• •
OPERATORS
MARINE
M3·20A
MANUAL
Unlvarsal
DIESEL
M3·20B
M·35A
PUBUCATION 200494
1
ST
EDITION I
M·25XPA
M·35B
APRIL
ENGINES
M·25XPB
1997
WESTERBEKE CORPORATION· AV
AVON,
N
---
MA
02322 • TEL: (508) 588
"'~~~
MMA
M~mMr
I~
ON
INDUSTRIAL PARK
-n
oo • FAX: (508) 559-
N
aJ;
olllll
Marin
~
Manuf
octurrrs Association
93
23
OPERATORS
MANUAL
Univarsal
MARINE
DIESEL
ENGINES
M3-20A M3-20B
M-25XPA
M-25XPB
M-35A
M-35B
PUBLICATION 200494
1
ST
EDITION I
APRIL
1997
I~
WESTERBEKE
CORPORATION·
AVON INOUSTRIAL PARK
AVON,
MA
02322 • TEL: (508) 588-7700 • FAX: (508) 559-9323
....
iIIr~~
NMMA
Member
Nalional Marine Maflujacluren;Assocullion
...,.".,..,
CALIFORNIA
PROPOSmON
Diesel engine exhaust and some
of
its
constituents are known
the State
of
California
cancer, birth defects, and other
reproductive harm.
65
WARNING
to
to
cause
SAFETY
INSTRUCTIONS
UNIVERSAL
DIESEL
ENGINES
INTRODUCTION
Rem! this safety manlllll carefully. Most accidents are caused
IJy
failure to follow juruiJlmenJal rules
Know
when
dangerous conditions erist
necessary
and
The
the
PREVENT
A
nile
power.
• Do not operate this machinery without electrical
• Shut
•
• Make sure your clothing and skin are dry, not damp
• Remove wristwatch and all jewelry when working
• Do not connect utility shore power to vessel's
• Electrical shock results from handling a charged capacitor.
precautions to protect yourself, your
your
machinery.
foUuwing safety instructions are in compliance with
American
WARNING:
enclosures
equipment.
Use
equipment.
(particularly shoes) when handling electrical equipment.
electrical equipment.
circuits, except through a ship-to-shore double throw
transfer
result if this procedure is not followed.
Discharge capacitor by shorting terminals together.
Boat
and
Yacht Council (
ELECTRIC
engine
is
Lethal
roltage
and
off
electrical power before accessing electrical
insulated
switch. Damage
SHOCK
Do
nat
running,
covers
mats
whenever
touch
IX
nen
is present
in
place
to
vessel's AC ge
and
ABYC)
AC
electrical
connected
at
these
.
working
precautions.
and
take the
personnel,
staruiJlrtis.
CI1IIIIIiCtions
to
shore
connections!
on
electrical
AC
nerator
on
may
PREVENT
A
exhaust
vert
• Always check the engine coolant level at the coolant
recovery
I A
• In case
before touching the engine
PREVENT
I A
• Prevent flash fires. Do not smoke
sparks
pump, or
vapors. Use a suitable container to catch all fuel when
removing
•
Do
arrester
death.
• Do n
Backfire can cause severe
•
Do
fuel system. Keep the compartment and the engine/gener-
ator
fire. Wipe up all spilled fuel and engine oil.
• Be aware - diesel fuel will bum.
BURNS -HOT
WARNING:
system
hat!
WARNING:
of
Do
components. A running
tank.
Steam
an engine overheat, allow the engine to cool
not
ENGINE
much
hat
engine
can
cause
injury
or
checking the coolant.
BURNS -ARE
WARNING:
to
not operate with the
removed. Backfire
ot
operate
not
smoke
clean
Steam
occur
near
other
potential sources
the
fuel
with
or
perm
and
free
can
cause
injury
or
the
carburetor, fuel
of
line, carburetor, or
Coast
Guard Approved flame
can
cause severe
the
air
cieaner/siJencer
injury
or
it
flames
or
sparks
of
debris
to
minimize
permit flames or
spilled fuel
fuel
death
parts
engine
or
death!
or
death!
line,
filter,
filters.
injury
removed.
.
to
occur
the
chances of
or
gets
or
fuel
near
fuel
or
the
PREVENT
A
injury
BURNS -EXPlOSION
WARNING:
Dr
death!
Explosions
from
fuel
raptllS
can
cause
SAFETY
INSTRUCTIONS
PREVENT
• Follow re-fueling safety instructions. Keep the vessel's
hatches closed when fueling.
after fueling. Check below for fumes/vapor before running
the blower. Run the blower for four minutes before starting your engine.
• All
handling and storing fuels. Store fuel in a well-ventilated
area away from spark-producing equipment and
reach
• Do not fill the fuel tank(s) while the engine is running.
• Shut off the fuel service valve at the engine when servicing
the fuel system. Take care in catching any fuel that might
spill.
sources
Ensure proper ventilation exists when servicing the fuel
system
• Do not alter
•
Be
•
Be
free
• Make sure a fire extinguisher is installed nearby
properly maintained.
Extinguisher.; rated
for all applications encountered in
ACCIDENTAL
A
·
ar
death!
I
• Disconnect the battery cables before servicing the engine!
generator.
it last.
• Make certain all personnel are clear
starting.
BURNS -EXPLOSION
fuel
vapor.; are highly explosive. Use extreme care when
of
children.
DO NOT allow any smoking, open flames,
of
fire
near
the fuel system
.
or
modify the fuel system.
sure all fuel supplies have a positive shutoff valve.
certain fuel line firtings are adequately tightened and
of
leaks.
Be
familiar with its proper use.
ABC
by the NFPA are appropriate
(continued)
Open and ventilate cabin
out
of
or
other
or
engine when servicing.
and
is
this environmenL
STARTING
WARNING:
Accidetrtal
Remove
the
slaTting
negative
can
cause
lead
first
and
of
the engine before
iajuty
reconnect
the
BATTERY
A
·
ardeath!
I
• Do not smoke
being serviced. Lead acid batteries emit hydrogen, a
highly explosive gas, which
arcing
equipment
seJVicing.
• Never connect the negative
tive
test the battery condition by shorting the terminals
together. Sparks could ignite battery
Ventilate
accumulation
disturb the battery charger connections
being cbarged.
•
Avoid
bums
wristwatch, rings,
the battery.
• Always tum the battery cbarger off before disconnecting
the battery connections. Remove the negative lead first
and reconnect it last when disconnecting the battery.
BATTERY
A
sereTe
• When servicing the battery
level,
tion. Batteries contain sulfuric acid which is destructive.
it
comes
with water. Acid may splash on tbe skin
inadvertently when remo ving electrolyte caps.
EXPLOSION
WARNING:
or
(+) connection terminal
contacting
or
sparks
Battery
or
allow an open flame near the battery
by lit tobacco products. Shut
in
the
vicinity
any
compartment
of
explosive gases. To avoid sparks, do not
the
terminals
that
could cause
and
any other jewelry before handling
ACID
WARNING:
iajury
wear
rubber
in
contact
Sulphuric
/If
death!
gloves, a
with
explasian
to
can
cause
can
be ignited by electrical
off
prevent
(-)
electrical
battery cable to the posi-
of
the starter solenoid. Do not
gases
containing
acid
or
checking the electrolyte
rubber
your
skin,
with
tools, etc
an
explosion.
in
batteries
apron, and
wash
baneries
while the battery is
it
or
injury
all electrical
arcing
during
or
fuel vapor.;.
to
prevent
.,
to
prevent
Remove
can
cause
eye
protec-
off
at
once
into the eyes
If
• Make certain all covers, guards, and hatches are reinstalled before starting the engine.
ii
SAFETY
INSTRUCTIONS
TOXIC
I A
• Ensure that the exhaust system is adequate to expel gases
• Be
•
•
• Do not use copper tubing in diesel exhaust systems. Diesel
• Do not install exhaust outlet where exhaust can be drawn
• Although diesel engine exhaust
EXHAUST
WARNING:
discharged from the engine. Check the exhaust system
regularly for leaks and make sure the exhaust manifolds
are
securely attached and no warping exists. Pay close
attention
exhaust pipe nipple.
sure
the
In
addition
install a carbon
builder
or
For
additional informati
tional information
A
WARNING:
odOfless
nausea
gas_
Of
death!
fumes can rapidly destroy copper tubing
tems. Exhaust sulfur
tubing resulting in exhaust/water leakage.
through portholes, vents,
exhaust
enter tbe exhaust discharge outlet and close
flow
exhaust fumes from gasoline engines, carbon monoxide
gas is present
toms
are:
discharge
of
exhaust. Avoid overloading the craft.
or signs
Vomiting
GASES
Cal'llon
to
the
manifold,
unit
and
to
routine
monoxide
dealer for installation
Carbon
Inhalation
in
diesel exhaust fumes. Some
of
carbon monoxide inhalation
monoxide
water
its
surroundings
inspection
detector. Consult
on
refer to
on
Carbon Monoxide).
monoxide
produces
causes
rapid deterioration
or
air conditioners.
outlet is
near
(CO)
is a
deadly
injection
of
of
the
gases
elbow,
are
well
ventilated.
the
exhaust
your
approved detectors.
ABYC
T-22 (educa-
(CO)
is
an
invisible
flu-like
symptDms,
in
exhaust sys-
If
waterline, water
or
restrict the
are not as toxic
of
or
and
system,
boat
of
copper
the engine
the symp-
poisoning
gas!
could
as
AVOID
·
I
• Do
• Do not wear loose clothing or jewelry when servicing
• Make sure all attaching hardware is properly tightened.
• Do not check fluid levels
• Stay clear
HAZARDOUS
· loss!
I
• Never
•
• Do not run engines for long periods with their enclosures
MOVING
A
WARNING:
or
death!
not
service
arises
in which it is absolutely necessary to make operat-
ing adjustments, use extreme care to avoid touching mov-
ing parts and hot exhaust system
equipment; avoid wearing loose jackets, shirts, sleeves,
rings, neckJaces
moving parts.
Keep protective shields and guards in their respective
places
at all times.
the
engine is
when
the
be caught in these rotating parts.
PARTS
Rotating
the
or
operating.
of
the drive shaft and the transmission coupling
engine is
parts
engine while
bracelets
running; hair
that
or
the drive belt's tension while
can
cause
injury
it
is
running
compone~ts.
could
and
be
caught
clothing
. If a
can
in
situation
easily
NOISE
A
WARNING:
operate
Do
not run an engine with the air intake (silencer)
removed.
OpeD.
A
WARNING:
are
mentally
High
an
engine
Do
or
physically
noise
/ere/s
without
not
work
incapacitated
can
its
muffler
on
machinery
cause
installed
when
by
fatigue!
hearing
you
.
Dizziness
in
Throbbing
Muscular twitching
Intense headache
Weakness and sleepiness
temples
OPERATORS
Many
of
in
your Operators Manual along with other cautions and
notes to highlight critical information. Read your manual
carefully, maintain
procedures.
MANUAL
the preceding safety tips and warnings are repeated
your
equipment, and follow all safety
iii
SAFETY
RECOMMENDED
INSTALlATION
INSTRUCTIONS
CODES
AND
SAfETY
STANDARDS
ENGINE
Preparations to install an engine should begin with a thor-
ough
(ABYC)
sources including the USCG
Sections
All installations must
Regulations (FCR).
INSTALlATIONS
examination
standards.
of
H-2 Ventilation
P-l
P-4 Inboard engines
E-9
of
the
American
These
the
ABYC
standards
Exhaust systems
DC
Electrical systems
comply
Boat
and
Yacht
Council
standards are a combination
and
the NFPA.
of
particular interest are:
with the Federal Code
of
of
's
ABYC,
INSTAWNG
Read the following
for safety codes
tions when installing
ABYC
"Safety Standards for Small Craft"
Order From:
NFPA (Na
"Fire
Order From:
USCG
"USCG
Order From:
NFPA
AND
USCG
PUBUCATIONS
DIESEL
(American Boat and Yacht Council)
ABYC
15
East
26th Street
New York,
Protection Standard for Motor Craft"
NFPA
1 Banerymarch Park
P.O.
