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Westerbeke Diesel 108c Six Parts Manual



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  OPERATOR'S MANUAL




         WESTERBEKE 12B TWO

               MARINE DIESEL
                  ENGINE




                 Publication # 37185

                      Edition One

                     January 1988




....v-     WESJ'ERBEKE
          WESTERBEKE CORPORATION
          AVON INDUSTRIAL PARK, AVON, MA 02322. TEL: (617) 588-7700
                                            SAFETY PRECAUTIONS

The following symbols appear in this manual to call attention       ·   Use Extreme Care When Handling Engine Fuel
to and emphasize conditions potentially dangerous to the                (A constant danger of explosion or fire exists)
operator.
                                                                        Do not fill fuel tank(s) while the engine is running.

                        IWARNING\                                       Do not smoke or use an open flame near the engine or the
                                                                        fuel tank.
The above symbol is used in the manual to warn of possible
serious personal injury or loss of life.
                                                                    ·   Do Not Alter or Modify the Fllel System
                                                                        Be sure all fuel supplies have a positive shut-off valve.
                          CAUTION
                                                                        Be certain fuel line fittings are adequately tightened and
The above symbol is used in the manual to caution personnel             free of leaks.
of possible damage to equipment
                                                                        Make sure a 1ire extinguisher is installed nearby and is
Read the manual carefully and thoroughly before attempting              properly maintained. Be familiar with its proper use. Ex-
to operate the equipment. Know when dangerous conditions                tinguishers rated ABC by the NFPA are appropriate for all
can exist and take necessary precautions to protect personnel           applications encountered in this environment.
and equipment.

Fuels, exhaust gases, batteries, electrical equipment, and
moving and hot parts are potential hazards that could result in     ·   Use Extreme Care When Servicing Batteries
serious personal injury or death. Follow recommended proce-
dures carefully.                                                        Wear rubber gloves, a rubber apron, and eye protection
                                                                        when servicing batteries.
Always operate bHge blowers for at least five minutes before
starting agasoline-fueled engine; ensure no gasoline fumes are          Lead acid batteries emit hydrogen, a highly-explosive gas,
present before starting.                                                which can be ignited by electrical arcing or by a lighted
                                                                        cigarette, cigar, or pipe. Do not smoke or allow an open
                                                                        flame near the battery being serviced. Shut off all electri-
 .. Prevent Electric Shock                                              cal equipment in the vicinity to prevent electrical arcing
                                                                        during servicing.
      Shut off electric power before accessing electrical equip-
      ment.

      Use insulated mats whenever working on electrical equip-      ·   Ayoid Moving E.a!:1l>
      ment.
                                                                        Do not service the unit while the unit is running; if a situa-
      Make sure your clothing is dry, not damp (particularly            tion arises in which it is absolutely necessary to make
      shoes), ,and keep your skin surfaces dry when handling            operating adjustments, use extreme care to avoid moving
      electrical equipment.                                             parts and hot exhaust system components.

      Remove wristwatch and jewelry when working on electri-            Do not wear loose clothing or jewelry when servicing
      cal equipment.                                                    equipment; avoid wearing loose jackets, shirts or sleeves,
                                                                        rings, necklaces, or bracelets that might be caught in
      Do not connect utility shore power to vessel's AC circuits,       moving parts.
      except through a shipAo-shore double-throw transfer
      switch. Damage to vessel's AC generator may result if this         Make sure all attaching hardware is properly tightened.
      is not done.                                                       Keep protective shields and guards in their respective
                                                                         place at all times.
      Be extremely careful when working on electrical com-
      ponents. High voltage can cause injury or death.                   Do not check fluid levels or the drive-belt's tension while
                                                                         the unit is operating.

                                                                         Do not work on the equipment when mentally or physical-
  ·   Exhaust Gases Are Toxic                                            ly incapacitated by fatigue.

      Ensure that the exhaust system is adequate to expel gases
      discharged from the engine. Check exhaust system
      regularly for leaks and make sure the exhaust manifolds
      are securely attached and no warping exists.

      Be sure the unit and its surroundings are well-ventilated.
                                                IMPORTANT

                                   PRODUCT SOFTWARE DISCLAIMER

Product software of all kinds, such as brochures, drawings, technical data, operator's and workshop manuals,
parts lists and parts price lists (and other related information), instructions and specifications provided from
sources other than Westerbeke, is no! within Westerbeke's control and, accordingly, is provided to Wester-
beke customers only as a courtesy and service. WESTERBEKE CANNOT BE RESPONSIBLE FOR THE CON-
TENT OF SUCH SOFTWARE, MAKES NO WARRANTIES OR REPRESENTATIONS WITH RESPECT
THERETO, INCLUDING THE ACCURACY, TIMELINESS OR COMPLETENESS THEREOF, AND WILL IN NO
EVENT 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 into Westerbeke's products and supplied by
others (such as engine blocks, fuel systems and components, transmissions, electrical components, pumps
and other products) are generally supported by their manufacturers with their own software, and Westerbeke
must depend on such software for the design 01 Westerbeke's own product software. Such software,
however, may be outdated and no longer accurate. Routine changes made by Westerbeke's suppliers, of
which Westerbeke rarely has notice in advance, are frequently not reflected in the supplier's software until
after such changes take place.

Weslerbeke customers should also keep in mind the lime span between printings of Westerbeke product
software, and the unavoidable existence of earlier, non-current Westerbeke software editions in the field. Ad-
ditionally, most Westerbeke products include customer-requested special features that frequently do not in-
clude complete documentation.

In summation, product software provided with Westerbeke products, whether from Westerbeke or other sup-
pliers, must not and cannot be relied upon exclusively as the definitive authority on the respective product.
It not only makes good sense, but is imperative that appropriate representatives of Westerbeke or the sup-
plier in question be consulted to determine the accuracy and currency of the product software being con-
sulted by the customer.




                                                        1                        Weslerbeke Diesel Engines
                                                     FOREWORD

Thank you for selecting a Westerbeke marine product for your use. We at Westerbeke are pleased to have
you as a customer.

Read this manual carefully and observe all safety precautions included throughout. Operating procedures,
periodic preventive maintenance procedures, installation checks, system descriptions and minor adjust-
ment procedures are included herein so you can operate your equipment safely and properly, maintain the
equipment at a high level of efficiency, and expect dependable performance and long service life in return.

Should your unit require special attention, contact your Westerbeke dealer for assistance. The Westerbeke
Service Organization is trained to provide the support necessary to ensure long-term dependable perfor-
mance.

If, within 60 days of submitting the Warranty Registration Form for your unit, you have not received a Cus-
tomer Identification Card (see below) registering your warranty, please contact the factory in writing with
Model information, including the engine's serial number and commission date.



                 from:    WESlER8EKE CORPORA liON
                          AVON INDUSTRIAL PARK
                          AVON, ~A 02322




                                         '""fiI\TI               WESTERBEKE
                                                               ;;;:.:~;:;:;:'. ::::;;,7~:;_::;;: ~:,~ ~~~;,:=-""
                                                                                                                   ~




                                          CUSTOMER IDENTIFICATION
                                             Adall Smith
                                             85 Maple Stre-et
                         Mail To:            Alden, 1M 12234

                                             Model    N 12 TWO            Set.     · 1234(706
                                             EJCpiree 7(7/88

                                                                                                                   ....
                                        ""
Inspection of Equipment

The engine is shipped from the factory mounted securely and properly crated. Accessory equipment is
shipped in a separate small box, usually packed within the engine's crate.

Before accepting shipment of the engine from the transportation company, the crate should be opened and
the contents inspected for concealed damage. If either visible or concealed damage is noted, you should
require that the delivery agent sign "Received in damaged condition" on the proper delivery receipt. Also
check the contents of the shipment against the packing list and make sure that the proper notation is made
if any discrepancies exist. These noted discrepancies are your protection against loss or damage. Claims
concerning loss or damage must be made to the carrier, not to the Westerbeke Corporation.




