mm causes the starting pressure to rise by approximately 48 kgcm2 6826 lbin2W100 Loosen the cap nut on the injector body and adjust by turning the pressure adjusting screw with a screwdriver 123Tncrease the starting pressure to about 200 kgcm2 2844 lbin2once Gradually lower the starting pressure to the specified value When the pressure is properly adjusted keep the adjusting screw stationary with a screwdriver passed through the cap nut bolt hole and tighten the cap nut to 45 kgm 911 lbft4Check the injection starting pressure again 2 Check Fuel Injection Operate the hand lever quickly and verify that fuel is injected correctly from the nozzle orifice in the direction of the nozzle axis A nozzle is defective if it injects fuel in an oblique direction or in several separate strips Also a spray in the form of particles indi255cates a defect These defects may sometimes be caused by clogging with dust and there255fore all parts should be care255fully cleaned before reassem255bly Also inspect the nozzle tip after several injections If it drips or has a large of fuel on the bottom it is considered defective and should be repaired or replaced A very small amount of fuel may sometimes remain on the tip of the nozzle however this does not indicate a defect Good u Good 3 Checking Oil Tightness of Needle Valve Set u 8ad 8ad w Bad Operate the hand lever to raise the pressure up to 115 kgcm2 1635 lbin2which is 20 kgcm2 280 lbin2lower than the injection starting pressure If fuel does not drip from the nozzle orifice under the pressure oil tightness is satisfactory Dripping of fuel on the other hand is indicative of damage on 82 AdobeUCSFUEL INJECTORS Removing Injectors Remove in the following order W70 1 Fuel injection lines 2 Fuel return line attaching nuts and sealing washers 3 Fuel return line 4 Injectors 5 Copper sealing washers WlOO 1 Fuel return line 2 Fuel injection lines 3 Injectors 4 Gasket and dust seal NOTE Clean the area around the base of the injector 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 Testing Injection Nozzle NOTE Test the nozzles using diesel fuel at approximate tem255perature at 20267 C 6a267F1 Checking Injection Starting Pressure aInstall the nozzle on a nozzle tester and operate the hand lever a few times to remove air CAUTION When using nozzle tester the spray injected from the nozzle is of such velocity that it may penetrate deeply into the skin of fingers and hands destroying tissue If it enters the bloodstream it may cause blood poisoning bOperate the hand lever at 60 strokesminute and check the injection starting pressure Injection starting pressure 135 kgcm2 1920 lbin2cIf the fuel injection starting pressure is not wi thin the specification adjust it al aThe solenoid does not operate when the keyswi tch is turned ON 1Are the engine batteries turned ON 2Is the 20 amp circuit breaker set 3Is 12 VDC present at the solenoid connection bThe solenoid does not stop the engine when the keyswitch is shut OFF 1Check to see if 12 VDC is still present at the solenoid electrical lead with the key off 2Remove solenoid from injection pump and insure plunger and spring in the solenoid are not sticking 80 INJECTION PUMP Should the injection pump require servicing it should be removed and brought to a qualified injection pump servicing facility Disassembly and repairs in the field should not be attempted Checking and Adjusting Injection Pump 1 Checking Idle Speed aWarm up the engine bWith the aid of the tachometer in the instrument panel observe engine RPM NOTE Should the panel tachometer be in question verify its readings with the use of a photoelectric or handheld tacho255meter taking readings off the front crankshaft pulley cAdjust the idle speed as needed Idle Speed 580 630 RPM NOTE This speed may vary depending on transmission and pro255peller 2 Adjusting Idle Speed aWith the engine at rest inspect the throttle cable for proper travel Insure it will move the throttle lever on the injection pump from the stop on the idle screw to the stop on the high speed screw Adjust the throttle cable as needed to insure these stops are contacted bLoosen the lock nut of the idle adjusting screw and adjust by turning the idle adjusting screw NOTE Idle speed will increase when the adjust255ing screw is turned to the right and decrease when turned to the left cAfter the adjustment race the engine two or three times and recheck the idle speed 3 Engine Stopping Solenoid NOTE This solenoid is installed on the top rear of the injection pump and is activated by 12 VDC electrical current In the case of a generator set refer also to the Generator Control Section of this book 79 FUEL SYSTEM Points The injection pump is Diesel Kikis type which is compact light and of simple design that provides high performance By turning off the engine switch key the supply of fuel into the com255bustion chamber is cut off to stop engine dieseling When the engine is run in reverse the fuel injection pressure does not develop and therefore the fuel is not injected The engine never runs in reverse In addi tion to an engine mounted fuel filter a sedimentor may be installed to help in the removal of water contained in the fuel These filters should be monitored and serviced regularly Operation The fuel in the fuel tank is introduced into the fuel lines by the injection pumps integral feed pump Any water in the fuel is extracted by the sedimentor when installed The fuel is then filtered by the fuel filter before it reaches the injection pump The fuel supplied to the injection pump is sent into the plunger by the control sleeve linked with the throttle lever in an amount proportionate to the degree of lever depression The pressure of the fuel in the injection pump will be controlled in accordance with the engine RPM by the operation of the feed pump and the regulating valve built in the pump The fuel sent to the plunger is highly pressur ized and is forced through the delivery valve injection line injection nozzle and is injected into each cylinder in the proper injection order Any fuel leaking at the sliding section of the valve at the time of injection and any surplus fuel in the injection pump housing will be returned to the fuel tank through the overflow pipe The surplus fuel will circulate in the injection pump to lubricate and cool the pumpThe fuel cut solenoid interrupts the fuel flow on the distributor side of the injection pump which closes the intake port of the plunger NOTE Water in the fuel system reaching the injection pump and injectors is highly detrimental to their operation 78 amount of tension on the alternator V belt is frowned on This can result in shortening belt life and that of the fresh water circulating pump 77 ring After installing the bearings and spacer make sure that the bearings rotate smoothly 3 Dust seal plate and baffle plate 4 Shaft assembly Use the Support Block and a suitable pipe NOTE Fill onethird of the space between the two bear ings wi th lithium grease After press fitting the shaft assembly make sure that the shaft rotates smoothly 5 Snap ring 6 Water seal NOTE Use a new water seal 7 Pulley boss NOTE Press the pulley boss onto the shaft until it is flush with the front end of the shaft 8 Impeller NOTE Apply a slight amount of eng ine oil on the contact sur255face between the water seal and impeller Press the impeller onto the shaft until it is flush with the rear end of the shaft DO NOT ALLOW OIL OR GREASE TO CONTAMINATE THE SURFACES OF THE CERAMIC RING OR THE GRAPHITE SMALL ENDOF THE SPRINGLOADED SEAL Installing Water Pump Install in the reverse order of removal NOTE Use a new gasket After installing the water pump fill the system with coolant and operate the engine to check for leaks Adjust the V belt 76 FRESH WATER CIRCULATING PUMP Removing Fresh Water Pump Remove in the following order I Coolant drain as needed2 nVn belt 3 Water hoses 4 Water pump attaching nuts 5 Water pump Disassembling Water Pump Disassemble in the following order 1 Pulley boss using a support and press 2 Snap ring 3 Impeller shaft bearings and spacer assembly Use a support block and a suitable mandrel 4 Water seal Use a suitable mandrel 5 Snap ring 6 Bearings and spacer Use a suitable mandrel tubular SlIPportj 225 8S f Checking Water Pump 1 Check the bearings for roughness or excessive end play 2 Check the water pump body and impeller for cracks and damage Assembling Water Pump Assemble in the following order 1 Snap ring 2 Bearings and spacer NOTE Install the bearings so that the sealed sides face outward Make sure that the front side of the bearing touches the snap 75 1 Apply engine oil on the oil filter oring 2 Fully tighten the oil filter by hand 3 Supply the specified amount of engine oil 4 While operating the engine make sure that oil is not leaking from the filter installed section NOTE Do not use a tool to tighten Oil Jet W70Remove in the following order 1 Oil pan 2 Oil pan upper block 3 Oil jet valve Oil jet Checking 1 Make sure that the oil passage is not clogged 2 Check and ensure that the spring incorporated in the oil jet valve is not stuck or damaged Installation Install in the reverse order of removal 74 Oil Pump Install in the reverse order of removal Oil Pan Before installing oil pan 1 Scrape any