Quincy.
U.S. Government Printing Office
Washington, D.
NY
ti
onal Fire Protection Association)
Box 9101
MA
02269-9101
(United States
33CFR183"
ENGINES
ABYC
. NFPA
and
standards. Follow their recommenda-
your
UNIVERSAL
10010
Coast
Guard)
C.
20404
and
USCG
engine
FOR
publications
TABLE
OF
CONTENTS
Introduction
.......................................................................
2
Description ............ . ...................................... 20
Warranty
Procedures
..
__
............................................
__
..
2
Alternator Troubleshooting .................................
20
Typical
Customer
Identification Card .......................... 2
Checking
for Propcr Voltage ..............................
.20
Product Software .......... _ ........... _ ........... _ ....................... 2
Engine
12
Volt
DC
Control Circuit ............................
21
Notes, Cautions
and
Warnings ..................................... 2
Drivc Belt Adjustmcnt ..............................................
.21
Serial Number Location ............................................... 3
Battery Care ...............................................................
21
Understanding the Diesel Engine ................................. 3
Glow
Plugs ................................................................
21
Ordering
Parts .............................................................. 3
Wiring
Diagram
..............................................................
.22
Spares and Accessories ................................................ 3
Wiring
Schematic
...........................................................
23
Protecting Your Investment .......................................... 3
Engine
Adjustments
......................................................
.24
Admiral
Control
Panel
....................................................
.4
Throttle
and
Stop
Assembly ....................................... 24
Captain
Control
Panel
....................................................
.5
Diesel
Fuel,
Engine
Dil
and
Engine
Coolant
...............
6
Diesel Fuel ................................................................... 6
Valve
Clearance
.......................................................... 24
Water
Heater
Connections
............................................
25
Water Heater Installations .......................................... 25
Care
of
the Fuel Supply ........................................ 6
Engine
Troubleshooting
................................................
.26
Engine
Oil ............................................................. 6
Control
Panel
Troubleshooting
....................................
28
Engine Coolant ............................................................. 6 Manual Starter Disconnect (Toggle Switches) .......... 28
Coolant and Recovery Tank ......................................... 6
Troubleshooting
Water Temperature
and
Preparations
for
Initial
Start-Up
...................................
7
Prestart Inspection ........................................................ 7
Oil Pressure
Gauges
................................................... 28
Tachometer
Troubleshooting
........................................
29
StartingJStopping
Procedure
..........................................
8
Starting Procedure ........................................................ 8
Preheat .......................................................................... 8
Tachometer/Hourmeter
............................................... 29
Hourmeter
Inoperative ........................................ 29
Tachometer
Inoperative ...................................... .29
Start .............................................................................. 8
Tachometer
Sticking ........................................... 29
Starting
Under
Cold
Conditions ................................... 8
Stopping Procedure ...................................................... 8
Break-In
Procedure
..........................................................
9
Calibration .......................................................... 29
HBW
Transmission
.........................................................
.30
Initial
Operation
.........................................................
30
The
First
50
Hours ....................................................... 9
Gearbox
Operation
.....................................................
30
The
Daily
Routine
...........................................................
10
Check
List .................................................................. 1 0
Start
Your Engine ....................................................... I 0
Maintenance
Schedule
..................................................
11
When
Under
Sailor
Being Towed .............................
30
Locking
the Prop .......................................................
.30
Control Cables ...........................................................
.30
Maintenance ...............................................................
31
Transmission
Fluid ..............................................
31
Engine
Cooling
Circuit...
................................................
13
Description ................................................................. 13
To
Refill With Coolan!... .....................................
13
Capacity
..............................................................
31
Fluid
Change
......................................................
.31
Checking
the Bowdin Cable
or
Rod Linkage .....
31
Thermostat .................................................................. 14
Propeller
Shaft Alignment ................................
.31
To Replace the Thermostat ................................. 14
Lay-Up/Winterize ...............................................
.31
Raw Water
Cooling
Circuit ........................................ 14
Raw Water
Pump
................................................ 14
Changing the Raw Water
Impeller. ..................... 15
Heat Exchanger ...................................................
15
Zinc Anode .......................................................... 15
Engine
Oil
Change
..........................................................
16
Lay-Up
and
Recommissioning
......................................
32
Lay-Up
.......................................................................
32
Propeller
Shaft
Coupling
........................................... .32
Fresh Water
Cooling
System ......................................
32
Lubrication
System
................................................... .32
Fuel
System
................................................................
32
Drain the
Sump
.......................................................... 16
Raw Water Circuit ..................................................... .32
Replacing the
Oil Filter.. ..................................... 16
Intake Manifold ......................................................... .32
Refill the Oil
Sump
............................................. 16
Starter Motor .............................................................. 33
Remote
Oil
Filter
............................................................
17
Cylinder
Lubrication ................................................. 33
Installation .................................................................. 17
Transmission
.............................................................. 33
Fuel
System
....................................................................
18
Fuel Filters ................................................................ 18
Fuel Water
Separator .................................................. 18
Fuel Additivcs ............................................................ 19
Spares
......................................................................... 33
Batteries
...................................................................... 33
Recommissioning
....................................................... 33
Specifications
.................................................................
34
Spares ......................................................................... 19
Parts
Identification
.......................................................
.36
Primary (Blecding/The Fuel System) ........................ 19
Metric
Conversions...................................... . .........
37
Air Cleaner/Silencer ............................................ 19
Standard
Hardware
Torques
....................... . .........
3R
DC
Electrical
System
.................................................
20
Spare
Parts
...................................................................
.39
1
INTRODUCTION
These new high perfonnance
UNIVERSAL
marine diesel
engines are a product of
UNIVERSAL/WESTERBEKE's
design technology and their
combined
years
of
experience
manufacturing quality marine engines. We take great pride in
the superior durability and dependable performance
of
our
marine engines.
Thank
you for selecting UNIVERSAL.
In
order to
get
the full use and benefit from your engine,
it
is
important that you operate and maintain it correctly.
This
manual
is
designed to help you do this. Please read this
manual carefully and observe all the safety precautions
throughout
An
extensive network
of
UNIVERSAL!
\VESTERBEKE distributors. dealers and service centers are
available worldwide. Should your
engine
require servicing,
contact your nearest dealer for assistance.
This
is
your operators manual. A Parts Catalog
is
also
provided and a Technical Manual
is
available from
your
UNIVERSAL dealer. Also,
if
you are planning to instal! this
equipment, contact your
UNIVERSAL
dealer for
UNIVERSAL'S installation manual.
WARRANTY
PROCEDURES
Your
UNIVERSAL
Warranty
is
included
in
a separate folder.
If
you have
not
received a
customer
identification card regis-
tering your warranty
60 days after submitting the warranty
registration
fonn,
please contact the factory in writing with
model information, including the unit's serial number and
commission date.
Customer Identification
UNIVERSAL OWNER
MAIN
STREET
HOMETOWN, USA
Model
M-35B Sec
#XXXX-D704
Expires
7/20/97
TYPICAL
CUSTOMER
IDENTIFICATION
CARD
The
UNIVERSAL
serial
number
is
an alphanumeric
number that
can
assist
in
determining the date
of
manufacture
of your
UNIVERSAL
engine.
The
first character after the
dash
indicates the decade [A=1960s, B=1970s, C=1980s,
D:::::!
990s,
etc.:.],
the second
character
represents the
year
in
the decade, and the fourth and fifth numbers represent the
month
of
manufacture.
2
PRODUCT
SOFTWARE
Product software (tech data,
parts
lists, manuals, hrochurcs
and
catalogs) provided
from
sources
other
than
liNTVERSAL
arc
not
within UNIVERSAL'S CONTROL
UNIVERSAL
CANNOT
BE
RESPONSIBLE
FOR
THE
CONTENT
OF
SUCH
SOFTWARE,
MAKES
NO
WAR-
RANTIES
OR
REPRESENTATIONS
WlTH
RESPECT
THERETO,
INCLUDING ACCURACY,
TIMELINESS
OR
COMPLETENESS
THEREOF
AND
WILL
IN
NO
EVENT
BE
LIABLE
FOR
ANY
TYPE
OF
DAMAGE
OR
INJURY
INCURRED
IN
CONNECTION
WITH
OR
ARISING OUT
OF
THE
FURNISHING
OR USE
OF
SUCH
SOFTWARE.
UNIVERSAL
customers should also keep in mind the time
span between printings
of
UNIVERSAL product software
and the unavoidable existence
of
earlier
UNIVERSAL
manuals. In summation, product software provided with
UNNERSAL
products, whether from
UNIVERSAL
or other
suppliers, 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 represen-
tatives
of
UNNERSAL or the supplier in question be con-
sulted to
detennine
the accuracy and currentness
of
the
product software being consulted
by
the customer.
NOTES,
CAUTIONS
AND
WARNINGS
As
this manual takes you through the operating procedures,
maintenance schedules, and troubleshooting
of
your marine
engine, critical information will be highlighted by
NOTES.
CAUTIONS,
and WARNINGS. An explanation follows:
NOTE:
An
operating procedure essential to note.
A
CAUTION:
Procedures,
which
if
not strictly
observed,
can
result
in
the
damage
or
destruction
of
your
engine,
AWARNING:
Procedures,
which
if
not
properly
fol-
lowed,
can
result in
personal
injury or
loss
of
life,
INTRODUCTION
SERIAL
NUMBER
LOCATION
An identification nameplate that displays the engine model
number and engine serial number
is
mounted on the side
of
the
engine's manifold. Take the time to enter this information
on
the
blank decal provided below. This will provide a quick
reference when seeking technical information and/or ordering
parts.
• MODE'-
SPEC
SER.NO. •
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 types
of
valves, camshaft, pistons,
connecting rods and lubricating system.
To
a great extent, a diesel engine requires the same preven-
tive maintenance
as
a gasoline engine. Most important are
proper ventilation and proper maintenance
of
the fuel, lubri-
cating and cooling systems. Replacement
of
fuel and lubri-
cating filter elements
at
the time periods specified and
frequent checking
for
contamination (water, sediment, etc.)
in
the
fuel
system are essentiaL Also important
is
the consistent
usc
of
a brand
of
high detergent diesel lubrication
oil
designed specifically
for
diesel engines.
The diesel engine does differ from
the
gasoline engine, how-
ever,
in
its method
of
handling and firing
of
fuel. The carbu-
retor and ignition systems are done away with and
in
their
place
is
a single component (the
fuel
injection pump) which
pcrfonns the function
of
both.
3
ORDERING
PARTS
Whenever replacement parts are needed, always provide the
engine model number and engine serial number
a,
they
appear
on
the
silver and black identification nameplate
located
on
the manifold.
You
must provide
us
with
this infor-
mation so we can identify your engine.
In
addition, include a
complete part description and part number
for
each part
needed (see the separately furnished
Parts Catalog). Also
insist upon UNIVERSAUWESTERBEKE packaged parts
because will
fit
or generic parts are frequently not made
to
the same specifications as original equipment.
SPARES
AND
ACCESSORIES.
Certain spares will be needed
to
support and maintain
your
UNIVERSAL marine engine. Your UNIVERSAU
WESTERBEKE dealer will assist you
in
preparing
an
on
board inventory
of
spare parts. See the UNIVERSAL SPARE
PARTS page
in
this manual for a suggested
list.
