Lehman SP90, SP135, SP185, SP225, SP275 Owner's Manual

Dear Lehman Owner: Welcome to the growing family of Lehman Power Marine diesel engine users. You'll be happy

to know that you havechosen an engine which is heartilyendorsed by leading boat builders for its quality, performance, fuel economy and long life. Your engine is simple but highly efficient. Its power, stamina and fuel economy will delight you

especially

you've previously

operated gasoline power. To obtain the best performance and the longest life from any machine, it must be serviced

properly and regularly. Filters should be changed, coolant checked, oil changed at specified times, etc. Follow the suggested schedule shown herein

it will add to your boating safety,

economy and enjoyment. Perhaps the most important single recommendation

can make to the new engine owner is

do not tinker"!

the unit is running well - leave

alone! Adjustments and repairs should be

performed only by a competent diesel mechanic who has the proper knowledge and tools.

Many times we are requested

assist an owner who has attempted his own repairs. Unless

you know what you're doing, please

hands

off!

Lehman has a world-wide Service Network of Distributors and Dealers. Get to know your local one through the Lehman Start Up Program and they will be on hand to help you, should you need it.

Finally, always insist on genuine Lehman Parts. There are many examples of good boating days ruined

bythe useof spurious engineand cooling circuit parts. Alwaysspecify Lehman

parts.

you have difficulty in obtaining them, please contact Lehman.

With proper care your Lehman Power engine will provide many hours of carefree boating. Thanks fortheconfidence you have shown in our Company byselectingour equipment. You

will not be

disamointed.

Installation drawings and power curves

Super 275

DIN

6270

Super 275

SAEJ270

Fuel consumption

or typical Hull

Specification Lehman Super 275

TYPE - 6 cylinder, 4 cycle overhead valve diesel engine. Turbo charged and twin flow intercooled.

BORE/STROKE - 4.125 ins x 4.524 ins; 105 x 115mm.

DISPLACEMENT - 363 cu ins;

5.95

liters.

GROSS POWER

275 bhp at 2500 rpm.

FUEL

ASTM D975 Class 2D or BS2869 Class A1

OIL CAPACITY - 24 US quarts: 22.5 liters (initial fill) OIL FILTER

full flow, disposable cartridge, spin on.

FUEL SYSTEM

in line fuel injection pump, engine oil lubricated, with

mechanical governor, and flexible braided fuel supply line. ELECTRICAL SYSTEM

12 volt negative ground with stop solenoid, 24 volt

negative ground and insulated return 12 or

24volt, are also available at extra cost.

STARTING MOTOR

12 volt electrical solenoid, 24volt also available at extra

cost. ATLERNATOR

70 amp with voltage regulator.

RAW WATER COOLING SYSTEM

cupro-nickel heat exchanger with zinc anti

corrosion pencil. RAW WATER PUMP

gear driven high flow rubber impeller type.

FRESH WATER COOLING SYSTEM

pressurized fresh water circuit for engine

and exhaust manifold. FRESH WATER CAPACITY

24.3 US quarts; 23.0 liters.

ENGINE MOUNTINGS

in line, adjustable high grade anti-vibration mounts

see price list. MAXIMUM INSTALLATION ANGLE

15" rear down.

front down.

EXHAUST OUTLET

inch water cooled exhaust elbow.

TRANSMISSIONS

Twin Disc, PRM - others available on request.

FINISH

Lehman Red, with chrome rocker box, and filler caps

APPROVAL STANDARDS

Lloyds, RINA, DNV, ABS, JCI and others available.

COMPRESSION RATIO

14.711

DRY WEIGHT LESS TRANSMISSION - 1574 IbS; 714 kg.

Specifications

TYPE 254 cu/in. 4 Cyl. 380 cu/in. 6 Cyl. 363 cu/in 6 Cyl. Turbo.

MODEL 4 CYCLE, OVERHEAD VALVE, DIRECT INJECTION MODEL (LEHMAN)

2722E 2725E 2728E 2728E

COMPRESSIONPRESSUREMIN

and 6 Cyl. TurboAnt.