Westerbeke Diesel Engines                                  2
                        TABLE OF CONTENTS

Section ..........................................................................Page


W 12B TWO MARINE DIESEL ENGINE
GENERAL SPECIFICATIONS ............................................ 7

W 12B TWO SYSTEM SPECIFICATIONS ......................... 8

INSTALLATION CHECKS ................................................. 10

PREPARATION FOR STARTING ..................................... 21

DESCRIPTION OF INSTRUMENT PANELS .................... 23

STARTING PROCEDURE ................................................. 26

STOPPING PROCEDURE ................................................ 28

FUEL SYSTEM ................................................................. 30

ELECTRICAL SySTEM ..................................................... 33

DC WIRING DIAGRAM # 36467 SHOWING
THE CAPTAINS PANEL WIRING ............................. 34 & 35

DC WIRING DIAGRAM #36844 SHOWING
THE ADMIRALS PANEL WIRING ............................. 36 & 37

COOLING SySTEM .......................................................... 39

 LUBRICATION SYSTEM .................................................. 47

 HBW 50 TRANSMISSION ............................................... 50

 BW 3 TRANSMISSION .................................................... 54

 ENGINE TROUBLESHOOTING ....................................... 57

 MAINTENANCE & ADJUSTMENTS ................................. 60

 LAY-UP & RECOMMISSIONING ..................................... 67

 TABLE OF STANDARD HARDWARE
 TIGHTENING TORQUES ............................................... 71

 TORQUE SPECiFiCATIONS .......................................... 72

 SPARE PARTS ................................................................. 73

  INDEX ............................................................................... 74




                                            3                                    Westerbeke Diesel Engines
                                                  GENERAL

Introduction

This manual contains the equipment operating procedures as well as additional information needed to help
the operator keep the equipment in proper working order. Study and follow the instructions carefully. A
planned maintenance program is included in this manual; adhering to the program will result in better equip-
ment performance and longer equipment life. Proper diagnosis of a problem is the most important step to
satisfactory repair; therefore, a troubleshooting table is included.


Understanding the Diesel Engine

The diesel engine closely resembles the gasoline engine, since the mechanism is essentially the same. The
cylinders are arranged above a closed crankcase; the crankshaft is of the same general type as that of a
gasoline engine; and the diesel engine has the same type of valves, camshaft, pistons, connecting rods, and
lubricating system.

Therefore, to a great extent, a diesel engine requires the same preventive maintenance as a gasoline engine.
The most impOltant factors are proper ventilation and proper maintenance of the luel, lubricating and cool-
ing systems. Replacement of fuel and iubricating filter elements at the time periods specified is a must, and
frequent checking for contamination (that is, water, sediment, or allege) in the luel system is also essential.
Another important factor is the use of the same brand of high detel·gent diesel lubricating oil designed specifi-
cally lor diesel engines. Be careful not to put gasoline in the diesel fuel tank(s). Gasoline does not have the
same lubricating qualities as diesel fuel; consequently, gasoline in the fuel lines will damage components in
the fuel lift pump assembly, fuel injection pump and injectors.

The diesel engine does differ from the gasoline engine, however, in its handling and firing of fuel. The car-
buretor and ignition systems are done away with and in their place are two components - the fuel injection
pump and the fuel injectors.


Ordering Paris

When contacting your Westerbeke dealer, parts distributor, or the factory concerning your Westerbeke unit,
always provide the engine's model and serial number, and transmission number as they appear on the black
and silver "Westerbeke" plate which is mounted on the engine's exhaust manrrold. When ordering parts for
your Westerbeke engine, be sure to insist upon Westerbeke factory packaged parts, because "will fit" or
generic parts are frequently not made to the same specifications as original equipment.

Note that component locations in the rnanual are referenced from the front of the engine which is the pul-
ley/drive belt end. (The flywheel/transmission end is the rear end.) Left and right sides are determined by
the engine; imagine straddling the engine and facing in the same direction as the front of the engine: the left
side is at your left, the right side is your right.

Westerbeke engines and generator sets are thoroughly checked and given a final run under various load
conditions before leaving the factory. Test running the engine ensure dependable operation, long service,
and a satisfied owner.

Care at the factory during assembly, and thorough testing, have resulted in a Westerbeke diesel engine
capable of many thousands of hours of dependable service. However, the manufacturer cannot control the
treatment the unit receives in the field. That part is up to the owner/operator.




Westerbeke Diesel Engines                               4
                            W 12B TWO Marine Diesel Engine




         Exhaust Manifold                Fresh Water Fill Cap       Fuel Injection Pump

                                                                             Fresh Water
gOO Exhaust Elbow




Heat Exchanger



                                                                                  Lever

      Zinc Anode    -----~



                                                                                 Shut-off
                                                                                 Lever

Gear Shift
    Lever                                                                    Oil Pressure
                                                                             Sender


  Fuel Lift Pump

      Oil Pressure Swi                                               Lube Oil Drain Hose
                                               Lube Oil Dipstick




                                          5                     Wes!erbeke Diesel Engines
                                W 12B TWO Marine Diesel Engine




Fresh Water Fill Cap    Lube Oil Fill                        Amp DC Circuit Breaker

                                                                    _Pretle"t Solenoid
Fresh Water
   Air Bleed   ---"'0
                                                                       gOO Exhaust Elbow



                                                                             eat Exchanger
Sea Water
    Pump
                                                                              Gear Dipstick
                                                                                  Oil Filler




DC Charging
  Alternator



                                                                          BW Marine Gear
Lube Oil Drain                                                           Assembly


Starter with Sol              DC Battery Ground Connection       Adjustable Engine Isolator




  Westerbeke Diesel Engines                   6
                         W 1213 TWO MARINE DIESEL ENGINE

                               GENERAL SPECIFICATIONS

Engine Type                               Diesel, lour-cycle, two-cylinder, fresh water cooled,
                                          vertical, in-line (12 hp at 3600 rpm maximum)

Governor                                  Mechanical, centrifugal weight type

Valve Mechanism                           Overhead

Combustion Chamber                        Swirl chamber type

Bore & Stroke                             2.56 x 2.68 inches (65 x 68 mm)

Piston Displacement                       27.52 cubic inches (0.45 liters)

Firing Order                              1-2

Direction of Rotation                     Clockwise, when viewed from the front

Maximum Torque (at 2700 rpm)              19 Ib-ft (2.83 kg-m)

Compression Ratio                         25:1

                                                               2
Compression Pressure                      455 psi (32 kg/cm ) at 320 rpm

Valve Seat Angle                          Intake 450
                                          Exhaust 450

Valve Clearance                           Intake 0.0098 inches (0.25 mm)
(engine cold)                             Exhaust 0.0098 inches (0.25 mm)

Dimensions                                Height: 19.57 inches (497.07 mm)
                                          Width: 17.75 inches (450.85 mm)
                                          Length: 24.90 inches (632.46 mm)

Inclination                               Continuous 140
                                          Temporary 25 0 (not to exceed 30 min.)

Dry Weight                                205 Ibs (92.9 kgs)

Fuel Consumption                          0.3 U.S. gph (1.14 Iph) running at
                                          2500 rpm (approximate)




                                         7                         Westerbeke Diesel Engines
                                 W 12B TWO SYSTEM SPECIFICATIONS

FUEL SYSTEM                                     Open flow, totally self-bleeding

  Fuel                                          No.2 diesel oil (cetana rating of 45 or higher)

  I njection Pump                                Nippondenso (Bosch M type)

  I njection Timing                              25° ± OS BTDC (Static)

  Nozzle                                        Throttle type

                                                                      2
  I njection Starting Pressure                   2275.2 psi (160 kg/cm )

  Lift Pump                                      12-Volt DC; lift capacity 6 ft (1.8 m)

   Fuel Filter (on engine)                       Canister type, with replaceable element

  Air Cleaner                                    Metal screen type - cleanable

  Air Flow (engine combustion)                   27.0cfm (O.77cmm)


COOLING SYSTEM

   General                                       Fresh water cooled block,
                                                 thermostatically-controlled
                                                 with sea water exchanger system

   Operating Temperature                         170 -190° F (77 - 88° C)

   Fresh Water Pump                              Centrifugal type, metal impeller, belt-driven

   Sea Water Pump                                Positive displacement, rubber impeller, belt-driven

   Sea Water Flow, at 3600 rpm                         gpm (       Ipm) approximate
   (measured before discharging
   into exhaust elbow)

   System Capacity (fresh water)                 4.0 qts (3.78 liters)


LUBRICATION SYSTEM

   General                                       Forced lubrication by gear pump

   Oil Filter                                       Paper element, spin-on type

   Sump Capacity (includes filter)                  3.27 U.S. qls (3.1 liters)




Westerbeke Diesel Engines                       8
                               W 128 TWO SYSTEM SPECIFICATIONS

  Operating Oil Pressure                      35 - 55 psi (2.46 - 3.86 kglcm2)

  Oil Grade                                   API specification CC or CD


ELECTRICAL SYSTEM

  Starting Battery                             12-Volt, 35 A-H, (-) negative ground
                                               (recommended) (45 A-H cold areas)

  Battery Capacity                            90 - 125 (Ampere-Hours)

  Starting Aid                                12-Volt sheathed type glow plug

  Starter Motor                               12-Volt, 1.2KW, solenoid, actuated shift

  DC No-Load Current                          60 Amps at 11.5 Volts (6500 rpm, min.)