PROTECTING
YOUR
INVESTMENT
Care at
the
factory during assembly and thorough testing
have resulted
in
a UNIVERSAL diesel engine capable
of
many thousands
of
hours
of
dependable service. However the
manufacturer cannot control how
or
where the engine is
installed
in
the vessel
or
the manner
in
which
the
unit
is
operated and serviced
in
the
field. This
is
up
to the
buyer/owner-operator.
NOTE:
Six important sleps to ensure long engine bfe:
o Proper engine installation and alignment.
o An efficient well-designed exhaust system that includes
an anti-siphon break
to
prevent water from entering the
engine.
o Changing the engine oil and oil filters every
JOO
operating
hours.
o Proper maintenance
of
all
engine components according
to the maintenance schedule
in
this manual.
o Use clean. tiltered diesel fucl.
o Winterize your engine according to the LAY-UP AND
RECOMMISSIONING section
in
this manual.
ADMIRAL
CONTROL
PANEL
UNIVERSAL
offers two optional panels. Refer to the
instruction page that applies to the panel you purchased.
ADMIRAL
PANEL
This manually-operated control panel is equipped with a Key
Switch and
RPM
gauge with an
ELAPSED
TIME
metcr
which measures the engine's running time
in
hours and in
1110
hours.
The
panel also includes a WATER
TEMPERA·
TURE
gauge
which
indicates
water
temperature
in
degrees
Fahrenheit, an
OIL
PRESSURE
gauge
which measures the
engine'5 oil pressure in
pounds
per square
inCh,
and a
DC
control circuit VOLTAGE gauge
which
measures the sys-
tem'5 voltage.
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
pushbuttons,
one
for
PREHEAT
and
one
for START.
When the engine is shut down with the Key
Switch turned
off, the water temperature gauge
will continue to register the
Ja~t
temperature rcading indicated hy the gauge bctllfC elec-
tncal power
was
turned off.
The
oil pressure gauge will fall
to zero when the Key
Switch is turned oft·.
The
temperature
gauge
will
once
again register the
engine's
true temperature
when electrical power
is
restored
to
the gauge.
A
se~aratc
alarm buzzer with harness 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 harness.
The
installer is also responsible
~or
installing the buzzer
in
a location where
it
will
be
dry and
where
it
will be audible 10 the operator should
it
sound while
t~eengin.e
is
running. The buzzer will sound when the igni-
hon key IS turned on and should silence when the engine has
started and the engine's oil pressure rises above
15
psi.
WATER
TEMPERATURE GAUGE:
THIS
GAUGE
IS
GRADUATED
IN
DEGREES
fAHRENHEIT
AND
IS
ILLUMINATED
WHILE
THE
KEY
SWITCH
IS
TURNED
ON.
THE
ENGINE'S
NORMAL
OPERATING
TEMPERATURE
IS
170°·190° f 177°·BBOC).
OtL
PRESSURE
GAUGE:
THIS
GAUGE
IS
GRADU-
ATED
IN
POUNDS
PER
SQUARE
INCH
(PSI)
AND
IS
ILLUMINATED
WHILE
THE
KEY
SWITCH
IS
TURNED
ON.
THE
ENGINE'S
NORMAL
OPERATING
OIL
PRESSURE
RANGES
BETWEEN
30·60
PSI
RPM
GAUGE:
REGIS·
TERS
REVOLUTIONS
PER
MINUTE
OF
THE
ENGINE
AND
CAN
BE
RECALIBRATEO
FOR
ACCURACY
FROM
THE
REAR
Of
THE
PANEL
HOURMETER:
REGISTERS
ElAPSED
TIME,
AND
SHOULD
BE
USED
AS A GUIDE
FOR
THE
MAINTENANCE
SCHEDULE.
PREHEAT
BUTTON:
WHEN
PRESSED.
ENERGIZES
THE
ALTERNATOR'S
REGUlATOR,
THE
FUEL
LIFT
PUMP,
THE
fUEL
SOLENOID
ON
THE
INJECTION
PUMP,
AND
THE
ENGINE'S
GLOW
PLUGS,
AND
BYPASSES
THE
I
OIL
PRESSURE
AlARM
SWITCH.
IN
ADDITION,
I
BUDON
ENERGIZES
THE
START
BUDON.
START
BUTTON:
WHEN
STARTER'S
SOLENOID
I
THIS
BUDDN
WILL
NOT
OPERATE
ELECTRICALLY
UNLESS
THE
PREHEAT
BUDON
IS
PRESSED
AND
HELD
ATTHE
SAME
TIME.
4
AUTOMATIC
ALARM
SYSTIM
KEY
SWITCH:
PROVIDES
POWER
ONLY
TO
THE
INSTRUMENT
PANEL
CLUSTER.
INDICATES
THE
AMOUNT
THE
BATTERY
IS
BEING
CHARGED
SHOULD
SHOW
13V
TO
14V.
HIGH
WATER
TEMPERATURE
ALARM:
AN
ALARM
BUZZER
HAS
BEEN
SUPPLIED
WITH
THE
INSTRUMENT
PANEL
If
THE
ENGINE'S
FRESH
WATER
COOLANT
REACHES
210° f 19BOC),
THIS
SWITCH
WILL
CLOSE
SOUNDING
THE
AlARM
WHICH
WILL
EMIT
A
CONTINUOUS
SIGNAL.
LOW
OtL
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
ENGINEiS
OIL
PRESSURE
FALL
TO
5·10
PSI,
THE
SWITCH
WILL
CLOSE
SOUNDING
THE
ALARM.
IN
THIS
EVENT,
THE
AlARM
WILL
EMIT
A
PULSATING
SIGNAL
CAPTAIN
CONTROL
PANEL
CAPTAIN
PANEL
This
manually~operated
control panel
is
equipped with a
Key
Switch, an RPM gauge, PREHEAT and START buttons,
an
fNSTRUMENT TEST button and three indicator lamps, one
for ALTERNATOR DISCHARGE, one for low
OlL
PRES·
SURE,
RPM
GAUGE:
REGISTERS
REVOLUTIONS
PER
MINUTE
Of
THE
ENGINE
AND
CAN
BE
RECALIBRATED
fOR
ACCURACY
fROM
THE
REAR
Of
THE
PANEl.
Oil
PRESSURE
ALTERNATOR
ALARM
ALARM
LIGHT
LIGHT
WATER
TEMPERATURE
ALARM
LIGHT
START
BUTTON:
WHEN
PRESSED.
ENERGIZES
THE
STARTER'S
SOLENOID
WHICH
CRANKS
THE
ENGINE
THIS
BUTTDN
WILL
NOT
OPERATE
ELECTRICALLY
UNLESS
THE
PREHEAT
BUTTON
IS
PRESSED
AND
HELD
AT
THE
SAME
TIME.
5
and one for high
ENGINE
COOLANT
TEMPERATURE. ft
also includes
an
alarm buzzer for low OfL PRESSURE or
high WATER TEMPERATURE. The RPM gauge
is
illumi·
nated when the Key Switch
is
turned
on
and remains illumi-
nated while the engine
is
in
operation.
ALARM:
THE
ALARM
WILL
SOUND
If
THE
ENGINES
OIL
PRESSURE
fALLS
BELOW
15
PSI.
IN
THIS
EVENT.
THE
ALARM
WILL
EMIT
A
PULSATING
SIG·
NAl.
THE
ALARM
WILL
ALSO
SOUND
If
THE
WATER
TEMPERATURE
IN
THE
fRESHWATER
COOLING
CIRCUIT
RISES
TO
20S'f.
IN
THIS
EVENT.
THE
ALARM
WILL
EMIT A SIGNAl.
NOTE:
THE
ALARM
WILL
SOUND
WHEN
THE
KEY
SWITCH
IS
TURNED
ON.
THIS
SOUNDING
IS
NORMAl.
ONCE
THE
ENGINE
STARTS
AND
THE
ENGINE'S
OIL
PRESSURE
REACHES
15
PSI,
THE
ALARM
WILL
SILENCE.
TEST
BUTTON:
WHEN
PRESSED,
TESTS
THE
ALTERNATOR.
THE
OIL
PRESSURE.
AND
THE
WATER
TEMPERATURE
CONTROL
CIRCUITS
WHEN
PRESSED.
THE
ALTERNATOR.
THE
OIL
PRESSURE,
AND
THE
WATER
TEMPERATURE
INDICATOR
LIGHTS
ILLUMINATE
IN
ADDI·
TION
TD
SOUNDING
THE
ALARM
BUZZER
KEY
SWITCH:
PROVIDES
POWER
TO
THE
INSTRUMENT
PANEL
CLUSTER
AND
THE
DC
ALTERNATOR
REGULATOR
TERMINAL.
PREHEAT
BUTTON:
WHEN
PRESSED.
ENERGIZES
THE
fUEL
LIfT
PUMP
AND
THE
ENGINE'S
GLOW
PLUGS.
ANa
BYPASSES
THE
ENGINE'S
OIL
PRESSURE
ALARM
SWITCH.
IN
ADDITION.
THIS
BUTTON
ENERGIZES
THE
START
BUTTON
DIESEL
FUEL,
ENGINE
OIL
AND
ENGINE
COOLANT
DIESEL
FUEL
Use fuel that meets the requirements or specification
of
Class
2-D (ASTM), and has a cetane rating
of
#45 or better.
Care
Of
The
Fuel
Supply
Use only clean diesel fuel! The clearance
of
the components
in
your fuel injection
pump
is
very critical; invisible dirt
par~
tides
which might pass through the filter can
damage
these
finely finished parts.
It
is important to buy clean fuel, and
keep
it
clean. The best fuel can be rendered unsatisfactory
by
careless handling or improper storage facilities. To assure that
the fuel going into the tank for
your
engine's daily use
is
clean and pure, the following practice
is
advisable:
Purchase a well-known brand
of
fuel.
Install and regularly service a good,
visual~type
filter/water
separator between the fuel tank and the engine. Raycor
500
FG or
900
FG
is
a good example
of
such a filter.
ENGINE
OIL
Use a heavy duty engine oil with
an
API classification
of
CF
or
CG4
or
better, Change the engine oil after
an
initial 50
hours
of
break-in operation, and every 200 hours
of
operation
thereafter. For recommended oil viscosity, see the
following
chart:
Operating
Temperature
Oil
Viscosity
Above
68"F
(2D"C)
SAE
30
or 1 OW-3D
41
"-68"F
(5-2D"C)
SAE
20
or
1DW-3D
Below
41"F
(5"C)
SAE
1DW-3D
A
CAUTION:
00
not allow
two
or
more
brands
of
engine
oil
to
mix,
Each
brand
contains
its
own
additives;
additives
of different
brands
could
react
in
the
mixture
to
produce
properties
harmful
to
your
engine.
6
ENGINE
COOLANT
UNNERSAL
recommends a mixture
of
50%
antifreeze and
50%
distilled water. Distilled water
is
free from the chemi-
cals that can corrode internal engine surfaces.
The antifreeze performs double duty. It allows the engine
to
run at proper temperatures
by
transferring heat away from
the
engine
to
the coolant, and lubricates and protects the cooling
circuit from rust and corrosion. Look for a good quality
antifreeze that contains Supplemental Cooling Additives
(SCAs) that keep the antifreeze chemically balanced, crucial
to long term protection.
The distilled water and antifreeze should be premixed before
being poured into the cooling circuit.
NOTE:
Look
for
the
flew
environmenwl(v-jriendiy
IOllR
la.l'finf!,
antifreeze that is
nol1.'·
available.
Antifreeze mixtures will protect against an unexpected freeze
and they are beneficial to the engine's cooling system. They
retard rust and add to the life
of
the circulating pump seal.