dirt or metal particles from the inside of the oil pan 2 Check the oil pan for cracks and damaged drain plug threads Check for damage uneven surfaceat the bolt holes caused by overtorquing the bolts Straighten surfaces as required Repair any damage or replace the oil pan if repairs cannot be made satisfactorily Oil Cooler Removal 1 Drain the cooling water 2 Remove the oil filter body W70and oil cooler cover WlOOfrom the cylinder block 3 Remove the gasket 4 Remove the oil cooler from the oil cooler cover and oil filter body Install in the reverse order of removal NOTE After installing the oil cooler start the engine and check for oil and water leaks Replace the or ing and gasket with new ones Checking Check the oil cooler core for clogs cracks and any damage If necessary correct or replace them Oil Filter Removal Remove the oil filter with a suitable wrench 73 5 Check the clearance between the pump body and shaft using a dial indicator and magnetic base If the clearance exceeds the limit replace the pump drive shaft inner rotor pump body and drive gear Clearance limit 01 rnrn 00039 in6 Check the relief valve for worn plunger and fatigued spring Spring free length 400 rnrn 161 inAssembling Oil Pump Assemble in the reverse order of disassembling NOTE When installing the rotors into the body be sure that the tally marks on the rotors are positioned toward the cover OUTER ROTOR INNER ROTOR TALLY MARKS o Cover tightening torque 08 1 2 kgm 58 87 lbft72 AdobeUCSWlOO 1 Oil pipe and gasket 2 Oil strainer and gasket 3 Drive gear 4 Pump cover 5 Drive shaft 6 Outer rotor 7 Relief valve assembly Checking Oil Pump 1 Check the clearance between the lobes of the rotors with a feeler gauge If the clearance exceeds the limit replace both rotors Clearance limit 03 mm 00118 in2 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 00118 in3 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 mm 00059 in4 Then place a straight edge across the pump cover and measure the clearance between the straight edge and cover If the cover exceeds the limit correct the pump cover by grinding or replace it Clearance limit 015 mm 00059 in71 I f 2 4 4 1 b LUBRICATING SYSTEM Operation The lubricating system is a pressure feeding system using an oil pump The eng ine oil forced out of the oil pump is passed through the oil filter The oil passes through the oil filter and the engine lube oil cooler and then to the various lubricating points in the engine and then returns to the lube oil sump When the oil pressure exceeds the specified pressure the oil pushes open the relief valve in the oil pump and returns to the oil pan thereby keeping the oil pressure within its specified range Checking Engine Oil 1 Check for any eng ine oil leakage Should leakage be detected correct as needed Tightening of fittings and bolts is considered normal maintenance and is the responsibility of the owner 2 Check eng ine oil level with the lube oil dipstick at least once daily prior to engine usage Add oil as needed 3 Make sure that the oil is higher than the mid point between the F and ilL marks of the dipstick If found lower than the ilL II mark replenish up to the F mark NOTE Maintaining proper eng ine oil level is the responsibility of the engine owneroperator Any damage to the engine due to lack of adequate oil is the responsibility of the owneroperator Gauges and alarms are provided to warn against loss of proper engine oil pressure Monitoring of engine operating gauges is the responsibility of the owneroperator Engine oil capacity Oil Sump W70 WlOO 69 60 liters 63 USquarts53 Imp quarts113 liters 119 USquarts99 Imp quartsCHECKING COMPRESSION PRESSURE NOTE Before measuring the compression pressure check the valve clearance and the charge of batteries and starting motor as well as for proper cable sizes and connections to and from the engine 1 Warm up the engine 2 Remove all fuel injectors 3 Disconnect the fuel shut off solenoid wire 4 Install the adapter in the injector hole 5 Connect a compression tester on the adapter and crank the engine with the starting motor until the pressure reaches a maximum value Compression pressure Standard Limit 300 kgcm2 427 lbin2 at 200 RPM270 kgcm2 384 lbin2 at 200 RPM6 If the compression pressure is greater than the standard but the pressure difference between any pair of cylinders exceeds 3 kgcm2 427 and repair are necessary 68 Thermostat and thermostat housing 25 Install engine heat exchanger and lube oil cooler on engine bellhousing with related hardware 26 Replace preheat solenoid and circuit breaker and mounting bracket 27 Crankcase vent hose 28 Oil and water switches senders and 29 Engine wiring harness 30 Engine mounted fuel filter and related lines 31 Engine dipstick tube and dipstick 32 Air intake silencer 33 Install the preformed metal tube wi th supports from the exhaust tank to the inlet side of the fresh water cir255culating pump 34 Install new hose connections and clamps for cooling system 35 Fill transmission with proper lubricant 36 Fill the engine cooling system with antifreeze mixture 37 Fill engine oil sump with lube oil API Spec CC or betterThe engine should be test run under load prior to reinstalling Allow the engine to cool to room temperature and retorque the cylinder head bolts and check valve clearances 67 AdobeUCS9 5 Checking cam lift aTurn the crankshaft in the normal direction of rotation and read the maximum value which the dial indicator pointer on the measuring device shows This is the cam lift Amount of cam lift 22 rom 008 inbAfter this check remove the measuring device and install the plug and sealing washer cWhen the injector high pressure lines are reinstalled they will have to be bled of air as well as the injection pump itself Bleed the injection pump first by loosening the return connection aand evacuating the air from the injec255tion pump by supplying fuel to the injection pump by priming with the lever on the engine mounted fuel filter until fuel clear of air passes out this connection These high pressure lines are bled next by loosening them at their attachment to the fuel injectors Loosen their attaching nuts on all four lines one to two turns Turn the key on and crank the engine over with the starter until fuel spurts by the nuts and the lines Stop cranking and tighten attaching nuts and start engine in the usual manner 6 Intake manifold Tightening torque 16 24 kgm 12 17 Ibft7 Fuel injectors and return lines NOTE The copper sealing washers should not be reused Injector tightening torque W70 60 70 kgm 43 51 IbftWIOO 16 24 kgm 12 17 Ibft8 Glow plugs 9 Rocker cover with new gasket NOTE Apply sealant to that portion of the gasket that contacts the cover only 10 Front engine mounts 11 Oil filter and mounting bracket 12 Fresh water circulating pump pulley 13 Sea water pump bracket and pulley 65 injection pump This is the plug located centrally where the four high pressure injector lines attach to the pumpiInstall in the place of this plug the 49 9140 074 measuring device Insure that the measuring device rod contacts the plunger inside the pump and zero the gauge depth gqge head boll NOTE When setting the dial gauge confirm that the dial gauge pointer does not deviate from the scale mark of zero by slightly turning the engine crankshaft from left to right jTurn the engine crankshaft in the normal direction of rota255tion to bring the No 1 piston up to TDC The dial indica255tor on the valve stem should zero and the indicator on the injection pump should show 1 mm 0039 inchesof movement 4 Adjusting injection timing aLoosen the nuts holding the injection pump to the engine High pressure injector lines should not be attached to the injection pumpbMake the adjustment by moving the injection pump itself When the amount of movement of the measuring device indicator on the injection pump is too large first turn the injection pump in the reverse direction of the engine rotation so that the dial gauge pointer indicates less than the scale mark of 1 mm Then turn the injection pump in the direction of the engine rotation so that the measuring device indicator points to the scale mark of 1 mm NOTE Above adjusting procedures are to make the gear backlash tight When the amount of the measuring device indicator on the injection pump is too small turn the injection pump in the direction of engine normal rotation so that the measuring device indicator points to the scale mark of 1 mm 0039 incAfter the adjustment tighten the injection pump holddown nuts and then confirm again that the adjustment has been done correctly 64 Installing Engine Equipment Parts Install in the following order 1 Fresh water pump assembly Tightening torque 16 24 kgm 12 17 lbft2 Water return pipe on WlOO 3 Checking injection timing aRemove the valve cover if already reinstalled bPlace piston No 1 at TDC of its compression stroke NOTE No 1 piston is the first piston from the front of the engine cRemove the snap circlip on the end of the rocker shaft Slacken the rocker arm adjusting nut to allow the rocker arm to be removed from the shaft This will expose the No 1 valve dRemove the valve cap and keepers and springs This will allow the valve to drop down on to the piston head which is at top dead center of its compression