SP90 SP135 SP185 SP225/SP275

~3001bs per

sq.

in in1 at 215 rpm

80 PSI between Cyl .

FIRING ORDER 1-2-4-3 1-5-3-6-2-4 1-5-3-6-2-4

CRANKSHAFT

ROTATATION

c.c.w

fcw&m

fl\nrihnnl

GOVERNED SPEED (Max) NO LOAD 2850

UNDER LOAD 2600 IDLING SPEED

EXHAUST SIZE 3.5” ID HOSE: ISE EXHAUST BACK PRESSURE (Max) 1

Ib/sc

COLD START Auto Excess fuel device VALVES Free turr

VALVE CLEARANCE (hot/cold) Inlet & Exhaust 0.015’

3”

PISTONS Aluminium allo!

COMBUSTION CHAMBER PISTON RINGS 2 Compression; 1 Oil control. 3 compression

oil control CAMSHAFT CRANKSHAFT Steel forging MAIN BEARINGS

7 7

LUBE SYSTEM:

MIN OIL PRESSURE 41 PSI at 1600 RPM

47 at 2000 RPM

Machined in piston crown

Cast iron alloy; Gear driven

OIL TEMPERATURE (range)

165

230°F

LUBRICANT

Above

909 ambient SAE 30

90”f ambient SAE 20W/20

Below 309 ambient SAE 1OW OIL COOLER TIMING

INJECTORS 4 hole

PRESSURE ~SP275 - Test Pressure 265/275

FUEL LIFT PUMP

OPERATING TEMP. 82“

94°C

MAXIMUM TEMP.

99°C-

C I RC U LATlON 159 liters/min. 180 liters/min SUGGESTED BATTERY 120 AMP/HR

LOCKTORQUE 37.5 ft/lbs., 1240 amp. draw Max RUNNING TORQUE HEAT EXCHANGER

RAW WATER PUMP MANIFOLD, EXHAUST MANIFOLD, INTAKE Integral with exhaust

AIR FILTER ELEMENT Polyurethane, 40 pore, replaceable. Wire Mesh ENGINE MOUNTINGS Rubber compound, adjustable

FUEL LINE

3/8” Recommended. Reduce

5/16”

engine TACHOMETER ADAPTOR FAN

BELTTENSION

1/2

free movement

Shell and tube type heat exchanger

22O BTDC No.

niston

22“ BTDC No. 1 piston

24”

BTDC

No. 1 Diston*

Diaphragm with hand priming

-.-

15ftAbs 690 amp Draw Max

Shell and tube type, 2 pass

Bronze, single impeller type, gear driven

Gray iron, fresh water, cooled

;Turns C.C.W. at 1/2 engine speed. Adapts

7/8” - 18 ferrule.

*May be adjusted in certain conditions

20” BTDC No. 1 Piston

A1 4

This manual is divided into sections as follows:

SECTION

Pages Nos

/on . General data. specifications. installations. adjustments. maintenance. etc

SECTION B - Page Nos . Bl/on - Parts identification of Ford base engines . See index on page

B-1

SECTION C - Page Nos . Cllon - Parts identification of Lehman Marine parts . See index page

C-1

See index below .

In order to provide a simple method of identification. all models included herein have been assigned a “code”. letter as follows:

ENGINE CODE CUIIN NO . CYLS . YEARS ENGINECODE CUIIN NO . CYLS . YEARS

Super

90 254 4 6/82

S-Super

SP185 363 6 6/82

N-Super

135 380 6 6/82

P-Super

SP225 363 6 6/82

T-Super

SP275 363 6 6/82

Instructions for Ordering Parts

Parts listed in this manual may be ordered through any Lehman distributor or dealer or. in areas not served by a

distributorldealer. direct from the Lehman companies . Prices will be quoted upon request . In order to prevent errors.

please order any required items by exact part number and name of part

When ordering parts. please advise model

number and serial number of the engine

Index

Section

Air bleeding the fuel system Before operation

.....................