ANTIFREEZE
PROTECTION
Antifreeze
concen1ration
Freezing
Temperature
23%
WF
(-5"C)
COOLANT
RECOVERY
TANK
30%
8"F
(-13"C)
35%
-4"F
(-20"C)
50%
-40"F
(-40"C)
A coolant recovery tank kit
is
supplied with each
UNIVERSAL diesel engine. The purpose
of
this recovery
tank
is
to allow for engine coolant expansion and contraction
during engine operation, without the loss
of
coolant and
without introducing air into the cooling system. This
kit
is
provided and must be installed before running the engine.
COOLANT
RECOVERY
TANK
PREPARATIONS
FOR
INITIAL
START-UP
PRESTART
INSPECTION
Before starting your engine for the first time or after a pro-
longed layoff - check the following items.
o Check the engine oil1evel; add oil to maintain the level at
the high mark on the dipstick.
o Check the fuel supply and examine the fuel filter/separator
bowls for contaminants.
o Check the transmission fluid level.
NOTE:
Refer to the specifications pages
in
this manual
for
fuel,
oil,
and transmission types and quantities.
RECOVERY
TANK
o Check the DC electrical system. Inspect wire connections
and battery cable connections.
o Visually examine the unit. Look for loose or missing
parts, disconnected wires, unattached hoses, and check
threaded connections.
o Check the coolant level in the plastic recovery tank and at
the manifold.
NOTE:
If
the engine has not yet been filled with
coolanT.
refer
to the ENGINE
COOLING
CIRCUIT
section
of
this manual.
_DIPSTICK
MANIFOLD
(M-35B
SHOWN)
7
STARTING/STOPPING
PROCEDURE
STARTING
PROCEDURE
Place the transmission in neutral and advance the throttle
control
to
slightly open.
A
CAUTION:
Make
certain
the
transmission
is
in
neu-
tral.
starting
in
gear
could
result
in
serious
damage
to
your
transmission,
your
boat,
and
vessels
nearby.
Turn the KEY
SWlTCH
to the
ON
position (2 o'clock)
PREHEAT:
Depress the PREHEAT switch. The voltmeter
and
panel lights, gauges and meters will be aClivated. The
PRE-
HEAT switch should be depressed in accordance with the
following chart:
TemperatureJPreheat
Abnospheric
Temperalure
Preheating
lime
+41°F(+5°C)
or
higher
Approx.
10
seconds
+4n(+5°C)
to
2n
(-5°C)
Approx.
15
seconds
+23°F(-5°C)
or
lower
Approx.
20
seconds
Limit
of
continuous
use
30
seconds
before
cranking
START:
While still depressing the PREHEAT switch, depress
the START switch. This will engage the starter solenoid.
Upon engine starting, release the START switch. Do not
release the
PREHEAT switch until the oil pressure reaches
15
psi.
Then
as
long as the high water temperature and low
oil pressure protective circuits do not activate, the engine will
remain energized and continue to run.
NOTE:
When
starting:
A voltage drop will occur
when the preheat switch
is
depressed.
VOLTAGE
DROP
Should the engine not start when the START switch
is
depressed for
10
to 20 secol!ds, release both switches and
wait
30 seconds; repeat the procedure above and preheat
longer.
Never
run
the
starter
lor
more
than
30
seconds.
8
ACAUTloN:
Prolonged
cranking
intervals
without
the
engine
starting
can
result
in
the
engine
exhaust
system
filling
with
raw
water.
This
may
happen
because
the
pump
is
pumping
raw
water
through
the
raw
water
cool·
ing
system
during
cranking.
This
raw
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
raw
water
supply
through-hull
Shut-off,
draining
the
exhaust
muffler,
and
correcting
the
cause
of
the
excessive
engine
cranking.
Engine
damage
result-
ing
from
raw
water
entry
is
not a warrantable
issue;
the
owner/operator
should
keep
this
in
mind.
Once the engine starts, check instruments for proper oil pressure and battery charging voltage.
NOTE:
Never attempt to engage the starter while the engine
is
running.
NOTE:
Some unstable running may occur
in
a cold engine.
Depressing the Preheat
switch/or
/0-/5
second intervals
'will
help stabilize the engine RPM until the operating temperature reaches
J70o-190°F
(77°_88°C)
and a propeller load is
applied to the engine. When the engine
i~'
running and the
preheat switch is depressed, a charging load on the
DC
alter-
nator will
be
discernible.
STARTING
UNDER
COLD
CONDITIONS
Make certain the lubricating oil confonns with the ratings
for
the prevailing temperature. Check the table on the engine oil
section
of
this manual.
The battery should
be
fully charged to minimize voltage
drop.
Use a sufficient
amount
of
preheat
to
aid in starting, see
Temperature/Preheat chart
On
this page.
STOPPING
PROCEDURE
To
stop the engine, bring the throttle to
an
idle position and
place the transmission in neutral. Allow the engine
to
idle for
a few moments
to stabilize temperatures. Pull the STOP lever
to
shut down the engine. Then turn
OFF
the key
10
close
down the electric
fuel pump and accessories.
Made
certain the key switch
is
in
the
OFF
position (12
o'clock). If the Key
Switch
is
left ON. the battery will
diS-
charge.
An
engine
alarm
buzzer
is
provided
to
warn the oper-
ator
of
this condition (Key Switch ON).
The
best method of
preventing the battery from discharge
is
to
remove the
key
from the
Key
Switch after stopping the engine.
BREAK-IN
PROCEDURE
THE
FIRST
50
HOURS
Although
your
engine
has experienced a
minimum
of
one
hour
of
test
operations
to ensure accurate assemhly and
proper operation
of
all systems.
hrcak~in
lime is required.
The
service life
of
your
engine
is
dependent upon how the
engine is
operated
and serviced
during
its initial
50
hours
of
usc.
Your
new
engine requires approximately 50 hours of initial
conditioning
operation
to hreak
in
cach
moving
part
in
order
to maximize the
performance
and service life
of
the engine.
Perform this conditioning carefully. keeping
in
mind
the
fol-
lowing:
1.
Start the engine
according
to the Starting Procedure
sec-
tion in this
manual;
run the
engine
at fast idle while
checking
that all
systems
(raw
water
pump, oil pressure,
battery
charging)
arc functioning.
2. Allow the
engine
to
warm
up (preferably
by
running at fast
idle) until the
water
temperature
gauge
moves
into the
130o-J40°F range.
3.
While using the vessel, run the engine at varying
engine
rpms for the first 25 hours.
4. Avoid rapid
acceleration,
especially with a cold engine.
S.
Usc caulion nol 10
overload
the engine. The presence
of
a
gray or
black
exhaust,
and the inahility of the engine 10
reach its full rated rpm,
arc
signs
of
an overload.
6. During the next 25 hours, the engine may be
operated
at
varying
engine
rpms, with short runs at full rated rpm.
Avoid
prolonged
idling during this break-in period.
9
Breaking-in a new engine hasically involves seating the piston rings
10
the cylinder walls. This cannot be accomplished
hy
long periods
of
running at iulc, nor hy early running at
full rpm. Idle running
may
glaze the
eylinuer
walls. resulting
in
excessive oil
consumption
and smoky operation.
Excessive
speed
or
heavy over-loading. especially with a
cold engine.
may
cause
scoring
of
the cylinder walls. produc-
ing
similar
results. Operate the engine
in
moderation during
the
50-hour
break-in period.
(Don',
baby the engine_ bu!
do
not abuse it.)
NOTE:
Allemptillg to reduce idle speed helow the minimum
shown may
product' wisiahle ellgine operatioll and stalling.
NOTE:
The propeller should he
eithc!r
2 or 3 Node.
It
should
allow the
enRine to
rf!ach
iiS
maximum rated rpm at full open
throttle undenvay ill forward gear to ensure the ami/ahility
of
rated horsepower whell Ilet'ded.
NOTE:
See the
TRANSMISSION
section
of
this manual jor
hreak-ill illformation
Oil
your transmissio!l.
THE
DAILY
ROUTINE
CHECK
LIST
Each day before starting your engine, take a few moments to
run this check list:
o Visually inspect the engine for fuel, oil, or water leaks.
o Check the oil level.
o Check the transmission fluid level.
o Check for loose wires
at
the alternator.
o Check the starting batteries level (weekly)
D
Check drive belts for wear and proper tension (weekly),
D Log your
engine
running time.
These
hours relate to
scheduled maintenance.
o Check fuel supply; always keep fuel tank(s) as full as pos-
sible.
o Look for clean fuel
in
the fueVwater separator bowl.
o Check the
coolant
level in the plastic recovery tank.
NOTE:
Excessive loss
of
coolant indicates a cooling system
leak. Check the entire system.
If
necessary, use a cooling sys-
tem pressure tester
to pressurize the cooling system to locate
[he
area
of
leakage.
In
cases
of
excessive coolant loss, refill
Ihe
S1'Slem
as
oUllined
ill
Ihe
ENGINE
COOLING
CIRCUIT
section
ill
this manuaL.
10
START
YOUR
ENGINE
NOTE:
See STARTING
STOPPING
PROCEDURE
in
Ihis
manual
for
more detailed instructions.
I.
Put transmission
in
neutral, throttle advanced.
2.
Turn KEY
to
the
ON
position (2
o'clock)
3.
Depress PREHEAT
(IOta
IS
seconds).
4.
While pressing PREHEAT, push START.
When engine starts - release START.
5. Hold
PREHEAT
until oil pressure reaches
15
psi andlor
alarm shuts Qff.
NOTE:
Should engine fail
to
stan, wait 30 seconds,
repeaT
the
above procedure, and PREHEAT longer
6. Allow a few minutes for the
engine
to warm at a comfort-
able rpm (approx.
1200 rpm), then reduce the rpm, shift
into gear, and get underway.
A
CAUTION:
When
shifting
the
transmission,
always
reduce
the
engine
rpm
to
idle,
then
shift
the
transmis-
sion
firmly
from
one
direction
to
another_
A slight
pause
in
neutral
will
allow
the
propeller
to
slow.
Shifting
at
high
rpm
will
damage
the
transmission/damper
plate.
SCHEDULED
MAINTENANCE
Fuel
Supply
Fuel/Waler
Separator
Engine
Oil
Level
CoolanlLevel
Drive
Belts
MAINTENANCE
SCHEDULE
A
WARNING:
Never
attempt
to
perform
any
service
while
the
engine
is
running.
Wear
the
proper
safety
eqUipment
such
as
goggles
and
gloves,
and
use
the
correct
tools
for
each
job.
Disconnect
the
battery
terminals
when
servicing
any
of
the
engine's
DC
electrical
equipment.
NOTE:
Man)'
a/the
following maintenance jobs are simple but others are more
difficult and may require the expert knowledge
of
a service mechanic.
CHECK
HOURS
OF
OPERATION
EACH
EXPLANATION
OF
SCHEDULED
DAY
50
100
250
500
750
1000
1250
MAINTENANCE
0
Diesel
No.2
rating
of
45
cetane
or
higher
0
Check
for
water
and
dirt
in
fuel
(drain/replace
filter
if
necessary).
0
Oil
level
should
indicate
between
MAX.
and
LOWon
dipstick.
0
Check
at
recovery
tank;
if
empty,
check
at
manitold.
Add
coolant
if
needed.
0
Inspect
for
proper
tension
(3/8"
to
1/2"
depreSSion)
and
adjust
it
needed.
Check
belt
edges
for
wear
Visuallnspeclion
ot
Engine
0
NOTE:
Please keep engine suiface clean.
Check
tor
tuel,
oil
and
water
leaks.
Inspect
wiring
Dir!
and
oil will inhibillhe engine's ability
and
electncal
connections.
Keep
bolts & nuts
tight
10 remain cool.
Check
for
loose
belt
tension.
Engine
Throttle
and
0 0 0 0
0
0
Check
tor
loose
tiltings,
colter
pins,
etc.
Transmission
Control
Lubricate
with
WO-40
or
equivalent
Cables
and
Shutoff
Levers
Adjust
Engine
Idle
Speed
0
Adjust
to
(750-1200
rpm).