stroke eAttach a dial indicator gauge to the engine and zero it on the top flat portion of the valve stem Find exact TDC of No 1 piston by carefully rock255ing the crankshaft back and forth Once this is found rezero the dial indicator l see text7fifWl b 81 fSlowly turn the crankshaft in the opposite direction of nor255mal rotation until the indicator reads 0230 005 inches BTDC for the WlOO or 0180 005 inchesfor the W70 It is advisable to go slightly more than 0230 0180and then return to that figure to remove gear lash The No 1 piston is now at 30 degrees BTDC gThe injection pump is already installed on the engine Ver ify that the scr ibe mark on the injection pump outboard mounting flange is properly aligned with the scribe mark on the engine mounting case hRemove the plug and sealing washer from the aft center of the 63 AdobeUCS1 8 1 AdobeUCS36 pushrods NOTE Make sure that the pushrod seats securely in the tappet concavity 37 Valve caps on top of valve stems NOTE Make sure that the valve cap is installed squarely on the valve stem 38 Rocker arm assembly 39 Cylinder head bolts NOTE Tighten the cylinder head bolts in the order shown in the figure After tightening the cylinder head bolts make sure that the rocker arms move smoothly Tightening torque cold engineW70 118 125 kgm 85 90 lbftWlOO 110 117 kgm 80 85 lbft61 31 Flywheel NOTE Install the flywheel by placing it on the crankshaft and rotating it to properly align the mounting bolt holes Install the tabwasher and the attaching bolts After torquing bend one tab against a flat of each attaching bolt Tightening torque 155 kgm 112 lbft32 Crankshaft pulley o o NOTE Apply engine oil onto the lip of oil seal o one boltderlate6 5260 from the 6 setup locKwasher rill rlywhtel bolt Carefully slide the front crankshaft pulley onto the crankshaft insuring that the key in the crankshaft and the keyway in the pulley mate properly Apply Lockti te high temperatureto the threads of the front crankshaft pulley holddown bolt when installing it Insure that the flat washer is under the head of the bolt when installed Tightening torque W70 35 40 kgm 253 289 lbftWIOO 39 42 kgm 282 304 lbft33 Tubular dowel pins 34 Cylinder head gasket 35 Cylinder head 60 torque 16 24 kgm 12 17 lbft26 Oil pump assembly NOTE mesh Make sure that the oil pump drive gear and driven gear 27 Oil pan gaskets NOTE Place the ends of gasket Aon the gaskets Band CApply gasket cement on the con255tact portions of the gaskets and on the contact portions of the timing gear case and cylinder block 28 Oil pan upper block NOTE Make sure that the fitting surfaces of rear sides of the cyliner block and oil pan upper block are kept flush 29 Oil pan Tightening torque 16 23 kgm 12 17 lbft30 Back plate Tightening torque 33 48 kgm 24 35 lbft59 256 251 Arrange both faces 21 Friction gears 22 Camshaft gear lock bolt friction gear injection pump drive gear NOTE Wedge a clean cloth between the camshaft gear and idler gear Tightening torque W70 64 95 kgm 46 69 lbftWlOO 62 70 kgm 45 51 lbft23 Injection pump drive gear lock nut NOTE Wedge a clean cloth between the injection pump drive gear and idler gear Tightening torque 40 70 kgm 29 51 lbft24 Oil deflector on crankshaft 25 Timing gear cover Use the oil seal puller and installer to aid in installing the timing gear front engine cover 58 17 Fuel injection pump NOTE It is easier to first install the injection pump to the timing gear case and then the entire assembly onto the engine Install the injection pump aligning the identification marks 18 Timing gear case NOTE Align the end face of the timing gear case and cylinder block Cut off the excess gasket Tightening torque 16 24 kgm 12 17 Ibft19 Gears a Camshaft gear b Injection pump drive c Crankshaft gear d Idler gear NOTE Align the timing marks of every gear gear gear 20 Idler gear thrust plates and attaching nuts Tightening torque 23 32 kgm 17 23 Ibft57 6 8 Main bearing caps NOTE Fit the thrust bearing with flangewith the oil groove side facing outward The arrow mark of the cap top should face towards the front of the engine 9 Cap bolts NOTE Make sure that the crankshaft rotates smoothly after installing Tightening torque 110 117 kgm 80 85 lbft10 Rear oil seal assembly NOTE Apply engine oil onto the lip of the seal Install a gasket between the oil seal assembly and cylinder block Use a good quality gasket cement when installing this gasket 11 Piston and connecting rod assemblies Use a suitable piston ring compressor NOTE Install the piston and connecting rod assembly in the posi255tion as shown in figure Apply engine oil onto the sliding face of the piston and cylinder bore NOTE Place the piston rings at about 90267 apart as shown in figure Place the top and second rings in the opposite direction against the precombustion chamber set ring gaps trOf1t of pi6ton if1dcbtM by il Puss ttom 8arile OIiroe 12 Connecting rod caps lit 90 liTfervals 55 pllU8 8 ItZI ItntlI4 ctlWl 011 tqtJ tJf Ihe plsran 267r AdobeUCS3 Piston and connecting rod a Piston pin wrist pinb Snap ring NOTE Assure that the connecting rod locking groove faces the piston front as shown in figure 3rd 225 Front Subcombustion chamber I W70 4 Piston rings Use a suitable piston ring expander WlOO NOTE Install the piston ring with the inscr iption mark upward towards the piston crown 5 Main Bearings NOTE Install the main bear255ings in their proper position Apply engine oil onto the sur255face of the main bearing Do not apply oil onto the back side of the main bearing Insure that the bearing oil ports are properly aligned and that the lock tab of the bearing is mating properly with the lock groove in the block 6 Thrustwashers NOTE Fit the thrustwashers with the oil groove side facing out255ward 7 Crankshaft Be careful that the thrustwashers do not drop as the crankshaft settles in place 54 AdobeUCSENGINE ASSEMBLY Take the following precautions A Be careful not to mix nuts and bolts 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 lubricating oil to moving parts during 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 Assembling Engine Assemble in the following order 1 Intake and exhaust valves compressor Use a suitable valve spring NOTE Apply eng ine oil onto the sliding section of the valve stem Insert the oil deflector on the intake valve only 2 Rocker arm assembly 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 serv ing 1 and 2 rocker arms This pin fits a slot in the 1 rocker shaft support which pre255vents the shaft from turning and cutting off the lube oil to the rocker arms and valves a Spring b Rocker arm c Rocker bracket d Rocker arm e Wave washer f Stop ring 53 Replacing Rear Oil Seal I To remove the rear oil seal strike out the old seal with a suitable mandrel 2 To install the rear oil seal apply engine oil onto the out255 side of a new seal and press fi t the seal in the rear oil seal cap equally NOTE In case the crankshaft is worn the oil seal must be fitted on the oil seal cap with its fitting position moved by approximately 3 mm so that the seal does not touch the worn255down portion of the crankshaft 52 tap a7d route removal istallati273t Tappet 1 Check the tappet for cr acks or damage If damaged replace the tappet 2 Check the contact surface of the tappet with the cam for wear If it is abnormal replace the tappet limit O3 Check the clearance between the tappet and tappet guide If it exceeds the limi t replace the tappet or cylinder block Clearance limit 010 rom 00039 inChecking the Timing Gear Cover Oil Seal 1 Check the lip of the oil seal for wear or damage required Replacing Timing Gear Cover Oil Seal Replace as 1 To remove the timing gear cover oil seal press out the old seal with a sui table oil seal puller and installer OIL SEAL PULLER AND INSTALLER 2 To install the timing gear cover oil seal apply engine oil onto the outside of a new seal and press fit the seal with an oil seal puller and installer until the installer comes in contact with cover Checking Rear Oil Seal 1 Check the lip of the oil seal for wear or damage required 51 Replace as AdobeUCS2 To install the idler gear bushing press fit a new bushing with a suitable mandrel 3 Finish the bushing with a spiral expansion reamer or a pin hole grinder to assure the correct fit Checking Gears 1 Check the gears idler gears injection pump drive gear crankshaft gear camshaft gearfor cracks or damage If necessary replace as required 2 Check the idler gear end play as shown in figure If it exceeds the specified value replace the thrust plate or idler gear NOTE Measure the end play after tightening the idler gear attaching nuts to the specified value Thrust plate tightening torque 23 32 kgm 17 23 lbftEnd play standard 015 030 mm 00059 00118 in3 Check the backlash of every gear with a dial indicator NOTE Check the backlash after assuring that the idler gear end play and the clearance between the idler gear bushing and spindle are within standard Backlash standard 010 020 mm 00039 00079 inBacklash limit 030 mm 00118 inChecking Push Rod 1 Check the push rod ends for damage If any damage is found replace it 2 Check the push rod for bends with the corner of a surface of a surface plate If it exceeds the limi t replace wi th a new one Bend Limit 019 mm 00075 in50 4 5 f t Checking Camshaft 