  Cold Cranking Current                       209 Amps at 12 Volts

   Alternator                                  12-Volt DC, 35 Amps

   Regulator                                   Internal regulator, built into alternator
                                               14.4 Volts DC ± 3 Volts


TRANSMISSION

   HBW50
        Standard Gear Ratio                   2:1
        Optional Gear Ratio                    2.5:1

           Direction of Rotation               Right handed - standard transmission

           Lubrication Fluid                   Automatic Transmission Fluid (ATF)
                                               Type A or Dexron II

           Sump Capacity                       0.32 U.S. qts (0.3 liters) approximate

   BW3
           Standard Gear Ratio                 2.47:1

           Direction of Rotation               Right handed - standard transmission

            Lubricating Oil Grade              API specification of CC or CD

            SAE Grade                          SAE 20 or SAE 30 exclusively

            Sump Capacity                      0.37 U.S. qts (0.35 liters) approximate




                                              9                          Westerbeke Diesel Engines
                                               INSTALLATION CHECKS
General

Because the crafts in which Westerbeke engines are installed vary in design, installation procedures will vary
according to your craft's specific design. It is not the intent of this section to advise boatyards or installers
on procedures alreadywell-developed and well-understood. However, it is important that the owner/operator
realize there are details of the installation which require periodic checks to ensure the best operating condi-
tions for the equipment and safe operating conditions for the personnel on board. Proper location and in-
stallation of the diesel engine in the vessel are of prime importance.

Factors in the installation that must be considered are ventilation, to aid in cooling and to provide air for en-
gine combustion; exhaust system, to property discharge raw cooling water, quiet the exhaust and expel ex-
haust gas; cooling water supply; fuel supply; and electrical connections.

                                                     CAUTION

      For safety reasons, the engine and transmission are NOT filled with lubricating oil for ship-
      ment. Before leaving the factory, however, each engine with transmission is thoroughly tested
      with oil in it. This testing, among other things, provides all internal parts with a coating of oil.
      This oil acts as a preservative, providing reliable protection against corrosion for at least one
      year if the engine and transmission are property stored.


Location

The location should be such that it is dry, and away from being splashed by bilge water or water from above.
The engine should be properly ventilated and accessible for minor servicing and repairs (access for major
repairs should be given consideration as well). The location must be property ventilated to provide fresh air
for engine combustion. The engine's lubrication oil sump dipstick, the fresh water and oil fills, and the
transmission's dipstick and transmission or oil fill port must be accessible.




                                    riLL CAP
                        COOLANT
                        RECOVERY ___                COCKPIT
                          TANK     ~

                                 ALT!RNATIi~~~~~i=;~;:;;;===::J'7
                                 MOUN11NC
                                    STIlAI"
                                 POSITIONS




                           CABIN




                                                                       INSTALLATION     ANGLE
                                                                       MUST   HOT   EXCEED   14'




          Please note that the engine's installation angle cannot exceed 14' from the horizontal plain.



Westerbeke Diesel Engines                               10
Rigging lind lilting

The engine is fitted w~h lifting eyes. Rope or chain slings capable of supporting the engine's weight should
be attached to the eyes and the engine lifted by means of tackle attached to these slings. The lifting eyes
have been designed to carry the full weight of the engine; therefore, auxiliary slings are not required or desired.


                                                    CAUTION

      Slings must not be so short as to place signijicant sheer stress on the engine's lifting eyes.
      Strain placed on the engine's lifting eyes by the lifting sling must not be in excess of 10' from
      the vertical plain.




                                                               SL:ING   LIFTING
                                                               ~HC;LE   MUST   NOT
                                                               EXCEEO    10·




                                                                  LIFTING
                                                                  EYE


                                                   ENGINE


The general rule in moving engines is to see that all of the equipment used is amply strong and firmly fixed
in place. Move the engine a little at a time and see that IT is firmly supported. Eliminate the possibility of ac-
cidents by avoiding haste. Do nollift the engine by its propeller coupling, or pry against this coupling with
a crowbar, because excessive pressure of this type may distort the coupling.

In certain situations it may be necessary to lift the engine in positions other than the horizontal position. Cer-
lain situations exist by which the engine must be lowered endwise through a small hatchway which cannot
be made larger. Under these conditions, if the opening of the hatchway is extremely narrow, tt is possible
to reduce, to some extent, the outside dimensions of the engine by removing external components such as
the alternator, the cooling system's piping, the heat exchanger, certain filters, the mounting lugs and other
obstructive equipment. This accessory equipment should be removed by a competent mechanic and spe-
cial care should be taken to avoid damaging any exposed parts. In addition, be careful not to allow dirt from
entering any opening created by the removal of equipment. Parts removed should be returned to their respec-
tive position as soon as the engine has cleared the hatchway.

In case it becomes necessary to hoist the engine either front-end upwards or transmission-end upwards, the
attachment of slings must be done carefully to avoid the possibility of damaging the parts on which the weight
may bear. Special rigging work is best done by someone experienced and competent in handling heavy
machinery.




                                                        11                           Westerbeke Diesel Engines
Engine Bolts

Bronze or stainless steel hanger bolts of appropriate size are recommended for use through the engine's
flexible mounts. Less preferred are lag screws because their hold on the wood is weakened every time they
are moved, whereas the hanger bolts stay in position. If the nut on top of the hanger bolt is removed to allow
the engine to be lifted from its resting place, the hanger bolt itself remains in place as a stud. Consequent-
ly, the bond between the hanger bolt and the wood is not weakened by the removal of the nut or the engine.


Foundation for the Engine

A good engine bed contributes much toward the satisfactory operation of the engine. The engine's bed
must be rigidly constructed and neither deflect nor twist when it is subjected to the engine's weight or to the
pressures that the boat may experience while operating in rough seas. The bed must keep the engine's
alignment within one or two thousandths of an inch of this position at all times. The bed has to withstand
the forward push of the propeller shaft which pushes against the thrust washer bearing which finally pushes
against the engine's bolts and bed.

In fiberglass hulls, we recommend that similar wooden stringers as in wooden hulls be formed, fitted, and
then glassed securely to the hull. This allows the hanger bolts to be installed firmly in the wood, thereby
reducing noise and transmitted vibration.

The engine support stringers must be as wide or wider than the engine mounting isolator. Isolator overhang
and/or rounded stringer surfaces are detrimental to the isolators' ability to retain vibration.

Preformed fiberglass engine beds, when used, should be of sufficient thickness to properly support the en-
gine and should be well-glassed to the hull when
installed.

The temptation to install the engine on a pair of
fiberglass angle irons must be resisted. Such
construction will allow engine vibration to pass                                      GOOD
through to the hull. Flexible mounts require a firm
foundation against which they must act if they are
to perform their function. When possible, follow
bed design A and avoid bed design B (refer to
the illustration).                                                                                 A
Supports between the bed stringers, and extend-
ing from the stringers to the hull, may be required
for proper support and to aid in the absorption of
vibrations.
                                                                                   BAD




                                                                                                  B

                                                      Note:    Avoid excessive height, use
                                                                solid stringer construction (Al.