Fuel
Filter
0
0 0 0
0
0
Initial
change
at
50
hrs,
then
change
every
250
hrs.
Starting
Batteries
0
Every
50
operating
hours
check
electrolyte
levels
(and
House
Batteries)
and
make
sure
connections
are
very
tight
Clean
oft
excessive
corrosion.
Engine
Oil
and
Filter
0
0
0
0 0 0 0
0
Initial
engine
oil & tilter
change
at
50
hrs
..
then
change
both
every
100
hours.
'Torque
Cylinder
Head
At
engine
overhaul
or
cylinder
head
overhaul.
Hold
Down
Bolts
Lubricate
Panel
Key
0
At
first
100
hrs.,
then
each
year
at
wlntenzing.
Switch
with
'"Lockeze"
Transmission
Fluid
0
0 0
0
0
Initial
fluid
change
at
50
hrs,
then
every
250
hrs.
or
once a year.
Air
Cleaner
0 0 0
0
0
Clean
the
filter
and
element
Exhaust
System
0 0 0
Imtlal
check
at
50
hrs
..
then
every
500
hrs.
Inspect
tor
leaks.
Check
siphon
break
operation.
Check
the
exhaust
elbow
for
carbon
and/or
corrosion
buildup
on
inside
passages;
clean
and
replace
as
neces-
sary.
Check
that
ali
connections
are
tight
11
MAINTENANCE
SCHEDULE
NOTE:
Use the engine
hour
meter
gauge to log your engine hours
or
record your
engine hours by running time.
'
CHECK
HOURS
OF
OPERATION
SCHEDULED
EACH
EXPLANATION
OF
SCHEDULED
MAINTENANCE
DAY
50
100
250
500
750
1000 1250
MAINTENANCE
Engine
Hoses
0 0 0 0 0
0
0
Hose
should
be
hard & tight.
Replace
if
soft
or
spongy.
Check & tighten
all
hose
clamps.
Heat
Exchanger
0 0 0 0 0
0
0
Clean
or
replace
anode.
Open
heat
exchanger
end
Zinc
Anode
cap
and
clean
out
debris.
Remove
every
1000
hours
for
professional
cleaning
and
pressure
testing.
Electric
Fuel
Lift
0 0 0
0
0 0
Clean
at
50
hours,
then
clean
every
250
hours.
Pump
Filter
(if
applicable)
Raw
Water
Pump
0 0 0
Remove
pump
cover
and
inspect
impeller
for
wear;
replace
if
needed.
Also
replace
gasket.
Lubricate
both
when
reassembled.
Inspect
pump
for
internal
wear,
cover
plate
wear
and
cam
wear.
Coolant
System
0
0
Drain,
flush,
and
refill
cooling
system
With
appro-
priate
antiireeze
mix.
Fuel
Injectors
0
Check
and
adjust
Injection
opening
pressure
and
spray
condition
(see
Engine
Adjustments).
<Starter
Motor
0 0
Check
solenoid
and
motor
for
corrosion.
Remove
and
lubricate.
Clean
and
lubricate
the
Starter
motor
pinion
drive.
<Preheat
Circuit
0
0
Check
operatIOn
of
preheat
solenoid.
Remove
and
clean
glow
plugs;
check
resistance
(1.1-1.2
ohms).
<Engine
Cylinder
0 0
Incorrect
valve
clearance
will
result
in
poor
engine
Compression
and
pertormance;
check
compression
pressure
and
timing,
Valve
Clearance
and
adjust
valve
clearances.
DC
Alternator
0 0 0
Check
DC
charge
from
a~ernator
Check
mounting
bracket;
tighten
electrical
connections.
Heat
Exchanger
0
Remove,
have
professionally
cleaned
and
pressure
tested.
REngine
Transmission
0
Chattering
at
idle
and
low
rpms
is
an
indication
of
Damper
Plate
damper
plate
wear
Remove
and
replace.
<UNIVERSAL
recommends
this
service
be
pertormed
by
an
authorized
mechanic.
12
ENGINE
COOLING
CIRCUIT
DESCRIPTION
The engine
is
fresh water cooled (engine coolant)
by
an
engine-mounted heat exchanger. Raw water
is
pumped
through the heat exchanger
by a gear-driven, positive dis-
placement impeller pump. After the raw water cools the
engine coolant
in
the heat exchanger, it mixes with the
engine's exhaust gases, cools the exhaust gases, and discharges overboard.
The engine's coolant
is
circulated
by
a belt-driven centrifu-
gal-type metal impeller
pump
mounted on the front
of
the
engine. The engine's coolant temperature
is
thermostatically
controlled.
The
engine's coolant must be changed according to the main-
tenance schedule
in
this manuaL If the coolant
is
allowed to
become
contaminated,
it
can lead to overheating problems.
ACAUTIDN:
Proper
cooling
system
maintenance
is
critical; a
substantial
number
of
engine
failures
can
be
traced
back
to
cooling
system
corrosion.
COOLANT
ORAIN
M
~;AIEN:SISFOiiiliEO
f'
CAP
RECOVERY
TANK
MANIFOlO
A coolant recovery tank allows for engine coolant expansion
and contraction during engine operation, without any significant loss
of
coolant and without introducing air into the cool-
ing system. This tank
is
best located at or above the engine
manifold level. and should be easily accessible.
13
Drain the engine coolant by loosening the drain plug on the
engine block and opening the manifold pressure cap. Flush
the system with fresh water, then start the refill process.
See
the Parts Identification photos
in
this manual for locations.
NOTE:
The petcack
on
the heat exchanger can also
be
used
fo
help drain engine coolant.
AWARNING:
Beware
of
the
hot
engine
coolant.
Wear
protective
gloves.
To
Refill
With
Coolant
With the engine running
in
idle, slowly pour clean premixed
coolant into the manifold.
NOTE:
Open the petcacks
on
the thermostat housing and heat
exchanger to heip remove air from the system.
When
a steady
flow
of
coolant appears at the drain plug opening, close
the
water drain plug and continue to fill the system until the
manifold remains full. Close the petcock on the heat
exchanger when antifreeze flows from
it.
Monitor the coolant
in
the manifold and add as needed. Fill
the manifold
to
the filler neck and install the pressure
cap.The petcock on the thennostat should also be opened
when refilling
to
allow trapped
air
to escape.
Remove the
cap
on the coolanl recovery tank, fill with
coolant mix to halfway between
LOW
and MAX, and
replace the cap. Run the engine, close
all petcocks and
observe the coolant expansion tlow into the recovery tank.
After checking for
leaks. stop the engine and allow
it
to cool.
Coolant should draw back into the cooling system as the
engine cools down. Add coolant to the recovery tank
if
needed. Clean up any spilled coolant.
NOTE:
Periodically check the condition
of
the pressure
cap.
Ensure that the upper
and
lower rubber seals are
in
good
condition
and
check that the vacuum valve opens and closes
tightly. Carry a spare cap.
ENGINE
COOLING
CIRCUIT
THERMOSTAT
A thermostat, located ncar the manifold at the front
of
the
engine, controls the coolant temperature as
it
continuously
flows through the closed cooling circuit. When the engine
is
first started the closed thermostat prevents coolant from flowing (some coolant
is
by-passed through a hole in the thermo-
stat
to
prevent the exhaust manifold from overheating). As
the engine warms up the thermostat gradually opens. The
thermostat
is
accessible and can
be
checked, cleaned,
or
replaced easily. Carry a spare thermostat and gasket.
THERMOSTAT
.
_._._._
.. _ ..
GASKET
~I
THERMOSTAT~
i
THERMOSTAT
HOUSING
To
Replace
the
Thermostat
SEAL
Remove the two cap .screws and disassemble as illustrated.
When assembling the new thermostat and gasket put a thin
coat
of
sealant on both sides
of
the gasket before pressing
in
place.
Run the engine and check for normal temperatures and that
there are no leaks at the thermostat housing.
14
RAW
WATER
COOLING
CIRCUIT
The
raw water flow
is
created
by
a positive displacement
impeller pump. This
pump
draws water directly from the
ocean, lake,
or river from a through-hull opening through a
hose to the water strainer.
The
raw water passes from the
strainer through the
pump
to a heat exchanger (through the
heat exchanger tubes) where
it
cools the engine's circulating
fresh water coolant. The raw water
is
then discharged into the
water injected exhaust elbow, mixing with, and cooling the
exhaust gasses. This mixture
of
exhaust gas and
raw
water
is
driven through the stern tuhe and overboard.
Raw
Water
Pump
TIle
raw water pump
is
a self-priming, rotary pump with a
non-ferrous housing and a neoprene impeller. The impeller
has flexible vanes which wipe against a curved cam plate
within the impeller housing, producing the pumping action.
On
no account should this
pump
be run dry
as
water acts as a
lubricam for the impeller. There should always
be
a spare
impeller and impeller cover gasket aboard (an impeller kit).
Raw
water pump impeller failures occur when lubricant (raw
water)
is
not present during engine operation. Such failures
are not warrantable, and operators are cautioned
to
make sure
raw water flow
is
present at start-up.
RAW
WATER
PUMP
WEAR
PLATE
HOUSING
ENGINE
COOLING
CIRCUIT
Changing
the
Raw
Water
Impeller
1. Close the raw water intake,
2. Remove the inlet and outlet
rx>rt
hoses from the pump,
noting the port location and positioning.
3. Remove the pump assembly and its gasket from the
engine.
4. Remove the three hex head
screws
that hold the housing
to the cover.
5. Tap
the
housing/cover assembly on its side to loosen and
separate the cover from its housing.
6. Remove the cover and its
O-ring and remove
the
impeller
gasket and plate.
7. Remove the retaining ring (circ1ip) and
pry
out the
impeller. Take care not to lose the key
off
the shaft's key-
way.
ACAUTION:
If
any
of
the
vanes
have
broken
off
the
impeller
they
must
be
found
to
prevent
blockage
in
the
cooling
circuit.
They
often
can
be
found
in
the
heat
exchanger.
8. Replace the gasket, impeller, and O-ring.
9. Apply a film
of
petroleum jelly
or
silicone
to
the inner
surface
of
the impeller housing.
NOTE:
Just coat the surface, do not over apply.
10. Install the
cover
housing
over
impeller.
11. Install the three hex
screws
and tighten.
15
12. Mount the pump to the engine taking care thai the end
seal and gasket are
in
place.
Do
not tighten the pump
mounting screws, just finger tight.
13.
Rca<;semhlc the hose connections and open the raw
water
intake.
14.
Start the engine
in
idle, this will allow the
pump
to align
itself with its drive shaft.
15.
Stop
the engine and tighten the
pump
assembly mount-
ing screws.
16.
Start and run the engine, check for leaks and check for a
norrnal operating temperature.
NOTE:
Should a failure occur with the pumps internal parts
(seals and bearings)
it
may be more cost efficient
to
purchase
a new pump. The price
of
individual parts would almost
match the price
of
a new pump.
Heat
Exchanger
The
heat exchanger is a copper
tUhe
which encloses a num-
ber
of
small copper tubes. Raw water is pumped through the
small
copper
tubes and the freshwater coolant from the
engine is circulated around the
copper
tubes.
The
raw water
removes heat from the freshwater coolant. To keep the heat
exchanger operating efficiently,
it
should be removed from
the engine every 1000 hours to be thoroughly cleaned and
pressure tested.
HEAT
EXCHANGER
O-RING
Zinc
Anode
CLEAR
OUT
DEBRIS
DRAIN
POOR
ZINC
ANODE
i
A zinc anode
or
pencil, is located
in
the raw water cooling cir-
cuit within the heat
exchanger.
The
purpose
of
the zinc anode
is
to sacrifice itself to electrolysis action taking place
in
the
raw water cooling circuit, therehy reducing the effects
of
elec-
trolysis
on
other components
of
the system.