Bleeding the fuel system

..................

Break-in

........................

Controls

........................

Cooling system

......................

Dimensions. engine

....................

Draining engine

......................

Electrics

........................

Fault-finding guide

.....................

Filters. fuel & air

.....................

Fuel system

.......................

Identification of models

...................

Idling adjustment

.....................

Lift pump

........................

Lubrication system

....................

Maintenance

.......................

Minor repairs

......................

Nameplate data

.....................

Oil recommendations

....................

Power charts

......................

Running-in

.......................

Specifications

......................

Starting. stopping engine

..................

.................

Tachometer take-off

.........

Timing the injection pump

.......

Transmission

...........

Trouble-shooting chart

........

Valve adjustments

.....................

Vee belt

........................

Water heater connection‘

..................

Winterizing

.......................

(copyright

1983-

LEHMAN POWER CORPORATION Newark. Delaware)

Warranty

........................

Wiring diagram

......................

23 27

18. A19

A18

A3 A18

A16

A1 9.A20. A21 A5.A6.A7.A8. A9

A21

A29

A22.

A15 A1A 9. A1A 7.

144. A1

A29

A1 8. A19 A23.A24. A25 A27.A28. A29

A27. A28 A4 A24

A2 5

A6 . A7 . A8 . A9 A4

A5.A6.A7.A8. A9.

A10

A3.Al6. A17

A22

A19

1425. A26

A15

A27 A28

A1 2. A13

A30 A21 . A29

A23

Starter does not

crank engine

*Battery hn down Battery cable or switch

LEHMAN DIESEL OWNER’S FAULT-FINDING GUIDE

Starter cranks

engine slowly

*Battery partly run down

*Battery terminals loose,

Pump Injection pump

**Air in fuel system *Stop control engaged Controls binding

Faulty injectors

ENGINE RUNS INTERMITTENTLY

Idle Adjustment too low

*Air

Leaking fuel system Fuel (lift) pump diaphragm worn Fuel filter

(s)

clogged Sticking valves Fuel Tank near empty

ROUGH

IDLING

*Air in fuel system *Idle adjustment set too low Dirty or faulty injectors Injector pipes loose, cracked

or broken

Incorrect injection timing Restricted fuel filter Faulty lift pump

Sticking valves Broken valve springs

ENGINE MISFIRES *Injector pipe loose, broken or

cracked

Injectors dirty *Air leaking in fuel system Sticking valve or rocker arm Sticking piston rings Engine needs top overhaul

**Air leak in fuel

lid

Fuel tank empty *Stoppage in fuel line Stoppage in fuel filter Water in fuel system

Faulty lift pump

ENGINE STARTS

ENGINE KNOCKS *Air in fuel system

Oil level (pressure) low, worn bearings Incorrect grade fuel oil Incorrect injection timing Faulty injector Sticking valve or rocker arm Piston slap

ENGINE NOT DELIVERING FULL POWER

**Air fuel system Engine overheated Injection timing incorrect Incorrect valve clearances Dirty air

cleaner(s)

Faulty injectors Faulty injection pump Stop control partly engaged Sticking valves

Worn piston rings, or bores

Faulty lift pump Restricted fuel filters

ENGINE OVERHEATS *Insufficient water supply

Fresh water not circulating

a) Loose or broken vee belt b) Hoses clogged or collapsing while running at high speed c) Faulty thermostat d) *Clogged heat exchanger e) Clogged bleed hole in thermostat Raw water flow insufficient a) *Clogged sea water strainer b) Water intake scoop damaged or lost c) Sea cock closed d) Water pump impeller damaged e) *Heat exchanger or oil coolers clogged. Low crancase oil level Incorrect injection timing Engine needs top overhaul

ENGINE EXHAUST SMOKES Fuel, poor grade (black smoke)

Crankcase overfilled (blue smoke) Cold engine temperature (white or lite blue) *Propeller

too

large (black smoke)

Max. speed stop screw set too high

for load (black smoke)

Propeller

too

small (white smoke) Incorrect injection timing Faulty boost control unit

Controls, Starting

Stopping Engine

No amount of engineering ingenuity or care in manufacture can substitute for the need of knowledge on the operation and avoidance of mis

use by the operator. It is important to be familiar with all controls

as to know how to

properly operate your engine.