 Westerbeke Diesel Engines                             12
Propeller Coupling

The propeller shaft coupling fitted to the transmission's output flange must transmit not only the power of the
engine to turn the propeller shaft and propeller, but must also transmit the thrust of the engine/transmission
either ahead or astern.

The coupling bore should be carefully machined for a slight forced fit onto the shaft and an accurate mating
surtace for the coupling to the output flange of the transmission.

For all engine models, a propeller half-coupling, 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 fOlWard end of the propeller shaft has a long straight keyway. Any burrs should be removed from the
shaft's 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 to the
coupling. The key should fit the side of the keyway closely, but should not touch the top of the keyway in
the hub of the coupling.

If driving the coupling over the shaft is difficult, the coupling can be expanded by heating it in a pail of boil-
ing water. The face of the propeller coupling must be exactly perpendicular to the centerline or axis of the
propeller shaft.


Propeller

The type and size of propeller varies with the gear ratio and must be selected to fit the application, based
upon boat tests. To utilize the full power of the engine, and to achieve ideal loading conditions, use a propeller
which will permit the engine to reach its full rated RPM at full throttle while under a normal load and while it
is moving the boat fOlWard through the water. (See pages 53 and 56.)


Alignment of the Engine

The engine must be exactly aligned with the propeller shaft in the proper fashion. No matter what material
is used to build a boat the material will be found to be flexible to some extent; hence, the boat's hull will
change its shape to a greater extent than is usually realized when the boat is launched and operated in the
water. Therefore, it becomes extremely important to check the engine's alignment at frequent intervals and
to correct any errors when they appear.

Misalignment between the engine and the propeller shaft often creates serious problems which are often
blamed on other areas suspected of causing the trouble. Misalignment will cause excessive bearing wear,
rapid shaft wear and will, in many cases, reduce the life of the boat's hull by loosening the hull's fastenings.
A bent propeller shaft will have the exact effect as those just stated; therefore, a pertectly straight propeller
shaft is absolutely necessary. One particularly annoying result of misalignment may be leakage of transmis-
sion oil through the transmission's rear oil seal. If oil is leaking from this seal, check and make sure that the
coupling's alignment is within the limits prescribed on page 14.

Never attempt a final alignment with the boat on land. The boat should be in the water and have had an op-
portunity to assume its final water form. The best time to pertorm the propeller shaft/transmission coupling
alignment is with the fuel and water tanks about half full and all the usual equipment on board, and after the
main mast has been stepped and the final rigging has been accomplished.




                                                       13                         Westerbeke Diesel Engines
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 easily        .333   FEELER   GAGE
slipped backward and forward into the counterbore,
and when a feeler gauge indicates thaI the flanges
come together at all points. The alignment between                     PROPELLER    SHAFT
the propeller shaft coupling and the engine's coupling
can contain an error no greater than one thousandth
of an inch per inch of the coupling diameter. For ex-
ample, if your propeller shaft coupling is three inches
in diameter, the maximum error thaI can be allowed in
the alignment is three thousandths of an inch (.003).




In making the final check for alignment, the
engine's half coupling should be held in one
position and the alignment with the propeller
coupling tested with the propeller coupling in
each offour positions (A), while rotaled 90 be-0



tween each position. This test will also check
whetherthe propeller's half-coupling is in exact
alignment on its shaft. Then, keeping the
propeller coupling in one position, the align-
ment should be checked by rotating the
engine's half-coupling in 90 0 increments,
checking dimension A while in each 90 posi-0



tion until the half-coupling has been rotated lull
 circle.

The engine's alignment should be rechecked
after the boat has been in service lor one 10
three weeks and, If necessary, perform the
alignment again. Usually it will be found that
the engine is no longer in alignment. This does
not mean Ihat the work has been done im-
properly at first; rather, it means Iha! the boat
has taken some time to take its final shape and
that the engine's bed and stringers have
probably absorbed some moisture. It may
even be necessary to realign the coupling hal-
ves again at a later time.




Weslerbeke Diesel Engines                               14
 Exhaust System

 The exhaust system provides an outlet line to vent engine exhaust gases out of and away from the vessel.
 The system also discharges sea water which has passed through the engine's sea water circuit by mixing it
 with hot exhalJst gases. This mixing helps cool the exhaust gases and exhaust elbow and plumbing. The ex-
 haust system and the sea water supply to the exhaust must be configured to prevent the siphoning of sea
 water into the exhaust through the sea water cooling circuit and to prevent the entry of sea water into the ex-
 haust through the circuit's thru-hull discharge port. If not prevented, sea water entering through the dis-
 charge port can lill the exhaust system muffler and enter the engine's cylinders. This will prevent proper
 starting and possibly cause damage to internal engine components.

 The sea water supply hose to the exhaust system water injection elbow should be routed (looped) at least
 12 inches above the vessel water line. An anti-Siphon break should be installed, when needed, at the top of
 this loop. The top of the loop should be placed high enough above the vessel's water line so as to remain
 above the water line when the vessel is underway, no matter what the angle of heel or roll may be.


      InSUlale-;:;:~;::;;;;~;;::o7~18"
                                         ,..




                                                                                      12" mEn
ENCINE INSTALLATIONS WITH EXHAUST MANI-
FOLD/WATER INJECTED-ELBOW MINIMUM OF 6
INCHES ABOVE VESSELWATER LINE.




                                                                   48"

                                               -.
                                               6·
                                                    1',,'
                                                       "
                                                    2' 1.0.
                                                            I.D.   m"




     ENGINE INSTALLATIONS WITH EXHAUST MANI-
     FOLD/WATER INJECTED ELBOW AT OR BELOW
     VESSEL WATER LINE



  The sea water supply thru-hull sea cock fittings must be of the flush-hull type. High-speed scoop type of fit-
  tings should not be used as they tend to encourage siphoning.

  The exhaust discharge from the water lift muffler should be routed well above the water line then downward
  to the thru-hull discharge. This routing will prevent sea water entry if the thru-hull discharge fitting becomes
  submerged when the vessel heels or rolls while under way, or is subjected to following sea conditions. Refer
  to the figures shown above lor recommended exhaust system installations.




                                                                         15       Weslerbeke Diesel Engines
Exhaust Back-Pressure

The exhaust discharge hose must be of adequate size and
minimal run to prevent excessive exhaust back-pressure.
Exhaust back-pressure should be checked before a gener-
ator is put into service. (Refer to the illustration.) Excessive
back-pressure will affect the engine's performance.

To measure for back-pressure, use a mercury manometer, a
pressure gauge, or a water column. A boatyard or marine
                                                                                                Exhaust

                                                                       ..
mechanic should have a manometer or a pressure gauge.                                           Elbow

Measure back-pressure at the exhaust elbow when the en-                "
gine is running at 3600 rpm. Back-pressure, as measured by             "n                       Exhaust
a manometer, a pressure gauge, or water column, should not
be over the following specifications:
                                                                            Mercury
                                                                            Manometer
      NOTE: Other pressure gauges may be available to test
      for exhaust back-pressure. Check with a competent                                  \
      mechanic.

Refer to the pressure specifications below.


A water column can be made by taking a clear plastic tube
and taping one end of the tube along a yardstick and fitting
the other end of the tube with a 1/4 inch NPT (National Pipe
Tap) pipe fitting.

Measure back-pressure at the exhaust elbow when the en-
gine is running at 3600 rpm.

Dimension A cannot exceed 39 inches of water.

 Back pressure, as measured by a gauge instrument, should
 not exceed the following specifications:


     3 inches of mercury (0.104 kg/cm 2 )
     39 inches of water in a water column
                     (.099 kg/cm2 at 40 C)
     22 ounces psi                                                                   \
     1 1/2 psi


 Excessive back-pressure can be caused by a small diameter exhaust hose, a small muffler, sharp bends in
 the exhaust hose, improper fittings, water pockets, and a high volume of water in the exhaust system due
 to the length of the exhaust discharge hose. The use of elbows and fittings in the exhaust discharge hose's
 routing should be limited since these will create flow restrictions and contribute to exhaust back-pressure.
 The generator's exhaust system must be separate from any other engine's exhaust system. Dry portions of
 the exhaust system between the engine's exhaust manifold and the water injected exhaust elbow must be
 insulated to hold in the heat.