The
condition
of
the zinc anode should be checked monthly and the anode
cleaned
or
replaced,
a<;
required. Spare anodes should he car-
ried onboard.
The
area in the exchanger where the anode
is
located should periodically he cleaned
of
anode dehris.
ENGINE
OIL
CHANGE
DRAIN
THE
SUMP
The engine oil should be warm. Remove the oil drain hose
from
its
attachment bracket and lower
it
into a container and
allow the oil
to drain, or attach a
pump
to the end
of
the drain
hose and pump out the old oil.
Make
sure the oil drain hose
is
capped and properly secured
in
its holder after all the old
oil has been drained.
NOTE:
Thread size
for
the lube oil drain hose capped end is
114
NPT
Always observe the old oil as
it
is
removed. A yellow/gray
emulsion indicates the presence
of
water
in
the oil. Although
this condition is rare,
it
does require prompt attention to pre-
vent serious damage. Call a competent mechanic
if water
is
present in the oiL Raw water present
in
the oil can be the
result
of
a fault in the exhaust system attached to the engine
and/or a siphoning
of
raw water through the raw water cool-
ing circuit into the exhaust,
filling the engine. This problem
is
often caused by the poor location
or
the !ack
of
an anti-
siphon valve. See UNIVERSAL'S Installation Manual.
Replacing
the
Oil
Filter
When removing the used oil filter, you may find
it
helpful
and cleaner
to
punch a hole
in
the upper and lower portion
of
the old filter to drain the oil from
it
into a container before
removing
it.
This helps
to
lessen spillage.
NOTE:
Do
not punch this hole without first loosening
[he
filter
to
make
certain it will come off!
An automotive filter wrench should be helpful in removing
the old oil filter.
Place some paper towels and a plastic
bag
around the filter when unscrewing
it
to catch any oil left
in
the filter. Inspect the old oil tilter as
it
is
removed to make
sure that the ruhber scaling gasket comes
off
with the old oil
filter.
If
this rubber sealing gasket remains sealed against the
engine
block, gently remove
it.
When installing the new oil
filter element, wipe the filter gasket's sealing surface on the
engine block free
of
oil and apply a thin coat
of
clean engine
oil to the rubber gasket on the new oil filter.
Screw the filter
onto the threaded
oil filter stub, and tighten the filter firmly
by hand.
NOTE:
Use genuine UNIVERSAL oil filters - generic filters
are nol recommended.
REFILL
THE
DlL
SUMP
Add fresh oil through the filler cap. After refilling, run the
engine for a few moments while checking the engine's oil
pressure. Make sure there
is
no leakage around the new oil
filter
or
from the oil drain system, and then stop the engine.
Then check the quantity
of
oil with the lube oil dipstick. If
OIL
DRAIN
HOSE
the engine requires additional oil, fill to, but not over, the
OIL
CONTAINER
__
...r--,
AWARNING:
Used
engine
oil
contains
hannful
conta-
minants.
Avoid
prolonged
skin
contact.
Clean
skin
and
nails
thoroughly
using
soap
and
water.
l.aunder
or
dis-
card
clothing
or
rags
containing
used
oil.
Discard
used
oil
properly.
high mark on the dipstick.
APPLY
OIL
TO
GASKET
-----
WHEN
ASSEMBLING
NEW
FILTER.
/
SPIN·ON
OIL
FILTER
16
OIL
FILTER
REMOTE
OIL
FILTER
INSTALLATION
This popular accessory
is
used
to
relocate the engine's oil
fil-
ter from the engine
to
a more convenient location such as
an
engine room bulkhead.
NOTE:
Refer to the
ENGINE
OIL
CHANGE page in this
manual/or
instructions on removing the oil filter
To install, simply remove the engine oil filter and thread
on
UNIVERSAL's remote oil filter kit as shown.
APPLY A THIN
COAT
OF
CLEAN
OIL
TO
THE
O-RING
WHEN
INSTALLING
THIS
KIT.
THREAD
THE
KIT
ON,
THEN
TIGHTEN
(BY
HAND) A 314
TURN
AFTER
THE
O-RING
CONTACTS
THE
BASE.
17
Always install this
kit
with the oil filter facing down
as
illus-
trated.
Contact your UNIVERSALIWESTERBEKE dealer
for
more
infonnation.
NOTE:
Westerbeke
is
not responsible
for
engine failure due to
incorrect installation
a/the
Remote Oil Filrer
FASTEN
SECURELY
TO A BULKHEAO
(SCREWS
ARE
OWNER
SUPPLIED)
APPLY A THIN
COAT
OF
CLEAN
OIL
TO
THE
FILTER
GASKET
WHEN
INSTALLING.
ONCE
THE
FILTER
CONTACTS
THE
BASE,
TIGHTEN
IT A 314
TURN.
FUEL
SYSTEM
AWARNING:
Shut
off
the
fuel
valve
at
the
tank
when
servicing
the
fuel
system.
Take
care
in
catching
any
fuel
that
may
spill. 00
NOT
aI/ow
any
smoking,
open
flames
or
other
sources
of
fire
near
the
fuel
system
when
ser-
vicing.
Ensure
proper
ventilation
exists
when
servicing
the
fuel
system.
FUEL
FILTERS
The fuel injection pump and the fuel injectors are precisely
manufactured and they must receive clean diesel
fuel, free
from water and dirt. To ensure this flow
of
clean fuel, the fuel
must pass through at least two fuel filters, a fueVwater separator and the
engine'5 spin-on fuel filter. Visually inspect,
clean, and change these
filters according
to
the maintenance
schedule
in
this manual.
I. Shut fuel supply off.
2.
Loosen the fuel filter, turning counterclockwise with a filler wrench.
3.
Using a rag, wipe clean the sealing face on the housing
bracket
so
the new filter can
be
seated properly.
4.
Lightly oil the sealing O-ring on the new filter.
To
re,install, turn the filter assembly clockwise carefully until the
O-ring contacts the sealing surface
of
the housing bracket.
Tum
2/3
further with the filter wrench.
5.
Tum
on the fuel and start the engine.
The
nonnal preheat
function should quickly prime the system and the engine
should start.
NOTE:
The cartridge contains fuel.
Take
care not 10 spill
it
during disassembl". Peiform the PRIMING
TIlE
FUEL
SYSTEM after replacing the spin-on
Jilt"
FUEL
FILTER
TO
INJECTORS
SPIN-ON
FUEL
FILTER
18
FUEL
WATER
SEPARATOR
A primary fuel filter
of
the water separating type must be
installed between the fuel tank and the engine
to
remove
water and other contaminants from the fuel before they can
be carried to the fuel system on the engine.
Most installers include a lype
of
filter/water separator with
the installation package as they are aware
of
the problems
that contaminants in the fuel can cause.
A typical fuel filter/water separator
is
illustrated in this dia-
gram. This
is
the Rayeor Model
500
MA. Keep
in
mind that
if a water separator type filter
is
not installed between the
fuel supply tank and engine-mounted fuel
system, any water
in
the fuel will affect the fuel pump, engine filter, and injec-
tion equipment. The owner/operator
is
responsible for making
certain the fuel reaching the
engine"s injection equipment
is
free
of
impurities. This process
is
accomplished
by
installing
and maintaining a proper filtration/separation system.
TO
ENGINE
DRAIN
FROM
FUEL
TANK
FUEL
FILTER
WATERISEPARATOR
FUEL
SYSTEM
FUEL
ADDITIVES
If fungus or bacteria
is
causing fuel problems, you should
have an authorized dealer correct these problems.
Then
use
a
diesel fuel biocide
to
sterilize the fuel (follow the manufac-
turer's instructions).
SPARES
While the likelihood
of
having
to
service the fuel system at
sea
is
slim, the possibility does exist. Therefore, we recommend that banjo washers, injector seat washers, and a fuel filter be earned on board at all times. Purchase needed spares
from your local
UNIVERSAL
dealer or distributor.
If
a leak
should develop at a banjo washer that cannot be corrected
by
a simple tightening
of
the fitting, replace the sealing washer.
PRIMING
(BLEEDING)
THE
FUEL
SYSTEM
The
on-engine fuel system
is
virtually self priming.
Under
ordinary circumstances the engine's electric fuel lift
pump,
which
is
energized by the key switch/preheat button, will
supply a continuous flow
of
fuel from the tank. This fuel
is
drawn through the fuel/water separator to the engine lift
pump, the primary spin-on fuel filter, and the injection
pump.
A
WARNING:
Do
not
allow
smoking
or
open
flames
near
the
fuel
system
when
servicing.
Also
provide
proper
ventilation.
TO
FUEL
FILTER
FROM
FUEL
TANK
1L_---
CHECK
AND
CLEAN
filTER
AT
OIL
CHANGE
TO
FUEl
FILTER
FUEL
LIFT
PUMPS
-
FROM
FUEL
TANK
19
If
it
becomes necessary to bleed air from the system, use the
following procedure:
Loosen all the high pressure injector lines (not injectors)
and
crank the engine starter motor;
as
fue
I spurts from between
the nut and the line, tighten the injector Jines
in
sequence and
then tighten the bleed screw.
NOTE:
Do
not attempt this procedure
on
a hot engine.
A
WARNING:
Always
wear
protective
clothing,
safety
glasses
and
gloves
when
bleeding
high
pressure
injector
lines.
fiLTER
ELEMENT
Air
Cleaner/Silencer
CANISTER
AIR
CLEANERISILENCER
(ENGINE
M·3S8
SHOWN)
Some
UNIVERSAL
engines use a replaceable air filter cle-
ment wrapped around a metal canister. This element can
be
removed and brushed off
or
cleaned with an air hose. When
it
become too contaminated
it
can be replaced. The canister
with its interior element should also be removed and cleaned
periodically. Simply wash the assembled unit
in
a non*flarn*
mabIe cleaning solvent. Use this same cleaning procedure for
other
UNIVERSAL
air cleaners that use a similar type canis-
ter.
NOTE:
To
operate efficiently a diesel engine must intake a
continuous volume
of
clear
air.
Hard starting, an erratic idle,
alld black exhaust smoke are all symptoms
of
a restricted air
intake.
DC
ELECTRICAL
SYSTEM
DESCRIPTION
The charging system consists
of
an alternator with a mounted
voltage regulator, an engine
DC
wiring harness, a mounted
DC
circuil breaker, and a battery and connection wires.
Because of the use
of
integrated circuits
(Ie's)
the electronic
voltage regulator is very compact and
is
mounted internally
or
on the back
of
the alternator.
Alternator
Troubleshooting
If you suspect that the alternator is not producing enough
voltage
to
charge
the engine's battery, check the following:
A
WARNING:
A failed alternator
can
becDme
very
hDt.
Do
nDt
touch
until
the
alternator has
cODled
dDwn.
o Make certain your alternator
is
securely mounted.
o Check the drive belts for proper tension.
o Inspect for loose or disconnected wires at the alternator.
NOTE:
An isolator with a diode, a solenoid,
or
a battery
selector switch
is
usually mounted in the circuit to isolate the
balleries
so the starting ballery is not discharged along with
the house batteries.
If
the isolator
is
charging the slarling
ballery but not the house ballery, the alternator is
OK
and
the problem is in the ballery charging circuit.
A
WARNING:
Shut
Dff
the
engine
battery
switch
Dr
discDnnect
from
the
battery
when
wDrking
Dn
the
engine
electrical
system.
Checking
for
Proper
Voltage
If you suspect
the
alternator has failed perform the following
tests with the
engine
off:
1.
Using a voltmeter, connect the voltmeter red wire clip to
the output terminal B+.
2.
Connect the voltmeter negative wire to any ground on the
engine.
3. Check the battery
voltage. It should read 12
to
12 volts.