1 Check the camshaft for damage or cracks If necessary replace the camshaft NOTE If the damage is slight you may be able to correct the camshaft with an oil soaked fine emery grindstone Correct the camshaft wi th spe255cial care so as not to damage the original cam form 2 Check the cam height and replace the camshaft if the wear exceeds the limit Cam height limit W70 WlOO 42478 mm 16724 in42485 mm 16727 in3 Check the camshaft journal for wear replace the camshaft If it exceeds the limit No 1 No 2 No 3 No 4 Journal diameter 51910 51940 mm 20437 20449 in51660 51690 mm 20339 20350 in51410 51440 mm 20240 20252 in51160 51190 mm 20142 20154 inWear limit 0008 mm 00003 in0008 mm 00003 in0008 mm 00003 in0008 mm 00003 in4 Check the clearance between the camshaft journal and camshaft sup255port bore as follows abore bblock if Measure the camshaft journal diameter and camshaft support Calculate the clearance and replace the camshaft or cylinder the clearance exceeds the limit Clearance limit 0145 mm 00057 in5 Check the camshaft alignment with a new one If it exceeds the limit replace Maximum allowable runout 008 mm 00031 in48 aWhen grinding the crankshaft finish the place of R as shown in figure bThe crankshaft processing diameters are as shown in the table above 4 Check the crankshaft alignment 5 If it exceeds the limit replace with a new one Maximum allowable runout 005 rom 00020 inCheck the crankshaft end play with a dial indicator or a feeler gauge as shown in the figure If it exceeds the limit replace the thrust bearing with an oversized thrust bearing of 0178 rom 0007 in225 End play limit 040 rom 00157 inrlJl7Ot n 225 I I 225 Note Any crankshaft grinding should be done at a qualified machine shop Checking Main Bearing 1 Check fully worn the main bearing care255and replace if it is scored or flaked 2 Check the main bearing clearance with a plastigauge If it exceeds the limit correct the main journals by having the crankshaft ground for undersized main bearings NOTE Tighten the main bearing cap bolts to the specified torque Cap tightening torque 110 117 kgm 80 85 IbftBearing Clearance Standard Limit 0059 0090 rom 00023 00035 in012 rom 00047 in47 AdobeUCSI f AdobeUCS3 Check the connecting rod side play with a dial indicator or a feeler gauge as shown in the figure If it exceeds the limit replace the connecting rod or crankshaft End play limit 04 mm 00157 inChecking Connecting Rod Bearing 1 Check bearing if it flaked the connecting rod carefully and replace is worn scored or 2 Check the connecting rod bearing clearance with a If it exceeds the limit correct the crank255pins with a suitable grinder and use with suitable undersize bearings NOTE Tighten the connecting rod cap bolts to the specified torque Cap tightening torque W70 78 80 kgm 5641 5786 lbftWlOO 76 83 kgm 5497 6003 lbftBearing clearance rod pl8 test Standard W70 0012 0031 mm 00005 00012 inWlOO 0014 0044 mm 00006 00017 inLimit 005 mm 00020 in45 Connecting Rod Bushing 1 To remove the connecting rod bushing press out the old bushing with suitable mandrel 2 To install the connecting rod bushing press fit a new bushing aligning the oil holes of the bushing and connecting rod 3 Finish the bushing with a spiral expansion reamer or a pin hole grinder to the stan255dard clearance specified NOTE When reaming the bushing correctly insert the reamer in the bushing In order to prevent unevenness on the bushing sur255face the reaming should always be made in the cutting direction Make sure that the reamer is stopped at different positions at all times When correcting the smaller end bushing of the connecting rod with a pin hole grinder the hole is apt to become tapered Therefore be sure to change the direction of the connecting rod several times while honing until the specified size is obtained Checking Connecting Rod 1 Check the side of the con255necting rod small end and large end for cracks or damage If necessary replace the con255necting rod 2 Check the connecting rod for bends or twists with a suitable alignment fixture If realign255ment is necessary correct by using a press and applying a gradual pressure to the rod or replace the connecting rod hend check twist cheole J I Jr a Permissible deflection 005 mm per 100 mm 00020 in per 4 in44 Checking Piston Rings 1 Check the piston rings for cracks burning or wear these conditions exist replace the ring If any of 2 Check the side clearance of the piston rings at several places If they exceed the limit replace the piston rings or piston Side clearance limit 030 mm 00118 in3 Check the piston ring end gap as follows aPlace the piston ring in the cylinder liner bore below the ring travel by using a piston head to push the ring in squarely bMeasure the piston ring end gap If it exceeds the limit replace the piston ring End gap limit 15 mm 00591 inChecking Piston Pin and Connecting Rod Bushing 1 Check the clearance between the piston pin and connecting rod bushing If it exceeds the limit replace the piston pin and bushing Clearance between piston pin and bushing Standard W70 0039 mm 1 I 1 002 10aJ9 I oaa05oOO5mm 1 0012 00005 00015 inI Standard Limit WlOO 0014 0044 in 00006 00020 in005 mm 00020 in43 Cylinder Liner 1 Removal aPress out the liner with the cylinder liner replacer bCheck the cylinder block bore for any scratches If any scratches are found remove the scratches with oil soaked fine emery paper 2 Installation aApply engine oil on the cylinder block bore and a new liner outer surface and set the liner on the cylinder block bPress fi t the liner wi th the cylinder liner replacer taking special care not to distort it NOTE When inserting the liner into the cylinder block press fit it within the limits of 10 30 tons 2000 6000 lbsIf the pressing force required exceeds the limits find the trouble and correct it After installing the liner check the protruding height of the liner Checking Piston 1 Check the piston carefully and replace if it is severely scored scratched or burned 2 Check the clearance between the piston and cylinder liner bore If it is excessive the piston and liner must be replaced NOTE Measure the piston diameter at 90 degrees the pin bore axis and 22 mm 0866 infor the W70 or 23 mm 0906 infor the WlOO from the piston bottom Piston Diameter n788SUre t here W70 94967 94993 mm 37381 37399 inWlOO 91967 91993 mm 36208 36218 inPiston to Liner Clearance 0032 0083 mm 00017 00028 in42 o permissible distortion 1 2 3 4 5 6 Checking Cylinder Liner 1 Check the cylinder liner bores for stretching and waveness 2 Check the cylinder liner for wear with an inside micrometer If it exceeds the limit replace the cylinder liner NOTE This measurement should be taken in the xx direction and the YY direction at each of the three sections upper middle and lower of each cylinder Cylinder liner bore Standard W70 Standard WlOO Wear Limit 3 Check the protruding height of the liner with a straight edge and a feeler gauge If it exceeds the specified value correct as necessary protruding height 0101 0 mm 00040 0 in41 010 mm 00039 in025 mm 00098 inXXi6 Me ti1rvst direotion 95025 95050 mm 37412 37422 in92025 92050 mm 36231 36241 in020 mm 00079 inProtruding length Cylinder liner 3 Check the clearance between the rocker arm bore and shaft If it exceeds the limit replace the rocker arm bushing and shaft Clearance between rocker arm and shaft Standard Limit Replacing Rocker Arm Bushing 1 To remove the bushing press bushing with mandrel rocker arm out the old a suitable 2 To install the rocker arm bushing press fit a new bushing aligning the oil holes of the bushing and rocker arm 3 Finish the bushing wi th a spiral expansion reamer or a pin hole gr inder so that the clearance between the bushing and shaft becomes equal to the standard clearance Checking Cylinder Block 0016 0061 mm 00006 00024 in007 mm 00028 in1 Check the cylinder block for damage or cracks If necessary repair or replace the cylinder block 2 Check to see that the oil passages and coolant passages of the cylinder block are open If clogged remove with compressed air or a wire probe 3 Check the cylinder block for distortion If it exceeds the limit repair or replace the cylinder block remove IOClting dowels lIillg stJjiglrtedge w 2 40 Valve and Valve Seat Reface in the following order 1 Reface the valve with a valve grinder to the specified angle Valve face angle Intake valve Exhaust valve 2 Reface the valve seat with a valve seat cutter while checking the contact between the valve and valve seat NOTE Reface the valve seat taking care that the valve seat con255tacts the center position of the valve Valve seat angle Valve seat width CONTACT WIDTH Intake 45267 20 mm 0079 Exhaust 30267 20 mm in 0079 inexhaust 3 Reface the valve and valve seat with a good valve lapping compound 4 Measure the dimension L 5 Adjust the dimension ilL to the standard by adding some washers between the lower spring seat and cylinder head Checking Rocker Arm and Shaft 1 Check each component part of the rocker arm assembly for damage or cracks If necessary replace with a new one 2 Check to see that the oil passages of the rocker arm and shaft are open If any clogs are found remove them or replace 39 E E Valve Guide 1 Check the clearance between the valve stem and guide with a mounted dial