 Westerbeke Diesel Engines                              16
Exhaust System Failures

When the engine's sea water is fed into an exhaust system so that the full stream of this water strikes a sur-
face, erosion takes place. This erosion may cause premature failures. The proper design of either a water
jacketed or water injected 'Wet" exhaust system to prevent this problem requires that the sea water inlet be
positioned so that the entering stream of sea water does not directly strike a surface. In addition, the velocity
of the entering sea water stream should be as low as possible, which can be achieved by having inlet fittings
as big in diameter as possible.

The best protection against exhaust system leaks is to routinely inspect the complete exhaust system. Check
for leaks around manifolds, gaskets, and welds. Make sure exhaust lines are not heating surrounding areas
excessively. If excessive heat is present, correct the situation immediately. If you notice a change in the
sound or appearance of the exhaust system, inspect the exhaust system and correct the cause.

Exhaust risers installed off the exhaust manifold should not exceed 8 Ibs in total weight when rigidly con-
nected. Excessive weight and vibration can result in a manifold failure and/or the fracturing of the riser from
the manifold at Its attachment. Dry portions of the exhaust connected to the manifold, which lay before the
water injected exhaust system, MUST be properly insulated to retain the exhaust heat within the exhaust pipe



                                                  IWARNINGI

      Although diesel engine exhaust gases are not as toxic as exhaust fumes from gasoline en-
      gines, carbon monoxide is present in diesel exhaust fumes in less concentration. Carbon
      monoxide is a dangerous gas that can cause unconsciousness and is potentially lethal. Some
      of the symptoms or signs of carbon monoxide inhalation or poisoning are as follows:

             o Dizziness                                 o Vomiting
             o I ntense Headache                         o Muscular Twitching
             o Weakness and Sleepiness                   o Throbbing in Temples

       If you experience any of the above symptoms, get out into fresh air immediately.




Make sure there are no unnecessary objects suspended from any portion of the exhaust lines. Excessive
weight could cause deflection or distortion of the lines, resulting in damage or leaks. Inspect insulated por-
tions of the exhaust system to ensure there is no deterioration of the insulation.


Oil Drain

An oil sump drain hose is installed on the engine with the discharge end secured by a bracket at the front of
the engine. Oil may be drained from this hose by removing the cap and the discharge end of the hose from
the support bracket and lowering the hose into a container. The hose cap fitting is 1/4 inch NPT (National
Pipe Tap) and can be extended, or have a pump added, for easier removal of the old oil, if desired.




                                                       17                         Westerbeke Diesel Engines
Connecting Pressure Sensing Devices 10 Oil Galleries

Oil pressure sensing devices, such as senders and switches, must not be connected to an engine's oil gal-
lery with the use of extended nipples or tees. The reason is simply that continued engine vibration causes
fatigue of the fittings used to make such a connection. If these fittings fail, the engine loses its oil pressure
and quickly seizes.

When additional sensing devices such as switches or sensors need to be installed that function on engine
pressure, these devices must be bulkhead-mounted and connected to the oil gallery using an appropriate
grade of lubricatirig oil hose. Any fittings used to connect the hose to the gallery must be of steel or malle-
able iron composition. Brass must not be used for this application.


Cooling System

The engine is fresh water cooled by an engine-mounted heat exchanger. Sea water is used as the heat
exchanger's cooling medium. Sea water is pumped into the exchanger by a sea water pump, where it cools
the fresh water that circulates through 'the engine block, 'and is then injected into the exhaust discharge, car-
rying with it the heat removed from the engine's fresh water cooling system.

Sea water should be supplied to the sea water pump through a flush-type hull fitting using a wire-reinforced
hose between the thru-hull fitting and the sea water pump. The sea water should be directed through a
visual-type sea water strainer, which will trap debris before it reaches the sea water pump and the heat ex-
changer, and then be delivered to the pump. Hoses routed from the thru-hull fitting to the strainer and to
the sea water pump should be wire-reinforced to prevent the hose from collapsing while the engine is run-
ning (suction from the pump may collapse a non-reinforced hose). The sea water strainer should be mounted
at or below the water line to make sure the sea water line remains primed.


                                                   CAUTION

       DO NOT use a scoop-type thru-hull fitting as a means of supplying sea water to the engine.
       Water pressure against this type of fitting, while the vessel is under sail, can push sea water
       past the sea water pump's impeller into the engine's exhaust system, filling it and the engine
       as well. Flush-type, clear, thru-hull fittings are recommended and should be located on the
       hull so as to be below the waterline during all angles of boat operation.

       The use of common-type street elbows is not recommended for plumbing the sea water cir-
       cuit. These generally have very restrictive inside diameters. Machine fittings are preferred.


Automatic Alarm System

     High Water Temperature Alarm

A high water temperature alarm has been supplied with the instrument panel. If the engine's fresh water
coolant reaches 205' F (96' C), a switch located at the engine's thermostat housing area will close sound-
ing this alarm which will emIT a continuous signal. Refer to the "DESCRIPTION OF INSTRUMENT PANELS"
section of this manual for the location of the alarm in your engine panel, page 23.




 Westerbeke Diesel Engines                             18
    Low Oil Pressure Alarm

A low oil pressure alarm switch is located off the engine's oil gallery, This switch monitors the engine's oil
pressure, Should the engine's oil pressure fall to 10 -15 psi, the switch will close sounding this same alarm,
In this event, the alarm will emit a pulsating signal. Refer to the "DESCRIPTION OF INSTRUMENT PANELS"
section of this manual for the location of the alarm in your engine panel, page 23,


Sea Water Intake System

Make sure the intake system (sea water cooling system) is in proper order. Check that the hull inlet, sea
cock and strainer are unobstructed, Sea cocks and strainers should be at least one size greater than the
inlet thread of the sea water pump, The strainer should be of the type that may be withdrawn for cleaning
while the vessel is at sea and should be mounted below the water line to ensure self-priming, Inspect the
sea water lines to ensure there are no collapsed sections, which would restrict water flow, Make sure there
are no air leaks at any of the connections,


Fuel System

The fuel system should be installed in such a manner as to allow the engine-mounted fuel lift pump to main-
tain a positive inlet pressure to the injection pump under all operating conditions, The minimum size of the
fuel supply line and fuel return line is 1/4 inch, inside diameter, and there should be a primary fuel filter in-
stalled between the fuel tank and the fuel lift pump, Only one fuel filter is installed on the engine, between
the mechanical fuel lift pump and the injection pump; this filter has a replaceable filter element

The fuel tank's fuel pickup tube should be clear and unobstructed, No screens or gauze strainers should be
incorporated in the fuel pickup tube,

Make sure that the fuel supply and return lines are securely anchored to prevent chafing and that all fittings
are sufficiently tightened to prevent leaking, Also make sure your fuel system has a positive shut-off valve;
know its location and how it operates,

      NOTE: DO NOT use spring-loaded check valves in the fuel supply line in lieu of mechanical
      shut-off valves,

The fuel return at the tank should extend down into the tank in the same manner as a pickup tube, This prac-
tice is particularly important in installations where fuel tanks are below the engine's fuel system,

Ensure that the fuel tank filler is properly sealed to prevent water entry should it become awash, The fuel
tank's vent should be routed so as to prevent water entry as well,

Be sure there is a fire extinguisher installed near the unit and that it is properly maintained, Be familiar with
its use, An extinguisher with the NFPA rating of ABC is appropriate for all applications in this environment


Electrical System

The electrical system should be checked to ensure that all wiring harnesses are tied down properly with
clamps or plastic ties, spaced at intervals close enough to prevent chafing from vibration, Check to ensure
that all the engine's harness connections are tight and that they are made to the appropriate terminals,




                                                       HI                         Westerbeke Diesel Engines
                                                 IWARNINGI

      Do not smoke or allow an open flame near batteries. Lead acid batteries emit hydrogen, a
      highly-explosive gas. Turn oft the emergency switch in the pos~ive line of battery.

Make sure the pos~ive ( + ) battery connection is connected to the battery connection of the starting solenoid.
The negative (-) battery connection should be connected to the system ground (the engine block).