4. Check the voltage between the alternator (+) positive
ter~
minai B
and
any engine ground. If the circuit
is
good, the
voltage at
the
alternator should be the
same
as the battery
(unless
there's
an isolator in the circuit, then the reading
would be zero).
A
CAUTION:
TD
aVDid
damage
tD
the
battery
charging
circuit,
never
shut
Dff
the
engine
battery
SWitch
when
the
engine
is
running!
20
A
WARNING:
Before
starting
the
engine
make
certain
that
everyone
is clear
Df
mDving
parts!
Keep
away
frDm
sheaves
and
belts
during
test
prDcedures.
.
5. Start the engine.
6. The voltage reading for a properly operating
alternator
should be between 13.5 and 14.5 volts.
If
your alternator
is
over- or undercharging, have
it
repaired at a reliable
service shop.
NOTE:
Before removing the alternator for repair, use your
voltmeter
to ensure that 12 volts
DC
"excitation is preselll at
the R terminal
if
the previous lest showed ollly ballery volt-
age at the B output terminal.
.14
PINK!1IlUE
'14
PINK/8LUE
.1U
RED
==!t:::<l(5l:'5,
TYPICAL
UNIVERSAL
51
AMP
ALTERNATOR
CONNECTIONS
='1iiif<:=;cz::n;E§
'14
PINKIBLUE
L
__
JOI~~~==-
814
BROWN
OPTIONAL
72
AMP
ALTERNATOR
CONNECTIONS
DC
ELECTRICAL
SYSTEM
ENGINE
12
VOLT
DC
CONTROL
CIRCUIT
The engine has a
12
volt
DC
electrical control circuit that
is
shown on the wiring diagrams that follow. Refer to these diagrams when troubleshooting or when servicing the
DC
elec-
trical system on the engine.
DRIVE
BELT
ADJUSTMENT
A
CAUTION:
Drive
belts
must
be
properly
tensioned.
Loose
drive
belts will not
provide
proper
alternator
charging
and
will
eventually
damage
the
alternator.
Drive
belts that
are
too
tight will pull
the
alternator
out
of
alignment
and/or
cause
the
alternator
to
wear
out
prematurely.
Belt tension adjustment
is
made by pivoting the alternator
on
its base mounting bolt.
1.
Loosen the alternator adjusting strap bolt and the base
mounting
bolt
2.
Pivot
the
alternator on the base mounting bolt to the left or
right
as
required.
3.
Tighten the base mounting bolt and
the
adjusting strap
bolL
4.
Operate the engine for about 5 minutes at idle, then shut
down and recheck belt tension.
BElT
TENSION
BATTERY
CARE
Review the manufacturer's recommendations and then establish a systematic maintenance schedule
for
your engine start-
ing batteries and house batteries.
o Monitor your voltmeter for proper charging during engine
operation.
o Check the electrolyte level and specific gravity with a
hydrometer.
o Use only distilled water
to
bring electrolytes
to
a proper
lcvel.
o Make certain that battery cable connections are clean and
tight
to the battery posts (and
to
your engine).
o Keep your batteries clean and free of corrosion
21
A
WARNING:
Sulfuric
acid
in
lead
batteries
can
cause
severe
burns
on
skin
and
damage
clothing.
Wear
protective
gear.
A
CAUTION:
When
quick
charging
the
battery
with
an
external
charger,
be
sure
to
disconnect
the
battery
cables
from
the
battery
so
the
quick
charge
doesn't
damage
the
alternator
diodes.
GLOW
PLUGS
The glow plug
is
a small heater installed
in
each pre-combus-
tion chamber. They run off the engine starting
bauery and
become red hot when activated.
The glow plugs are wired through the preheat solenoid.
When
preheat
is
pressed at the control panel this solenoid
should
"click" on and the glow plug terminal should begin
to
get hal.
Glow plugs
can
be checked by unscrewing and holding them
against a good ground (engine block) and turning them on.
The
tip should glow red hot. You can also usc an ammeter to
test the power drain
(8
to
9 amps per plug), or an ohmmeter
to test resistance
(I.!
to
1.2
ohms).
A
WARNING:
These
glow
plugs
will
become
very
hot
to
the
touch.
Be
careful not
to
burn
your
fingers
when
testing
plugs.
Re-install the plugs
in
the engine and test them again. The
plugs should get very hot (at the terminal end) with
20
to
25
seconds. If the plugs
don't
heat up quickly, check
for
a short
circuit.
A
CAUTION:
Do
not
keep
glow
plug
on
for
more
than
30
seconds.
_GLOW
PLUG
TERMINAL
PREHEAT
GLOW
PLUGS
~~.
CENTRE
SHAFT
~
;;;:;'
""'
J
SILICON
CAP
y/""
-'"'
---
TUBE
FROM
PREHEAT
SOLENOID
DC
ELECTRICAL
SYSTEM
WIRING
DIAGRAM
#31944
This
diagram illustrates the 12
VDC
negative ground electrical circuit.
Two
optional instrument panels are
also
shown:
the Captain Panel and the
Admiral
Panel.
NOTE;
AN
ON-OFF
SWITCH
SHOULD
BE
INSTALLED
BE1WEEN
THE
BATIERY
AND
STARTER
TO
DISCON-
NECT
THE
BATIERY
IN
AN
EMERGENCY
AND
WHEN
LEAVING
THE
BOAT A SWITCH
WITH
A
CONTINUOUS
RAT-
ING
OF
175
AMPS
AT
12
vae
WILL
SERVE
THIS
FUNCTION.
THIS
SWITCH
SHOULD
NOT
BE
USED
TO
MAKE
OR
BREAK
THE
CIRCUIT.
9'!
rlHi:iIlH
------------------------------
I
.1
"
~
11
~~
ADMIRAL
PANEL
CAPTAIN
PANEL
-------
:
I~
1~
____
~====1"
___
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~ll
22
DC
ELECTRICAL
SYSTEM
WIRING
SCHEMATIC
#31944
...
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CAPTAIN
PANEL
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51
AMP AI
JEBNATOR
o
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23
ENGINE
ADJUSTMENTS
THROTTLE
AND
STOP
ASSEMBLY
The
throttle
and
engine stop levers arc located on the out-
board side
of
the engine just below the fuel injection pump.
Brackets are provided for owner-installed push-pull cables
that run to the steering station.
The throttle high speed adjustment has been factory set
and
is
wire locked.
The
throttle idle screw is adjustable.
These levers and brackets should be periodically lubricated
and checked for loose fastenings.
STOP
Lt"tH·--..
MODELS
M3-20
SPEED
ADJUSTMENT
SET)
LEVER
STOP
AND
THROmE
LEVERS
HIGH
SPEED
ADJUSTMENT
(FACTORY
SET)
MODELS
M-25 & M-35
VALVE
CLEARANCE
ADJUSTMENT
NOTE:
Valve adjustment should
nOl
be necessary under nor-
ma/
operating conditions. These adjustments, when required,
should
be
performed
by
an authorized mechanic
Remove the valve rocker cover to expose the engine's valve
train. Remove the glow plugs from each
of
the cylinders to
enable the engine to be easily rotated by hand to position
each cylinder for valve adjustment.
Valves are adjusted with the piston
in
the cylinder being
adjusted at
TOC
(Top Dead Center)
of
its compression stroke.
Each cylinder
is
adjusted following the engine's firing order.
24
Firing Orders
3
Cylinder
Models
1 -3 - 2
4
Cylinder
Models
1-3-4-2
Adjust the valves beginning with Cylinder #1. Rotate the
crankshaft slowly and observe the operation
of
the valves for
Cylinder #1. Watch for the intake valve to open indicating the
piston
is
on its intake stroke (the piston
is
moving down
in
the
cylinder). Continue
to
rotate the crankshaft slowly and look
for the intake valve
to
close. The piston
is
now starting its
compression stroke (the piston is moving up
in
the cylinder
lowards
IDC).
TIMING
MARK
Watch the timing hole in the bell housing for timing numbers
to
appear. Position the ITC Mark
in
alignment with the notch
in
the timing hole. The piston
in
Cylinder
#]
is
at
TDe.
Adjust the valves
in
Cylinder #1.
Proceed to the nexl cylinder
in
the firing order.
Three
cylinder
models
Rotate the crankshaft 2400 in
the normal direction
of
rotation
and adjust the #3
Cylinder's valves. Rotate the crankshaft
another
2400 and adjust the
#2
Cylinder's valves.
Four
cylinder
models
Rotate the
crankshaft]
800 in
the normal direction
of
rotation
and adjust the #3
Cylinder's valves. Rotate the crankshaft
another
]800 and adjust the
#4
Cylinder's valves. Rotate the
crankshaft another
1800 and adjust the #2 Cylinder's valves.
WATER
HEATER
CONNECTIONS
WATER
HEATER
INSTALLATIONS
This engine is equipped
with
connections for the plumbing
of
engine coolant to heat an on-board water heater. The water
heater
should
be mounted in a convenient location either
in
a
high
or
low position
in
relation to the engine, so that the con-
necting hoses from the heater to the engine can run
in
a rea-
sonably direct line without any loops which might trap air.
Hoses
should
rise continuously from their low point at the
heater to the engine so that
air
will rise naturally from the
heater to the engine. If trapped air is able to rise to the heater,
then
an
air bleed petcock must be installed at the higher
fit-
ting on
the
heater for
bleeding
air while filling the system.
NOTE:
If
any
portion
of
the heating circuit rises above the
engines closed cooling system pressure cap, then a pressurized (aluminum) remote expansion lank must be installed
in
the circuit to become the "highest point.
Tee
the remote expan-
sion tank into the heater circuit, choosing the higher
of
the
Mo
connections for the return.
Tee
at
the heater, and plumb a
single line up
to
the
tanks
location and the other back to the
engine's return. Instal/the remote expansion lank
in
a con-
venient location so the fresh water coolant level can easily
be
checked. The remote expansion lank will now serve as a
check and system fill point. The plastic coolant recovery lank
is
not used when the remote expansion lank kit is installed,
since this tank serves the same function.
->::,....
/.,
---y~
HEATER
ABOVE
THE
ENGINE
REMOTE
EXPANSION
'l:
TANK
j\
1°
. I
t
~,
WATER
HEATER
THERMOSTAT
HOUSING
25
The
pressure
cap
on the engine's manifold should be
installed after the engine's cooling system is filled with
coolant. Finish filling the cooling system from the remote
tank after the system
is
filled and is free
of
air and exhibits
good
coolant circulation. During
engine
operation, checking
the
engine's coolant should be
done
at the remote tank and
not at the
engine
manifold cap.
The
hose connection from the
heater to the remote expansion tank should be routed and
supported so
it
rises continuously from the heater to the tank,
enabling any air
in
the system
to
rise
up
to the tank and
out
of
the system.
NOTE:
Air
bleed petcocks are located on the engine's heat
exchanger and on the thermostat housing.
Open these pet-
cocks when filling the engine'sJresh water
S}'Slel7l
to
allmA'
air
in
the coolant circuil !O escape. Close lighl(V after al! the
air is removed.
~
THERMOSTAT
HOUSING
HEATER
BELOW
THE
ENGINE
WATER
HEATER
ENGINE
TROUBLESHOOTING
The following trouble shooting chart describes certain prob-
lems, the probable causes
of
the problems, and the recom-
mendations to overcome the problems.
Problem
Probable
Cause
Key
switch
on,
PREHEAT
switch
1.
Battery
Switch
not
on.
depressed:
no
panel
indications:
fuel
solenoid
or
electrical
fuel
pump
2.
20-Amp
circuit
breaker
tripped.
J.
10-Amp
breaker
tripped.
4.
Loose
battery
connections.
5.
Preheat
solenoid
not
operating.
Key
switch
on,
PREHEAT
switch
1.