Refer Fig.

To stop engine, the stop lever should be moved as far as it will travel towards the front of the engine

and held until engine is fully stopped. This lever cuts

off

the supply of fuel to the injection pump. (NOTE before shutting down engine it should always be allowed to idle for about two minutes, particularly after extended periods of cruising

This is particularly important with Turbo and Turbo lntercooled engines).

Engine speed control is the longer lever at side of injection pump (Fig.

2.)

Moving toward front of engine increases

engine speed. An excess fuel device permits additional fuel to be supplied by the injection pump to assist in

from cold. This device is fully automatic in operation.

NOTE:

All

engines are equipped with an electric shut down solenoid. To stop press stop button until engine stops running, then release button.

Injection

Pump

Controls

Stop Lever

Speed Control Lever

starting the engine

Starting

all

Naturally Aspirated Engines

To start engine when cold - make certain that transmission is in neutral position and that all boat accessory equipment (bilge pump, extra alternator or generator, hydraulic pump, winch, etc.) is disengaged. Check that engine stop lever is fully towards rear (flywheel end) of engine. Set throttle lever to

open position. Press starting button

to operate starter.

soon as engine starts, release starting button to operate speed control lever to warm-up

(idling) speed of

700-

800

RPM.

engine fails to start within 5 seconds, release starting button. Try again after allowing sufficient time for all moving parts to stop. Once engine has started, it should be allowed to reach 170°F before full load is applied.

To restart engine when warm, same procedure as above except set speed control lever to approximately mid

point

of its travel.

Starting

all

Turbocharged

Serious damage to the turbocharger bearing can result from inaoequare

iuDriL;aIion

irie

lollowing recommendations

are not observed. Prior to the first start after a turbocharger has been newly installed or

for any reason the oil supply to the

turbocharger has been disconnected, you should insure that the turbocharger housing is filled with engine

oil

before

reconnecting the

oil

feed pipe. In these circumstances,

in cases where the engine is being started

for

thefirst

time after an oil change or after a period of 4 weeks or more without use, the following procedure must be used;

Engage either manual or electric stop control

Crank the engine with the starter motor for

seconds

Disengage stop control

Start engine in normal fashion and allow to idle for

seconds minimum before applying load

This ensures an adequate oil supply to the turbocharger bearing, The engine should be allowed to idle, without

load, for

minutes prior to shut down to enable the oil to dissipate the heat from the turbocharger bearing.

Stopping

all

Engines

The engine should be allowed to slow idle for approximately 2 minutes before stopping, especially after extended periods of full load and full speed operation. This is particularly important

the case

turbocharged engines.

Fuel

System

CAUTION: Your injection pump is a very accurately machined piece of equipment and requires careful handling and adjustment. No repairs other than shown herein should be entrusted to other than a diesel repair facility having the required tools, knowledge and

tesVcalibration equipment.

CAUTION: Never bend the injection pipes (which connect injection pump to injectors) as this may unbalance the volume of fuel delivered to each cylinder.

CAUTION:

not use a galvanized fuel tank as the zinc coating reacts with the fuel oil and forms undesirable

compounds which can foul the injection system. The fuel

injecton equipment is made to very accurate limits and therefore, even the smallest particle of dirt entering

the system will destroy its efficiency by causing blockage or scoring or premature wear on highly finished parts.

clean fuel system is absolutely essential. Insure scrupulous cleanliness when handling fuel or fuel system compo

nents. At all times make certain that water is not allowed to contaminate the fuel oil. Try to make a practice ofrefueling

out of the rain. Use a fine gauze filter funnel and always wipe the fuel tank around the filter cap before

andafter

filling and immediately replace the cap. An efficient, large size primary fuel filter and water separator (coalescer) is deemed a necessity in order to prevent

foreign particles reaching the injection equipment on your engine. Your engine is equipped with secondary fuel filters which filter out contaminates that may find their way through

the primary filter. These filters (see Fig.