indicator by moving the valve stem from side to side If the clearance exceeds the limi t replace the valve and guide Clearance Limit 0127 mm 00050 in2 Check the protruding length of the valve guide If it is not the specification correct it protruding length 165 mm 065 inReplacing Valve Guide 1 To remove the valve guide press out the guide with the valve guide installer tool 49 0636 165 or its equivalent 2 To install the valve guide press fit a new guide in the cylinder head with the valve guide installer and adapter until the adapter comes in con255tact with the cylinder head NOTE After installing the valve guide check the protruding length of the valve guide 37 hegJrt above 5eJt 065 16Smm i6talling too AdobeUCS4 Check the fitting tension of the valve spring as follows aInstall the valve on a valve spring tester bMeasure the spring tension at the specified fi tting length If it is not within the specification the spring must be replaced NOTE Measure the spring ten255sion after compressing the spring several times Fitting tension Fitting length Fitting tension limit Checking Valve valve spring tester Inner 378 mm 1488 in113 kg 2492 lbOuter 403 mm 1587 in301 kg 6636 lb1 Check all valves for bends cracks or excessive burning and replace them if any of these conditions are found 2 Check the valve stem diameter with a if the wear exceeds the limit replace the valve Valve stem diameter limit W70 Intake valve 8904 mm 0351 inExhaust valve 8884 mm 0350 inWlOO Intake valve 7867 mm 0310 InExhaust valve 7854 mm 0309 in36 AdobeUCSNOTE 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 insert is completely fixed in place Checking Valve Spring 1 Check the spring for corrosion or damage replace with a new one If it is defective 2 Check the spring length and replace the spring if the free length is less than the following dimension Free length limit W70 Inner spring 420mm 1654inOuter spring 529mm 2083inWlOO Inner spring 420mm 1654 inOuter spring 436mm 17l7in3 Check the squareness of valve spring If it exceeds the limit replace with a new one Squareness Limit Inner spring 125mm O049inOuter spring 137mm O054in35 SflU8rel14SS liit 90testal1ge ENGINE INSPECTION AND REPAIR Checking Cylinder Head 1 Check the cylinder head for damage or cracks If found repair or replace the cylinder head 2 Check the cylinder head for distortion If it exceeds the limit replace the cylinder head with a new one 256 straightedge 251 256 Maximum permissible distortion A B 010 rom 0004 inC D E F 02S mm 0010 in3 Check the insert for damage or cracks and if detected replace with a new one Replacing Combustion Chamber Insert 1 To remove the insert place a suitable drift into the glow plug hole then tap the drift with a hammer 2 To install set the insert in posi tion and insert the welch washer into the insert guide hole Secure the welch washer by tapping the raised center of the welch washer 34 AdobeUCS30 Tappets NOTE After removing the main bearings and bearing caps arrange them in order of removal Do not mix caps After removing the thrust bearings note their positioning for proper reinstallation 33 23 Piston and connecting rod assemblies NOTE After removing the piston and connecting rod assemblies install the connecting rod cap on the connecting rod temporarily Do not mix rods and caps 24 Piston rings using a suitable ring expander NOTE After removing the piston rings note the order that they are removed and which side of the ring faces the piston crown 25 Piston pin aRemove the wrist pin snap rings bUsing a nylon drift drive the wrist 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 26 Main bearing caps 27 Main bearings 28 Thrust bearings 29 Crankshaft 32 gear aWave washer bFriction gear cUsing a suitable puller remove the crankshaft gear and key 16 Oil pan and oil pan upper block 17 Oil pump assembly NOTE Remove the oil pump assembly after loosening the oil pump set screw located on the side of the block 18 Oil jets on the W70 19 Timing gear case 20 Camshaft NOTE Turn the engine upside down for removing the camshaft This will allow the valve lifters to seat on the block bosses away from the cam lobes 21 Rear oil seal assembly 22 Connecting rod bearing caps 31 AdobeUCS9 Intake and exhaust vaIves with the aid of a suitable valve spring compressor tool remove the valves from the cylinder head NOTE After removing the valve assemblies arrange or label them in the order of removal so that they can be reinstalled in their original positions 10 Crankshaft pulley using the taper ring remover 11 Timing gear cover 12 Injection pump drive gear aFriction gear bDrive gear 13 Camshaft gear friction gear injection pump drive gear aWedge a clean cloth between the camshaft gear and idler gear remove the retaining bolt bRetaining plate cFriction gear dUsing a suitable bearing puller remove the camshaft gear 14 Idler gear aAttaching nuts bThrust plate cIdler gear dIdler gear hub 30 6 2 4 9 16 12 7 1 0186 cWith a suitable nylon drift and hammer gently tap the injec255tion pump shaft to dislodge it from the keyed dr i ve gear The loose hold down nuts will prevent the pump from falling from the engine dOnce loosened remove the hold down nuts and washers and carefully withdraw the pump from the drive gear and engine so as to avoid losing the injection pump dr i ve key inside the timing case 21 Removal of the fuel injectors aRemove the fuel return line from the top of the injectors by removing the four attaching bolts NOTE There are sealing washers under these bolts which should be replaced upon reassembling bWith a suitable 27 mm deep socket unscrew the injectors from the cylinder head on the W70 On the WlOO remove the nuts from the retaining flange and lift injectors out cRemove the injector sealing washer from the head once the injectors are removed NOTE These should be replaced upon reassembly DISASSEMBLING ENGINE Disassemble in the following order 1 Cylinder head rocker cover 28 13 Remove the exhaust manifold expansion tank in its entirety Remove the return pipe on the W100 14 Remove the air intake silencer 15 Remove the high pressure injection lines 16 Remove the engine dipstick tube from the block and sump 17 Remove the air intake manifold and breather hose 18 Remove the engine oil filter and mounting bracket from the engine block 19 Remove the engine mounted fuel filter with related lines Note the posi tions of sealing washers that attach fuel lines to the fuel filter and the injection pump 20 Remove the fuel injection pump NOTE Scribe mating marks on pump body flange and the timing gear case before removal aLoosen the two injection pump hold down nuts Do 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 bPlace the keyway on the injection pump shaft in the 12 00 position with the aid of the front crankshaft pulley bolt before attempting to remove the injection pump 27 4 Remove the engine oil cooler and oil hoses Note oil hose connec255tions on oil filter engine mounting bracket 5 Remove engine heat exchanger 6 Remove the engine bellhousing and circuit breakerpreheat solenoid mounting plate 7 Remove the engine flywheel NOTE Loosen the front crank255shaft pulley nut before remov255ing the flywheel 8 Remove engine backplate olTe boll derlate6 6 locKwilsher ring flywheel bolt ptJIJ6rn 9 Remove the engine alternator drive belt support bracket and adjusting strap 10 Remove the engine mounted sea water pump drive belt and support bracket from the front cover 11 Remove the thermostat hose and thermostat temperature switch in cover Leave place oisaOI7IT6tf WUII Mye sender lnit in the elbow 12 Remove the fresh water circulating pump with connecting hoses and formed tube to the exhaust tank 26 AdobeUCSENGINE DISASSEMBLY PREPARATION FOR DISASSEMBLY 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 D Drain all fluids and oil from engine block and transmission prior to engine disassembly E Place the engine on a suitable stand or bench for disassembly F Remove the engine electr ical harness in its entirety Tag ter255minal ends to help insure proper refitting G Metr ic threads are used for the W70 engine while inch threads unified threadsare used for the WlOO engine REMOVING ENGINE EQUIPMENT AND PARTS Remove parts in the following order 1 Remove the engine starting motor 2 Remove the transmission and related hardware 3 Remove the transmission damper plate from the engine flywheel 25 YOUR NOTES 24 ENGINE OVERHAUL The following sections contain detailed information relating to the proper operation of the major components and systems of the engine Included are disassembly rework and reassembly instructions for the guidance of suitable equipped and staffed mar ine eng ine service and rebuilding facili ties The necessary procedures should be undertaken only by such facilities Additional operating are included in the Operation Section of this manual Any replacements should be made only with genuine Westerbeke parts Engine Disassembly 25 Engine Inspection and Repair 34 Engine Assembly 53 Compression Pressure 68 Engine Lubricating System 69 Fresh water Pump 75 Fuel System 225225225 78 Injection Pump 79 Fuel Injectors 8l Fuel System 85 Technical Data 88 23 Note In some instances the intake silencer will have to be removed to accomplish this Be sure to remove at 9 