                                                 IWARNINGI

      When servicing the battery or checking the electrolyte level, wear rubber gloves, a rubber
      apron, and eye protection. Battery acid may splash on the skin or into the eyes inadvertent-
      ly when removing electrolyte caps.

Check level and spec~ic gravtty 01 battery electrolyte to ensure maximum engine starting efficiency. Make
sure terminals are clean and tight.


Ventilation

The ventilation requirements of the engine include the following: combustion air is required for the engine's
cylinders and ventilating air is required to clear the bilges below the engine, as well as the compartment in
which the engine is located, of potentially toxic and flammable diesel fumes. Refer to the "SPECIFICATIONS"
section of this manual for the W 12B engine's airflow requirements, page 8.




 Westerbeke Diesel Engines                            20
                                      PREPARATION FOR STARTING

This section of the manual provides the operator with preparation, initial starting, break-in, starting (cold or
warm), and stopping procedures. Follow the procedures as presented, for the conditions indicated, and
your Westerbeke engine set will give you reliable performance and long service life.

Fill your engine with oil up to or near the upper limit on
the dipstick (the installation angle may have an effect on
the dipstick reading). Select readily available lubricat-
ing oil with an API specification of CC or CD and an SAE
number suitable for the temperature in your operating
area (see page 47). For the quantity of oil needed in this                                    UPPER   LIMIT
engine, refer to the "SYSTEM SPECIFICATION" section                                           (I,EORMAL   LEVEL)

of this manual, page 8.                                                                       LOWER   LIMIT



Fill the transmission to the FULL mark on the dipstick
with the correct lubricant. (Refer to the "SYSTEM
SPECIFICATIONS" section of this manual, page 9.)

Each unit is supplied with a coolant recovery kit
(#24977) as standard equipment, to which the following
applies:

   A. Remove the pressure cap from the engine's exhaust manifold and slowly fill the engine's cooling sys-
      tem wtth a mixture of water and antifreeze suitable for your temperature zone. (See the "COOLING SyS-
      TEM" section of this manual, page 39.) Operate the engine and observe the coolant level in the manifold.
      Maintain this level 10 the base of the filler neck. Once the engine reaches its operating temperature (170
      - 1900 F), ensure that there is coolant flow to the domestic water heaters when installed. Top off the
      cooling system and install the pressure cap.

   B. Make sure the plastic recovery tank is property mounted near the untt (with the bracket provided), in a
      location where it can be monitored and filled easily. The recovery tank should be mounted at manifold
      level or above. In these installations that require it, the plastic recovery tank can be mounted below the
      exhaust manifold's level.

   C. Add coolant to the plastic tank aiter the engine has been started and operating temperature has been
     reached, to ensure that all air is expelled from the manHold and the engine's cooling system. With the
     manifold filled and the pressure cap installed, fill the plastic recovery tank half full. Monitor daily and
      add coolant as needed.

Fill the fuel tank with a good grade of NO.2 diesel fuel and prime the fuel system up to the engine (see page
31). When returning fuel is free of air, the engine's fuel system is bled and the engine is ready to start.

       NOTE: When the PREHEAT sw~ch is depressed, the glow plugs in the cylinder head are ener-
       gized; use the PREHEAT switch intermittently to prevent overheating the glow plugs.

Ensure that the Installation Checks have been made in accordance with those specified in the "INSTALLA-
TION CHECKS" section of this manual (refer to page 10).




                                                       21                        Westerbeke Diesel Engines
Description of Starting System

Westerbeke diesel engines use electric starters assisted by glow plugs for both normal and cold weather
starting. The figure below shows a cross-sectional view of one cylinder. The glow plug is located in the com-
bustion chamber so that its tip is in the injector nozzle's spray path. When the glow plug is energized by the
PREHEAT button, the plug glows red at the tip and assists in igniting the fuel. The result is a rapid start with
less wear on the starter.

This system is common to Westerbeke Diesels. The start circuitry is designed so that the PREHEAT button
must be depressed for the time specified in the "Preheat" chart shown on page 26. Then, while keeping the
PREHEAT button engaged, the START button is depressed to crank the engine.




                                              GLOW PLUG




                                            Combustion Chamber

      NOTE: The START button will not energize unless the PREHEAT button is depressed. When
      depressing the preheat switch, we are activating the glow plugs in the cylinder head, so use
      the preheat Intermittently so as not to overheat the glow plugs.




Westerbeke Diesel Engines                              22
                                DESCRIPTION OF INSTRUMENT PANELS

Westerbeke offers two types of control panels as optional equipment for the W 12B engine. Read the follow·
ing instructions that apply to the panel you purchased with your engine.




                                               Captains Panel

General

This manually-operated control panel is equipped with a key switch, an RPM gauge, a PREHEAT and START
button, and an instrument test button along wtth a low oil pressure/high water temperature alarm. The RPM
gauge is illuminated when the key switch is turned ON and remains illuminated While the engine is in opera-
tion. The key switch and the three buttons serve the following functions:


   1. Key Switch: The Key Switch provides power only to the instrument panel cluster. Refer to the "STOP-
      PING PROCEDURE" section of this manual, page 28.

   2. PREHEAT: The PREHEAT button activates the alternator's regulator, the engine's glow plugs, and bypas-
      ses the engine's oil pressure alarm switch. In addition, this button energizes the START button.

   3. START: The START button, when pressed, energizes the starter's solenoid which cranks the engine.
      This button will not operate electrically unless the PREHEAT button is pressed and held at the 81me
      time.

   4. Test Button: The Test Button, located above the key switch, tests the alternator, the oil pressure, and
      the water temperature control circuits. When this button is pressed, the alternator, the oil p""ssure, and
      the water temperature indicator lights illuminate in addition to sounding the alarm.




                                                       23                        Westerbeke Diesel Engines
 5.6Iarm: The alarm is located above the lest button and will sound if the engine's oil pressure falls below
   15 psi. In this event, the alarm will emil apulsating signal. The alarm will also sound if the water tempera-
   ture in the fresh water cooling circuit rises to 210' F. In this event, the alarm will emit continuous sig-
   nal.




                                              Admirals Panel

General

This manually-controlled control panel is equipped with a key switch and an RPM gauge with an ELAPSED
TIME meter which measures the engine's running time in HOURS and in 1/10 hours. The panel also includes
a water temperature gauge which indicates water temperature in degrees Fahrenheit (WATER' F), an oil
pressure gauge which measures the engine's oil pressure in pounds per square inch (OIL PSI), and a DC
control circuit voltage gauge which measures the system's voltage (VOLTS). All gauges are illuminated when
the key switch is turned ON and remain illuminated while the engine is in operation. The panel also contains
two rubber-booted push buttons, one for PREHEAT and one for START.

  1. Key Switch: The Key Switch provides power only to the instrument cluster. Refer to the "STOPPING
     PROCEDURE" section of this manual, page 28.

  2. PREHEAT: The PREHEAT button activates the alternator's exciter, the engine's glow plugs, and bypas-
     ses the engine's protective oil pressure switch. In addition, this button is energizes the START button.

  3.   SI8BI:   The START button, when pressed, energizes the starter's solenoid which cranks the engine.
       This button will not operate electrically unless the PREHEAT button is pressed and held at the same
       time.




Weslerbeke Diesel Engines                             24
NOTE: An alarm buzzer is supplied with every Admiral Panel. The installer is responsible for
electrically connecting the buzzer to the four-pin connection on the engine's electrical har-
ness. The installer is also responsible for installing the buzzer in a dry location so that it will
be audible to the operator should it sound while the engine is running. The buzzer will sound
when the ignition key is turned ON and should silence when the engine has started and when
the engine's oil pressure rises above 15 psi.




                                                 25                         Westerbeke Diesel Engines
                                          STARTING PROCEDURE


1. Place the transmission in the NEUTRAL position and advance the throttle to its full open position for a cold
   engine, and partially open for a warm engine.

2. Turn the key switch to the ON position (2 o'clock).

3. Depress and hold the PREHEAT switch. Preheat according to the following chart:




                          Atmospheric Temperature                    Preheating Time

                          +410 F (+5 0 C) or higher                  Approx. 10 sec.
                          +410 F (+50 C) to +230 F (_50 C)           Approx. 20 sec.
                          +23 0 F (- 50 C) or lower                  Approx. 30 sec.
                          Limit of continuous use                          1 minute



Proper glow plug function is indicated by a voltmeter drop
when the PREHEAT switch is depressed. This drop will be
slight but discernible. If no voltage drop is noted, it may in-
dicate defective glow plugs or a faulty preheat circuit (check
for loose connections).