3/4/5)

located towards rear of engine block, right side, have elements which

should be replaced once each season or at least each

200

hours (which ever comes first) under normal conditions. (When replacing filters, use new gaskets or sealing rings to prevent air leaks.) Following filter replacement, blead air from fuel system as later described under “bleeding the fuel system”. Excess fuel delivered to the injectors by the injection pump is collected by a tube located under the rocker arm cover (see A, Fig.

and delivered to fitting

C, Fig.

located at rear, right side of cylinder head. This fitting should be connected to top of fuel tank by

1/4”

(min.) fuel line. It is recommended that the Boat Builders installs a short section of flexible tubing in this line to prevent breakage due to engine vib

FIG.

3 TYPICAL FUEL SYSTEM, NATURALLY ASPIRATED ENGINES A

Primary fuel filter water separator B

Secondary fuel filter

Excess fuel return tube

Injection pump return tube

NOTE: All N/A Engines are fitted

with a common fuel return line C

A1 8

FIG.

TYPICAL FUEL SYSTEM, TURBO ENGINES A

Injection pump return tube

Filter Press Relief Line

Injector Leak

Off

Line

*NOTE: “ON ENGINES MADE IN LATE 1985 ONWARDS

FUEL RETURN LINES MAY BE INTERCONNECTED

TO SIMPLIFY PIPING” (Return line to tank must be

10mm bore min.)

Bleeding the Fuel System

Bleeding air from the fuel system may well be one of the important procedures to be learned by the operator. Air in the injection system may cause erratic engine performance, “missing” on one or more cylinders, reduced power,

stop fuel from reaching engine and prevent or cause hard engine starting.

It must be remembered that the lift pump draws fuel from the tank, so any accumation of air in the fuel system makes all connections, filters, etc. between fuel lift pump and tank suspect. In any new installation one must “bleed”

the system of air for, obviously, air will be in the new fuel lines, filters, etc.

the fuel tank should run dry, bleeding will be needed when the boat is refueled. Bleeding will also be required after changing fuel filter elements. (Time and effort may be saved if filter is charged with fuel by removing the bleed plugs on top and slowly pouring fuel into the filter until it overflows.) Occasionally, after an extended run, an engine may slow down, or “miss”, or lose

RPM or stop. Although there may be other causes, air in the fuel system should not be overlooked. Many times a tiny leak in a fuel line fitting may allow air to enter the system and accumulate until there is sufficient to cause the above mentioned symptoms.

To bleed system, follow this procedure;

1. Ascertain that there is sufficient fuel in tank, (Note: low fuel level may result in intake pipe being exposed due to “sloshing” of fuel, thus drawing air into system

try to keep your tanks topped

Make certain that fuel shut-off valve is turned on.

Loosen the bleed screw on the inlet side of the fuel filter (Fig.

about two or

rriree

rurris.

Operate the priming lever at the side of the fuel lift pump on naturally aspirated unit (Fig.

7.)

or the pump plunger

(Fig.

6.)

on turbocharger engines until a flow of fuel, free of air, is expelled. Then close screw. No bleeding of the injection pump is required as these are fitted with a self purge device. NOTE: On Turbo Charged engines a third fuel return line from the pressure relief valve or the secondary filters

must be connected direct to the fuel tank. This is obligatory unless a factory fitted common return is present.

+ 20 hidden pages

Lehman SP90, SP135, SP185, SP225, SP275 Owner's Manual

Specifications and Main Features

Frequently Asked Questions

User Manual