Check belts on engine for good condition Order replacements andor spares as needed 10 Fill fuel tanks Add additives to combat algae growth and fuel conditioners Note Fuel additives with an alcohol base should not be used with fuel systems having Racor fuel 11 Shut off the fuel supply 12 Change transmission lubricant 13 Boats being hauled for dry storage should have the propeller shaft coupling disconnected from the transmission 14 Check batteries for a full state of charge Batteries with a low state of charge are susceptible to freezing Turn off battery power to engine 15 Close off exhaust openings on the outside of the hull 16 Lubricate all linkage to throttle and shifting 17 Remove starter and lubricate bendix drive and replace starter 22 SEASONAL CHECKS Do the following 1 Change engine lube oil and lube oil filter at least once a season or every 100 hours of engine operation 2 Check belt tensions Belts should be sufficiently tight when the alternator pulley can be grasped with the hand and cannot be slipped on the belt 3 Check sea water pumps to insure no leakage is evident at the weep holes Correct if leakage is noted Sea water pump should be visually checked as often as possible4 Check fluid level in the battery sand insure connections are secure and clean 5 Check the zinc anode in the main engine heat exchanger Clean and replace as needed 6 Check for loose fittings clamps electrical connections nuts and bolts and coolant circulating hoses for good condition 7 Change fuel oil filters once a season or every 200 hours 8 Engine alignment should be checked at the beginning of each season especially on those boats which are kept in dry storage during winter months and then returned to the water Note This alignment check should be done wi th the boat in the water with mast stepped and rigging tuned 9 Check condition and strength of antifreeze mixture in the engine coolant Note color of coolant and if scale or discoloration of coolant is noted drain coolant from block and replace 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 Check air intake silencer and insure that the inlet is unobstructed 12 Change the transmission lubricant once a season or any time that it becomes discolored or rancid smelling Commercial or work vessels require more frequent changesRefer to the transmission section of this manual for details on the correct lubricant for the different model gears END OF SEASON SERVICE WINTERIZATION1 Check engine coolant for proper freeze protection Drain and add antifreeze as needed Run engine to insure complete circulation of antifreeze and recheck 2 Check zinc anode PN 11885in heat exchanger and replace as needed Keep spares3 Change and clean primary fuel 4 Replace secondary fuel filter mounted on engine 5 Change engine lube oil and filter 6 Flush raw water system with fresh water then run an antifreeze mixture through the raw water system to protect it against freezing Note Feed the raw water system out of a bucket to flush the raw water system and to circulate antifreeze 7 Remove the raw water pump impeller and examine it for cracks and insure that it is in serviceable condition for next season Leave the impeller out of the pump until the engine is recommissioned Keep one or two spares8 Close off the air intake to the engine with a welloiled cloth 21 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 Check engine belt tensions periodically after initial engine start up New belts will stretch FIFTY HOUR CHECKOUT INITIALDo the following 1 Retorque the cylinder head bolts 2 Retorque the rocker bracket nuts and adjust valve rocker clearance 3 Change engine fuel filter 4 Change engine lubricating oil and oil filter Use a good grade of diesel oil API Spec CC or better 5 Check for fuel and lubr icating 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 particular attention to loose engine mounts and engine mount fittings Check engine alignment and make sure the propeller shaft is secure in the propeller shaft coupling 8 Check the zinc anode PN 11885and replace as needed If flaking scrape down to solid zinc 9 Check hose and electrical routing to and from the engine for security and that these hoses or wiring are nor chafing on fiberglas or when passing through bulkheads DAILY CHECKS Do the following 1 Check engine oil level with the dipstick Maintain oil level bet255ween the low and the high mark on the dipstick 2 Check engine coolant level Add as necessary Maintain coolant level between 12 and 1 inch of filler neck Note with plastic coolant recovery tank keep level between ADD and MAXI3 Check transmission lubricant level and Vdrive if applicable Add lubricant as needed Note Checking these fluid levels once each day prior to initial eng ine usage will help to spot losses before an unexpected problem arises 20 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 between 170267 and 190267F Check engine coolant at least once daily Check transmission lubricant levels at least once daily Race a cold engine in neutral Run the engine unless the gauge shows proper oil pressure Break the injection pump seals Use cotton waste or fluffy cloth for cleaning or store diesel fuel in a galvanized container Subject the engine to prolonged overloading or continue to run it if excessive black smoke comes from the exhaust 19 OPERATING PRECAUTIONS 1 Never run the engine for extended periods when excessive over255heating occurs as extensive internal damage can be caused Engines operated in this manner will void the warranty 2 DO NOT put cold water in an overheated engine cylinder head block or manifold 3 Keep intake silencer unobstructed 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 Maintain a good between the engine and fuel tanks Monitor it for water 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 9 Do not operate the engine with low or no oil pressure Internal damage will result This will void your engine warranty 10 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 ENGINE OPERATING RPM 1 Idle range 700 900 RPM This will vary with installations due to harmonics and vibrations 2 Cruising range 2000 2500 RPM Hull shape keel and hull displacement affect the horsepower needed to move the hull efficiently through the water at or near hull speed in a tolerable RPM range for lengthy cruising 3 Maximum RPM under load3000 RPM The propeller should be selected that will allow the engine to achieve its maximum rated RPM 100 RPM Transmission reduction ratios will affect greatly the size propeller an engine can turn 18 necessary to add oil to compensate for the oil that is required to fill the engines internal oil passages and oil filter Add oil as necessary Check oil level each day of operation 4 Recheck Transmission Fluid level This applies only subsequent to a fluid change or new installationIn such a case stop the engine after running for several minutes at 800 RPM with one shift into forward and one into reverse then add fluid as necessary Check fluid level each day of operation 5 Recheck Expansion Tank Water Level if engine is fresh water cooled This applies after cooling system has been drained or filled for the first timeStop engine after it has reached operating temperature of 170267 190267F and add water to within one half to one inch of top of tank WARNING The system is pressurized when overheated and the pressure must be released gradually if the filler cap is to be removed It is advisable to protect the hands against escaping steam and turn the cap slowly until the resistance of the safety stops is felt Leave the cap in this position until all pressure is released Press the cap downward against the spr ing to clear the safety stops and continue turning until it can be lifted off 6 Warmup Instructions As soon as possible get the boat but at reduced speed until water temperature gauge l30l50267F If necessary engine can be warmed up transmission in neutral at 1000 RPM underway indicates wi th the 7 Reverse Operation Always reduce engine to idle speed when shifting gears However when the transmission is engaged it will carry full engine load STOPPING THE PROPULSION 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 Turn off the keyswitch The injection pumps are equipped with an electr ical shutoff solenoid When the key is turned off the engine will stop immediately Note Water temperature and oil pressure gauges will continue to show a THE GENERATOR 1 Remove the load from the generator 2 Allow the generator to operate a few minutes with no load to dissipate some of the heat 3 Depress the stop switch until the engine stops completely 17 I f 5 PREPARATION FOR STARTING 1 Check water level in expansion tank It should be 12 to 1 inch below the top of the tank when cold 2 Check the engine sump oil level 3 Check the transmission fluid level and Vdrive when applicable 4 See that there is fuel in the tank and the fuel shutoff valve is open 5 Check to see that the starting battery is fully charged all electr ical connections are properly made all circui ts in order and turn on the power at the battery disconnect switch 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 cold engine propulsion Engines 1 Check to see that the STOP lever if installedis in the RUN position 2 Turn the keyswitch to