While holding the PREHEAT button depressed, depress the
START button. The starter motor will run, thereby cranking
the engine. As soon as the engine runs, release the START
button and PREHEAT button. Check your instrumentation for
proper engine operation. Ensure sea water discharge with
exhaust discharge.


Should the engine not start when the START button is
depressed for 10 to 12 seconds, release both buttons and
wait 30 seconds; repeat the previous procedure. Never run
the starter motor for more than 30 seconds at a time.

                                                   CAUTION

      Prolonged cranking intervals without the engine starting can result in filling the engine-
      mounted exhaust system with sea water coolant. This may happen because the sea
      water pump is pumping sea water through the sea water cooling system during crank-
      ing. This sea water can enter the engine's cylinder's by way of the exhaust manifold
      once the exhaust system fills. Prevent this from happening by closing the sea water
      supply thru-hull shut-off, drain the exhaust muffler, and correct the cause for the exces-
      sive engine cranking needed to obtain a start. Engine damage resulting from this type
      of sea water entry is not a warrantable issue; the owner/operator should keep this in
      mind.




Westerbeke Diesel Engines                              26
Once the engine starts, run it at idle for a few minutes to warm up the engine and check instruments for
proper oil pressure and battery charging voltage. Never attempt to engage the starter while the engine is
running.

      NOTE: Some unstable running may occur in a cold engine, but this condition should smooth
      out as the operating temperature of 170 - 190" F (77 - 88" C) is reached.




                                                   27                       Westerbeke Diesel Engines
                                         STOPPING PROCEDURES

A manual pull type stop control (tee handle or knob) is provided by the installer in a location close to the
engine's controls. Know the location of this control before attempting to start the engine. To stop the en-
gine, pull out on this tee handle or knob fully and hold it out until the engine comes to a complete stop. Push
back on this control to return it to the engine run position otherwise the engine will not restart.

With the engine stopped, turn the key switch to the OFF position (12 o'clock). If the key switch is left ON,
the battery will discharge. The alarm buzzer will sound in the Admirals Panel but not in the Captains Panel
should the key switch be left ON. The best method of preventing the battery from discharge is to remove
the key from the key switch after stopping the engine.

                                                   CAUTION

      DO NOT attempt to shutdown the engine by turning the key switch OFF. The key switch only
      provides power to the instrument panel: the engine will continue running even if the key switch
      is turned OFF.


(An optional key shut-off package is available, however. This option allows the operator to shut-off the en-
gine by turning the key switch OFF which turns OFF an electrically run Fuel Run Solenoid. This electrical
shut-off option is installed at the factory upon the specific request/order of the purchaser.)


Engine Break-In Procedures

Although your engine has experienced a minimum of one hour of test operations to ensure accurate as-
sembly and proper operation of all systems, break-in time is required. The service life of your engine is de-
pendent upon how the engine is operated and serviced during its initial hours of use.

Your new engine requires approximately 50 hours of initial conditioning operation to break in each moving
part in order to maximize the performance and service life of the engine. Perform this conditioning careful-
ly, keeping in mind the following:

   1. Start the engine according to the "STARTING PROCEDURE" section found on page 26; run the engine
      at fast idle while checking that all systems (sea water pump, oil pressure, battery charging) are function-
      ing.

   2. Allow the engine to warm up (preferably by running at fast idle) until the water temperature gauge moves
      into the 130-1400 F range.

   3. While using the vessel, run the engine at varying engine speeds for the first 25 hours.

   4. Avoid rapid acceleration, especially with a cold engine.

   5. Use caution not to overload the engine. The presence of a gray or black exhaust, and the inability of
      the engine to reach ITS full rated speed, are signs of an overload.

   6. During the neX1 25 hours, the engine may be operated at varying engine speeds, with short runs at full
      rated speed. Avoid idling the engine for prolonged periods of time.




Westerbeke Diesel Engines                              28
Breaking-in a new engine basically involves seating the piston rings to the cylinder walls. This cannot be ac-
complished by long periods of running at Idle, nor by early running at full speed.

Idle running may glaze the cylinder walls, resulting in excessive oil consumption and smoky operation. Ex-
cessive speed or heavy overloading, especially with a cold engine, may cause scoring of the cylinder walls,
producing similar results.

As indicated above, operate the engine in moderation during the 50-hour break-in period. (On one hand
don't baby the engine, but on the other hand, however, don't abuse it.)


Starting Under Normal Conditions

Follow the procedure below for normal starting of the engine:

  1. Check the engine and transmission lubricant levels and fill, if necessary.

  2. Make sure there is sufficient fuel on board. Keep fuel tank(s) as full as possible. Check the fuel filters
     and water separators for the presence of contaminants and/or water. Drain and clean them as needed.

  3. Check the coolant level in the plastic recovery tank. Add coolant solution as needed.

      NOTE: Excessive loss of coolant from the plastic recovery tank indicates a cooling system
      leak. Check the entire cooling system and pressurize the system to locate the leak. In cases
      of excessive coolant loss, the system must be refilled as outlined under the "PREPARATION
      FOR STARTING" section of this manual, page 21.

  4. Check for oil and fuel leaks, particularly if signs of such leaks are found on the bottom of the engine or
     below the engine.

Start the engine in accordance with the "STARTING PROCEDURE" instructions found on page 26, and allow
the engine's operating temperature to reach 140 - 150' F before operating the engine underway.


Starting Under Cold Conditions

Under extremely cold temperatures, the following conditions can occur. Follow the instructions listed below
when operating your engine in cold weather.

LUBRICATING OIL TURNS VISCOUS - Make certain that the lubricating oil used conforms with the ratings
for the prevailing atmospheric temperature. Refer to the "LUBRICATION SYSTEM" section of this manual,
page 47 for an atmospheric/oil viscosity specification table.

VOLTAGE ACROSS THE BATIERY TERMINALS DROPS - Make certain that the battery is fully charged to
minimize voltage drop across the battery terminals.

THE TEMPERATURE OF THE INTAKE AIR IS LOW AND THE COMPRESSION TEMPERATURE DOES NOT
RISE ENOUGH - Allow the glow plugs to operate sufficiently to aid in starting during the preheat period when-
ever the temperature of the intake air is low and when the compression temperature does not rise enough.
Refer to the preheat chart found in the "STARTING PROCEDURE" section, page 26.




                                                      29                          Westerbeke Diesel Engines
                                                    FUEL SYSTEM

Diesel Fuel

Use No.2 diesel fuel with a cetane rating of 45. Never use kerosene or home heating oil.

In cold weather particularly, water vapor is produced by condensation when air is present in the fuel tank.
Keep fuel tank(s) full and completely free of dirt and water.