the ON position This will activate the instrument panel Note Oil pressure and water temperature gauges will zero the voltmeter will show battery voltage the hourmeter will activate and the engine alarm will buzz3 Push the key in to preheat the engine 15 20 seconds or more if ambient temperature requires Note Do not use preheaters longer than 60 seconds prior to starting4 Continuing to hold the key in for preheat turn to the START position This will energize the starter cranking the engine over to start Once the engine starts release the key which will return to the on position and deenergize the preheat circui t Retard the throttle to 800 1000 RPM and check oil pressure and raw water discharge The alarm buzzer should shut off once oil pressure reaches 20 25 PSI 5 If the engine fails to start in 20 30 seconds release the key and turn it to the OFF posi tion Allow a few moments to pass and then repeat steps 2 through 4 Starter damage may occur from excessive cranking with the starter motor and filling of the exhaust system with raw water is possible Generator 1 Depress the preheat switch on the panel for 15 20 seconds or more if ambient temperature requires Note Do not use pre255heaters longer than 60 seconds prior to starting15 BLEEDING PROCEDURES FOR WS2 lSKW WS8 20KW W70 2SKW WIOO AND 32KW Initial Engine Startup Engine stoppage due to lack of fuel1 Insure that the fuel tank sis filled with the proper grade of diesel fuel 2 To attempt to fill any large primary using the manual priming pump on the enginemounted secondary fuel filter may prove futile andor require a considerable amount of priming 3 Insure that the fuel selector valve is ON Fuel systems wi th more than one tank make certain that the tank feeding the engine is the tank to which fuel is being returned The above procedures are basic for all initial engine startups or for restarting engines stopping due to lack of fuel WESTERBEKE WS2 lSKW WS8 20KW W70 2SKW WIOO AND 32KW 1 Open the bleed screw on the top inboard side of the enginemounted secondary fuel filter one to two turns using a lOmm box wrench Bleed Point AThis fuel filter is equipped with a priming pump with the palm of your hand pump this primer until fuel free of air flows from this point Stop pumping and tighten the bleed screw 2 with bleed screw A tightened pump the hand primer several more times This pr imes the inj ection pump The inj ection pump incorporates a fuel supply pump wh ich keeps the fuel system pr imed when the engine is running 3 Loosen the four inj ector line attaching nuts at the base of each inj ector Bleed Point Bone to two turns with a 16mm open end wrench Place the throttle in the full open position and crank the engine over with the starter until fuel spurts by lines Stop cranking and tighten each proceed with normal starting procedure 14 the nut and injector of the four nuts and OPERATION PREPARATION FOR FIRST START The engine is shipped ndry 225225225 with lubricating oil drained from the engine crankcase lubricants from the transmission and coolant from the cooling system Therefore be sure to follow these recom255mended procedures carefully before attempting to start the engine for the first time 1 Remove the oil fill cap and fill oil sump with a good grade of diesel lubricating oil having an API Spec code of CC or CD Install the correct amount of oil as specified in the engine technical manual or Manual NOTE Installation angles will effect the oil level readings on the dipstick 2 Fill the marine transmission and Vdrive when applicable with the correct lubricant according to the gear model as specified in the engine technical manual or Manual 3 Fill the fresh water cooling system with a mixture of antifreeze and fresh water a 5050 mixture is recommended for year round use The mixture should be concentrated enough to prevent freezing in your area of operation and during winter lay up The coolant level should be monitored once the engine is started to insure that all air is purged from the cooling system and coolant added as needed Domestic water heaters plumbed off the heaater should be checked for good coolant circulation to and from the engine and that all air has also been purged from the domestic water heater Failure to do so can result in an unexpected overheating The surge tank on the engine should be maintained to within 112n of the filler neck When the plastic recovery tank is used the engine surge tank should be completely filled and the cap installed and the recovery tank filled half full 4 Ensure battery water level is at least 38n 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 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 properly 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 Starter batteries must be of a type which permits a high rate of discharge Diesel follow the recommended wire sizes shown in the wir ing diagrams Plan installation so the battery is close to the engine and use the following cable sizes CONTROLS 1 10 20 30 for distances up to 8 feet for distances up to 10 feet for distances up to 13 feet for distances up to 16 feet A keyswitch is used to start and stop propulsion engine models Toggle switches are used to start and stop generator models The throttle and shift lever should be connected to a Morse type lever at the pilots station by sheathed cables following cable manufacturers routine regarding bonds to insure smooth cable operation The singlelever type control gives clutch and throttle control with full throttle range in the neutral position The twolever type provides clutch control with one lever and throttle control with the other each independent of the other Control connections 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 shift lever on the transmission has sufficient travel to properly engage the transmission in the gear selected Check the throttle control lever fuel injection pump for full travel from idle to the full throttle stop 12 generally preferred It is recommended that the fuel return be returned to the tank and that the return connection at the tank be extended down into the tank as if it were a fuel pick up This is particularly important in those installations where tanks are below engine level to prevent air from entering the fuel system via the return system Return fuel carr ies wi th it heat removed from the injection equipment on the engine during operation It is important that this fuel be returned to the tank so that this heat carried by the fuel will be dispersed by the cool fuel in the tank A primary fuel should be installed between the fuel tank and the eng ine A secondary fuel f il ter is fitted on the engine and has a replaceable filter element 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 inj ector nozzles when the eng ine is started for the first time FUEL PIPING Fuel supply and return lines should be fabricated of Coast Guard approved hose material or copper tubing using flared connections The hose or tubing should be used in as long a length as possible to eli255minate the use of unnecessary fittings and connections A fuel shut off should be installed in the line between the fuel tank and primary fuel and should be of the fuel oil type The fuel line plumbing from the tank to the engine compartment should be properly supported to prevent its chafing The final connection to the engine should be through flexible fuel hose to absorb engine movement and vibration ELECTRIC PANEL PROPULSION The Westerbeke allelectric panel utilizes an electronic tacho255meter wi th a buil tin hourmeter Mounted on the panel are a vol t255meter water temperature gauge oil pressure gauge and keyswitch Each instrument is lighted The allelectr ic panel is isolated from ground and may be mounted where visible The generator panel in lieu of the tachometer has just an hour255meter along wi th the other gauges used in the propulsion panel and three switches to activate the start or stop circuits ELECTRICAL EQUIPMENT All Westebeke engines are supplied prewired and with plugin connectors Never make or break connections while the engine is running Carefully follow all instructions on the wir ing diagram supplied especially those relating to the wiring of loads to generator Starter batteries should be located as close to the engine as possible to avoid voltage drop through long leads It is bad practfce 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 nalternator output splittern 11 Checking The Back Pressure 1 Exhaust pipe flange 2 Exhaust line 3 Transparent plastic hose partly filled with water Measurement An may not exceed 39 for normally aspirated engines WATER CONNECTIONS Seacocks and strainers should be of the full flow type at least one size greater than the inlet thread of the sea water pump The strainer should be of the type which may be withdrawn for cleaning while the vessel is at sea Water lines can be copper tubing or wirewound reinforced rubber hose In 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 WlOO SEA WATER CONNECTIONS This engine requires a 215 GPM sea water flow at 3400 RPM for proper cooling In power boat applications with boat speeds over 10 knots an intake scoop MUST be installed to force cooling water through the sea255cock at high speeds The minimum seacock size is 1 and the minimum 10 of hose connecting the sea cock and sea water pump is 78 The sea water pump MUST be connected directly to the intake or restrictive reducers or elbows Sea water flow from the heat exchanger MUST be divided by a 12 or larger tee at the inlet to the injected exhaust elbow so that only the necessary portion flows through the exhaust and so that the remaining portion has an unrestricted run back to the ocean It is the installers responsibili ty to balance these two flows so that adequate cooling water flows through the exhaust to cool it at full load and speed 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 Fuel tanks sshould be located as close to the engine as possible The addition of an electric fuel pump to supply fuel to engines may be required when tanks are below engine level such a being an integral part of the vessels keel or the tanks are distant from the engine Plumbing for the fuel supply and fuel return should not restrict fuel flow 516 00 tubing is mimimum and 38 00 tubing is 10 as large as the engine exhaust manifold flange and be increased in size if there is an especially long run It should be increased by 12 in ID for every 10 feet beyond the first 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 permissible 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 HYDROHUSH BELOW ENGI NE 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 112 Max PSI 3 Mercury 9 Water Column 39 the main mast has been stepped and final rigging has been accomplished Take plenty of time in making this alignment and do not be satisfied with anything less than perfect results The alignment is correct when the shaft can be slipped backward and forward into the counterbore very easily and when a feeler gauge indicates that the flanges come exactly together at all points The two halves of the propeller coupling should be parallel within 0001 inches Aper inch of coupling diameter In 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 when made of wood 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 whenever the boat is hauled out or moved from the land to the water and during storage in a cradle The flexibility of the boat often puts a very severe strain on the shaft or the coupling or both when it is being moved In some cases the shaft has actually been bent by these strains This does not apply to small boats that are hauled out of the water when not in use unless they are dry for a considerable time EXHAUST SYSTEM Exhaust line installations considerably and each must be designed for the particular job The general requirements are to pro255vide an outlet line wi th 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 or the use of 90267 fittings 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 8 AdobeUCSturn 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 The coupling set screwsheads are drilled and should be lockwired once secured to prevent their loosening 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 RPM 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 often blamed on other causes It will create excessive bearing wear rapid shaft wear and will in many cases reduce the life of the hull by loosening the hull fastenings A bent propeller shaft will have exactly the same effect and it is therefore necessary that the propeller shaft itself be perfectly straight One particularly annoying result of 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 isolators 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 on land The boat should be in the water and have had an opportunity to assume its final water form It is best to do the alignment with the fuel and water tanks about half full and all the usual equipment on board and after 7 In case it is necessary to hoist the eng ine ei ther 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 HOLD DOWN BOLTS It is recommended that bronze or stainless steel hanger bolts of appropr iate si ze be used through the eng ine flexible mounts Lag screws are less preferred because their hold on the wood is weakened every time they are moved whereas the lag bolt stays in 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 position 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 engine stringers be of wood or preformed fiberglas and be thoroughly glassed to the hull This should allow for the engine isolator hold down bolts to be firmly installed in the beds thus reducing noise and transmitted vibration The temptation to install the engine on a pair of fiberglas A B angle ironsn 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 nAn and avoid bed design nB PROPELLER COUPLING Each Westerbeke Diesel engine is regularly fitted with a suitable coupling connecting the propeller shaft to the engine The coupling must not only transmit the power of the engine to 6 INSTALLATION FOREWORD Since the boats in which these engines are used are many and var ied details of eng ine 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 the installation which should have a periodic check and of which the operator should have a thorough understanding to insure good operating conditions for the engine and correct procedure for its servicing INSPECTION OF EQUIPMENT The engine is shipped from the factory mounted securely and 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 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 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 a 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 alternator cooling piping manifold filters mounting lugs etc This accessory equip255ment should be removed by a competent mechanic and special care should be taken to avoid damage to any exposed parts and to avoid dirt entering openings The parts which have been removed should be returned to position as soon as the restriction has been passed 5 AdobeUCSYOUR 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 crankcase its crankshaft is of the same general type as that of a gasoline engine it has the same sort of valves camshaft pistons connecting rods lubricating system and reverse and reduction gear Therefore 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 Unremi tting care and attention at the factory have resulted in a Westerbeke eng ine 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 IMPORTANT PRODUCT SOFTWARE NOTICE Product software of all kinds such as brochures drawings technical data operators and workshop manuals parts lists and parts price 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 BE LIABLE 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 printings of Westerbeke product software and the unavoidable existence of earlier noncurrent Westerbeke software editions in the field Addi tionally 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 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 70 1 00 Marine Diesel Engines WESTERBEKE 25 32KW Marine Diesel Generators Publication no 33355 Edition One July 1983 WESTERBEKE MYLES STANDISH INDUSTRIAL PARK 150 JOHN HANCOCK ROAD TAUNTON MA 027807319 MANUAL WESTERBEKE 70 1 00 Marine Diesel Engines WESTERBEKE 25 32KW Marine Diesel Generators Publication no 33355 Edition One July 1983 WESTERBEKE MYLES STANDISH INDUSTRIAL PARK 150 JOHN HANCOCK ROAD TAUNTON MA 027807319 AdobeUCS
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.
Google supplies the ads on this site. Because I do not track who you are, I cannot customize how these ads are served. They may be personalized to improve the ad experience. If you do not want personalized ads, please adjust the settings on the Google site HERE.
. NOTE: The best I can determine, this site is not subject to CCPA but I am doing my best to comply 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 L-36.com. I have no idea of they are useful or accurate, I leave that to the reader. 2) Articles others have written and submitted. If you have questions on these, please contact the author. 3) Articles that represent my personal opinions. These are intended to promote thought and for entertainment. These are not intended to be fact, they are my opinions. 4) Small programs that generate result presented on a web page. Like any computer program, these may and in some cases do have errors. Almost all of these also make simplifying assumptions so they are not totally accurate even if there are no errors. Please verify all results. 5) Weather information is from numerous of sources and is presented automatically. It is not checked for accuracy either by anyone at L-36.com or by the source which is typically the US Government. See the NOAA web site for their disclaimer. Finally, tide and current data on this site is from 2007 and 2008 data bases, which may contain even older data. Changes in harbors due to building or dredging change tides and currents and for that reason many of the locations presented are no longer supported by newer data bases. For example, there is very little tidal current data in newer data bases so current data is likely wrong to some extent. This data is NOT FOR NAVIGATION. See the XTide disclaimer for details. In addition, tide and current are influenced by storms, river flow, and other factors beyond the ability of any predictive program.