Fuel Filters

A primary fuel filter of the water
entrapment type must be installed be-
tween the fuel tank and the engine.
                                                                              INSTALLATION                  INSTRUCTIOHS
Such a filter, shown here, is available                                      1.   aotT                     SECUR£l' TO
                                                                                         SEDI"ENII~AIER IR~P
                                               HOSE FITTING
                                                                                  A~ ACCESSIBLE SIRUtlURE SO PDSIlIONEO
from your local Westerbeke repre-                                                 111M R RECHTICLE TU cueH D~AIMAH
                                                                                  tAM BE PUUD UWO[R IT.
sentative or your boatbuilder. This fil-
ter, adapted for boatbuilder use,                                           2, IF FUEL IS TO BE PIPED VITH COPPER.
                                                                                  O~ BUMn, IURlM&, USE NUIS ~MD FERRULES
comes complete with fittings for                                                  PROVUED. BE $URE TH TUBING PROJECts
                                                                                  1/4 ntH THROUGH UE FEAQULE BHORE
either hose or metal tubing. Mount it                                             TI&HTEMIMG THE MUT,

in an accessible place, inspect it often
and drain off water accumulation fre-
                                                               Irr~~~§j~m   3. IF FUEL 15 TO BE PIPEO nlW HOS[, USE
                                                                               THE TWO UAGS BIIRBEO fIlTIH~5 AND WASHERS
                                                                                  BUPPtIU. BE CERUU IHAI THE HOSE SELECHD
 quently.                                                                         HAS   U~&ONAL   BRUO INSERTED ITO ClIliS 011 U£
                                                                                  8ARB). TlIU IT 15 NEOPRENE LIMED, lIND THIIT
                                                                                  IT IS !!~n ~PPRDUED.
If a water trap type filter is not installed
                                                                            ·. If VAIn IS PIIESENT 1M IH[ FUEL, IT ULt
between the fuel lank and the engine-                                             COLLECT SlBWLY U THE BOTTOI! Of THE
mounted fuel system, any water in the                                             5EnINEMIER.  WilE. THE REI) FLOAT RIMG
                                                                                  REACMES THE ~RAtM LIME OM 111£ PLum
fuel system will tend to lay in the bot-                                          Bon, LOOStN THE BOllOM CRAIN PLUS
                                                                                  ALL WAIU RUMS DUI.
                                                                                                                         ~NTlL


tom of the electric lift pump. Internal
                                                                            5. TIGHTEN DRUN PLUS !ECUUtv SO MO AIR           c~w
metal parts of the lift pump will rust.                                           [NTH THE sun".

Particles will pass on to filters and                                       6. EMERG12E THE       run   PUIIP TO UrILl IHE
eventually to the injection pump and                                           BOWL.

 injectors with damaging results and
the possibility of expensive repairs.
Remember, water damage to the fuel
 system is not covered under the
Westerbeke warranty.

In addition, any gasoline in the fuel system will damage the engine's fuel lift pump assembly, as gasoline
does not have the same lubricating qualities as diesel fuel, as well as have a damaging effect on the injec-
tion pump and the injectors.

Although most boatbuilders supply a water trap/filter, some do not. Westerbeke offers a sedimentary/water
trap/filter as an optional extra at moderate cost. The filter is supplied with fittings for etther hose or metal
tubing fuel lines.




Westerbeke Diesel Engines                                     30
Priming the Fuel System

The Westerbeke self-bleeding fuel system is semiautomatic in operation. The self-bleeding feature of the fuel
system allows for easy servicing of the fuel filters. Simply remove the and replace the filter elements (take
care in catching any fuel that may drain out of the fuel filtering assemblies) as described in the "Replacing
the Fuel Filter Elements" section below. Energize the PREHEAT switch and allow the electric fuel pump to
operate for 20 to 30 seconds to prime and bleed air from the system. (No fittings should be opened.) Then
proceed to start the engine as you normally would. II the engine does not start, stop and wait a few mo-
ments, and then repeat the bleed procedure as indicated above. When the PREHEAT switch is depressed,
the preheat elements (the glow plugs) are energized, so take care not to over heat them.

                                                     CAUTION

      Prolonged cranking intervals without the engine starting can result in filling the engine-
      mounted exhaust system with sea water coolant. This may happen because the sea
      water pump is pumping sea water through the sea water cooling system during crank-
      ing. This sea water can enter the engine's cylinders by way of the exhaust manifold
      once the exhaust system fills. Prevent this from happening by closing the sea water
      supply thru-hull shut-off, drain the exhaust muffler, and correct the cause for the exces-
      sive engine cranking needed to obtain a start. Engine damage resulting from this type
      of sea water entry is not a warrantable issue; the owner/operator should keep this in
      mind.


Replacing the Fuel Filter Elements

While it is unlikely that the operator will be forced to ser-
vice the system at sea, the possibility does exist. There-
fore, it is recommended that banjo washers, injector
seat washers, electric lift pump filter and gasket, fuel fil-
ter and gasket be carried on board at all times. Select
the parts for your engine from the Parts List and pur-
chase spares from your local Westerbeke Dealer or Dis-
tributor. For example, hardware kit #33093 includes
replacement elements with gaskets (items #9, 11, 26,
27, 28). If a leak should develop at a fuel banjo or seal-
ing washer location that cannot be remedied by a slight
tightening of the filter cup retainer, replace the filter
along with the O-rings supplied with the new filter.

After the first 50 hours of operation, loosen ring # 30 and
discard filter element # 28. Clean bowl # 29 and install
a new filter using new # 27 and 28 gaskets. Be careful in catching any fuel that may spill from within these
fuel filter assemblies. This same service is required of the # 9 filter element in the electric fuel lift pump.
Similarly, install a new # 9 filter element along with a new # 11 gasket. The base of the electric fuel pump is
removed with the aid of an open end wrench. Twist the base off the pump's locking tabs and reinstall the
base by twisting it back on the locking tabs. Place the wrench on the hex nut cast into the base.

       NOTE: DO NOT over-tighten the filter cup retainer; excessive tightening can strip the soft
       aluminum threads on the fuel filter assembly.

After the first 50-hour change, the change period may be increased to 200 hours or once per season.




                                                         31                     Westerbeke Diesel Engines
Fuel Injection Pump

The illustration shown below is an exploded view of the W 128 TWO's fuel system. The fuel injection pump,
located at the lower right-hand corner, is one of the most important components of the diesel engine and,
therefore, call s for the utmost caution in handling. Furthermore, the fuel injection pump has been thorough-
ly bench-tested and should not be tampered with.

Idle speed and timing adjustment are the only adjustments the servicing dealer can perform on the injection
pump. Other types of adjustments or repairs must be performed by a qualified injection service shop.




     FUfl
   SUPPLY




                                         W 128 TWO's Fuel System

To obtain long and satisfactory service from the injection pump, always use fuel which is free from impurities
and maintain a good filtration and water separation system between the fuel tank and generator engine. Ser-
vice this system regularly: the injection pump it saves may be your own.




 Westerbeke Diesel Engines                           32
                                          ELECTRICAL SYSTEM

Engine 12-Volt DC Control Circuit

The Westerbeke W 128 TWO propulsion engine has a 12-Volt DC electrical control circuit, as shown on the
wiring diagrams which follow on pages 34 to 37. Refer to these diagrams when troubleshooting or servic-
ing electrical components on the engine.


                                                 CAUTION

      To avoid damage to the battery charging circuit, never shut off the engine battery switch while
      the engine is running.

      Shut off the engine battery switch, however, to avoid electrical shorts when working on the en-
      gine electrical circutt.


Battery Specification

The minimum recommended capacity of the battery used in the engine's 12-Volt DC control circuit is 90 -
125 Ampere-hours (minimum).


                                                 CAUTION

      When quick-charging the battery with an external charger, be sure to disconnect the battery
      cables from the battery. Leaving the charging circutt connected while quick-charging will
      damage the alternator's diodes.


Alternator

                                                 CAUTION

      When testing the alternator circuit (charging cirCUIT), do not use a high-voltage tester such as
      a rnegger; damaged diodes could result.

      During high-speed operation of the engine, do not disconnect the positive terminal of the bat-
      tery from the B terminal of the alternator, nor disconnect the negative terminal of the battery
      from the ground.

      When cleaning the engine wtth a steam cleaner, be careful to keep steam away from the aller-
      nator.


Refer to pages 34 to 37 for the two electrical system wiring schematics (one is used for the Captains panel
and the other for the Admirals Panel).




                                                      33                        Westerbeke Diesel Engines
               DC Wiring Diagram #36467 Showing the Captains Panel Wiring
                                      page 1 of 2




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                   NOTES:
                     THIS PROOUC':" 15 Pl'IOTECTEO By A MANUAL                   "'~SET CIRCUIT   BREAK[P. lOChT(t            Nt .. !'>
                    THE START[A.EXCES$lVE CURR("l,                 DAAIN WILL CAUSE ;'"'~ BREhKE;:' 10 TRoll'               AND T ... E
                    ENGINE WILL SHUT OOIo'N. "f).lE BUILOER/Q'..,rfllER Mus~eE SUI'lE T""T TNt: INST>lUME~T
                    PANE,-.WIFlING AN~ ENGINE ARE IN5TA:llEC' it PRE\lENT COr.:TAC'" @ETWEE:II EJ..EC'l'I=r I
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         BATIERY
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