Connection
to
solenoid
faulty.
depressed:
START
switch
depressed;
no
starter
engagement.
2.
Faulty
START
switch.
J.
Faulty
solenoid.
4.
loose
battery
connections.
5.
Low
batteries.
Engine
cranks,
but
does
not
1.
Faulty
fueling
system.
start.
2.
Preheat
solenoid
faulty.
J.
low
compression.
Engine
can't
be
stopped.
1.
Faulty
shut-off
lever
at
engine.
NOTE:
The engine s electrical system
is
protected by a 20Ampere manual reset circuit breaker located on the bracket
on
[he
left side
of
[he
engine. The preheat solenoid is
moullled on lhe same bracket.
VerificationJRemedy
1.
Check
switch
and/or
battery
connections.
2.
Reset
breaker;
if
breaker
trips
again.
check
preheat
solenoid
circuit
and
check
Circuit
for
shorts
to
ground.
J.
Check
voltage
at
and
after
breaker.
4.
Check
(+)
connection
to
starier
solenoid
and
(-)
connection
to
engine
ground
stud.
Check
battery
cable
connections.
5.
Check
solenoid.
1.
Check
connection
at
solenoid.
2.
Check
switch
with
ohmmeter.
J.
Check
that
12
volts
are
present
at
starter
solenoid
activation
connection.
4.
Check
(+)
connection
to
starter
solenoid
and
(-)
connectIOn
to
engine
ground
stud.
Check
battery
cable
connections.
5.
Check
battery
charge
state.
1.
Check
that
fuel
valves
are
open.
2.
Check
solenoid.
J.
Compression
test
the
engine.
1.
Reconnect
shut
off
lever
2.
Push-pull
shut
off
cable
from
steering
2.
Reconnect
push-pull
cable.
station
to
engine
disconnected.
Engine
stops.
1.
Fuelhft
pump
failure.
1.
Fuel
lift
pump
should
make a distinct
ticking
sound.
Replace
pump
with
spare.
2.
Switches
and/or
wiring
loose
2.
Inspect
wiring
for
short
circuits
and
loose
connections.
or
disconnected.
Inspect
switches
for
proper
operation.
J.
Fuel
starvation.
J.
Check
fuel
supply,
fuel
valves,
fuel
lift
pump.
4.
20
Amp
circuit
breaker
tripping.
4.
Check
for
high
DC
amperage
draw
during
operation
Ensure
breaker
is
not
overly
sensitive
to
heat
which
would
cause
tripping.
5.
Exhaust
system
is
restricted.
5.
Check
for
blockage.
collapsed
hose,
carbon
buildup
at
exhaust
elbow.
6.
Water
in
fuel.
6.
Pump
water
from
fuel
tank{s);
change
filters
and
bleed
fuel
system.
Battery
not
charging
1.
Alternator
drive.
1.
Check
drive
belt
tension.
Aternator
should
turn
freely.
Check
for
loose
connections.
Check
output
with
voltmeter.
Ensure
12
volts
are
present
at
the
Exc
terminal
26
Problem
Battery
runs
down.
Engine
overheats.
NOTE:
Shut
engine
down
immediately.
Exhaust
smoking
problems
Transmission
will
not
shift
in
or
out
of
gear,
or
drive
the
vessel.
Excessive
vibration
ENGINE
TROUBLESHOOTING
Probable
Cause
1.
Oil
Pressure
switch.
2.
High
resistance
leak
to
ground.
3.
Low
resistance
leak.
4.
Alternator.
5.
Poor
battery
connections.
1.
Raw
water
not
circulating.
2.
Coolant
not
circulating.
1.
Blue
smoke.
2.
White
smoke.
3.
1.
1.
2.
Black
or
gray
smoke.
Transmission
faHure.
Faulty
engine
alignment
Cutless
bearings.
support
strut
and
propeller
could
all
be
suspect.
MARINE
POWER
.~
27
VerificalionJRemedy
1.
Observe
if
gauges
and
panel
lights
are
activated
when
engine
is
not
running.
Test
the
oil
pressure
switch.
2.
Check
wiring.
Insert
sensitive
(0
•.
25
amp)
mete
in
battery
lines.
(Do
not
start
engine.)
Remove
connections
and
replace
after
short
is
located.
3.
Check
all
wires
for
temperature
fise
to
locate
the
fault.
4.
Disconnect
alternator
at
output.
after a good
battery
charging.
If
leakage
stops,
remove
alternator
and
bench
test.
Repair
or
replace.
5.
Check
cable
connections
at
battery.
1.
Broken
or
loose
belt
at
raw
water
pump
2.
Raw
water
pump
failure.
Check
impeller -replace.
2a.
Obstruction
at
raw
water
intake
or
raw
water
filter.
2b.
Thermostat -remove
and
test
in
hot
water.
Replace
thermostat.
2c.
Loss
of
coolant -check
hoses.
hose
clamps.
drain
plug,
etc.
for
leaks.
2d.
Broken
or
loose
belts -tighten/replace.
2e.
Air
leak
in
system;
run
engine
and
open
cooling
system
petcocks,
heat
exchanger,
manifold.
etc.
to
bleed
air.
Add
coolant
as
needed.
1.
Incorrect
grade
of
engine
oiL
la.
Crankcase
is
overfilled
with
engine
oil
(oil
is
blowmg
out
through
the
exhaust).
2.
Engine
is
running
cold.
2a.
Faulty
injector
or
incorrect
injector
timing.
3.
Improper
grade
of
fuel.
3a.
Fuel
bum
incomplete
due
to
high
back
pressure
:n
exhaust
or
insufficient
air
for
proper
combustion
(Check
for
restrictions
in
exhaust
system;
check
air
intake).
3b.
Improperly
timed
fuel
system,
misadjusted
valves
or
poor
compression.
3e.
Lack
of
air -check
air
intake
and
air
filter.
Check
for
proper
ventilation.
3d.
Overload.
3e.
Propeller.
la.
Check
cable
connections
at
steering
station
and
at
transmission
lever.
lb.
Check
transmission
fluid.
1&.
Check
shaft
couplings
or
engine
damper
plate.
ld.
Check
engine's
damper
plate.
1.
Check
the
shaftJtransmlssion
coupling.
la.lnspect
all
engine
mounts,
2.
Inspect
propeller
and
shaft.
CONTROL
PANEL
TROUBLESHOOTING
MANUAL
STARTER
DISCONNECT
(TOGGLE
SWITCHES)
NOTE:
The engine control system is protected by a
20
amop
manual
resel
circuil
breaker
located on the engine
as
close as possible to the power source.
Problem
Probable
Cause
VerilicalionJRemedy
PREHEAT
depressed,
no
panel
indications
1.
Oil
Pressure
switch,
1.
Check
switches
and/or
battery
connections.
fuel
solenoid,
electric
fuel
pump
and
preheat
solenoid
not
energized.
2.
20
amp
circuit
breaker
tripped.
2.
Reset
breaker.
If
opens
again,
check
preheat
solenoid
circuit
and
run
circuit
for
shorts
10
ground.
START
SWITCH
DEPRESSED,
no
starter
1,
Connection
to
solenoid
faulty.
1.
Check
connection.
engagement.
2.
Faulty
switch
2.
Check
switch
with
ohmmeter.
3.
Faulty
solenoid.
3.
Check
that
12
vol:ts
are
present
at
the
solenoid
connection.
4. loose
battery
connections.
4.
Check
battery
connections.
S.
Low
battery.
S.
Check
battery
charge
state.
NO
IGNITION,
cranks,
does
nol
start.
1.
Faulty
fueling
system.
1.
Check
for
fuel.
2.
Check
for
air
in
the
fuel
system.
2.
Allow
system
to
bleed.
3,
Faulty
fuel
lift
pump.
3.
Replace
fuel
lift
pump.
NDT
CHARGING
BATIERY
1.
Faulty
alternator
drive.
1.
Clleck
tile
drive
belt
and
its
tension.
Be
sure
the
alternator
turns
freely.
Check
for
loose
connections.
Check
the
output
with a voltmeter.
Ensure
12V
are
present
at
tile
regulator
terminal.
BATIERY
RUNS
DOWN
1.
Oil
pressure
SWltcll.
1.
Observe
if
the
guages
and
panel
lights
are
activated
when
the
engine
is
not
runnmg.
Test
tile
oil
pressure
switch.
2.
High
resistance
leak
to
ground.
2.
Check
the
wiring.
Insert
sensitive
(0-.25
amp)
meter
in
battery
lines
(Do
NOT
start
engine).
Remove
connections
and
replace
after
short
is
located.
3.
low
resistance
leak
to
ground.
3.
Check
all
wires
for
temperature
riuse
to
locate
the
fault.
4.
Faulty
alternator.
4.
After a good
battery
charging,
disconnect
alternator
at
output
If
leakage
stops.
Remove
alternator
and
benck
test.
Repair
or
replace.
TROUBLESHOOTING
WATER
TEMPERATURE
AND
OIL
PRESSURE
GAUGES
If the gauge reading is other than what
is
normally indicated
by the gauge when the instrument panel is energized, the first
step
is
to
check for
12
volts
DC
between the ignition (B+)
and the Negative (B-)
terminals
of
the gauge.
Assuming that there
is
12 volts as required, leave the instrument panel energized (key switch on) and perform the
following steps:
1. Disconnect the sender wire
at
the gauge and see if the
gauge reads zero, which
is
the normal reading for this situa-
tion.
2. Connect the sender terminal
at
the gauge to ground and
see if the gauge reads full scale, which
is
the normal reading
for this situation.
28
If both
of
the above gauge tests are positive, the gauge
is
undoubtedly
OK
and the problem lies either with the conduc-
tor from
the
sender to the gauge
or
with the sender.
If either
of
the above gauge tests are negative, the gauge
is
probably defective and should be replaced.
Assuming the gauge
is
OK, check the conductor from
the
sender
to
the
sender terminal
at
the gauge for continuity.
Check that the engine block is connected to the ground.
Some starters have isolated ground terminals and if the battery is connected to the starter (both plus and minus terminals), the ground side will not necessarily he connected
to
the
block.
TACHOMETER
TROUBLESHOOTING
TACHOMETER/HOURMETER
The tachometerlhounneter used
in
propulsion engine
instru~
ment panels contains two separate electrical circuits with a
common ground.
One
circuit operates the hounneter and the
other the tachometer.
The
hounneter circuit operates on
12
volts alternator charging voltage supplied to the
(+)
terminal
on the back
of
the instrument.
The tachometer circuit operates on AC voltage 6 - 8
Yolts,
fed
from one
of
the diodes
in
the alternator and supplied to the
"tach iop." terminal while the engine
is
running, and the
alternator producing battery charging voltage
13.0 - 14.8
volt, DC.
The following are procedures
to
follow when troubleshooting
a fault
in
either
of
the two circuits
in
a tachometerlhounneter.
Hourmeter
Inoperative
Check for the proper
DC
voltage between (+) and (-) termi-
nals.
a.
Voltage present - meter
is
defective - repair or replace.
b.
Voltage not present - trace (+) and (-) electrical connections for fault. (Jump
12
volts DC to meter (+) terminal to
verify the operation.)
Tachometer
Inoperative
a.
Voltage present - attempt adjusting meter through calibration access hole. No results, repair or replace meter.
h.
AC voltage not present - check for proper alternator DC
output voltage.
c.
Check for AC voltage at tach terminal on alternator to
ground.
d.
Check electrical connections from "tach inp." terminal to
alternator connection.
Tachometer
Sticking
a.
Check for proper AC voltage between "tach inp." tenninal
and (-) terminal.
h.
Check for good ground connection between meter (-) ter-
minal and alternator.
C.
Check
that alternator
is
well grounded to engine block at
alternator pivot bolt.
Calibration
a.
With a hand-held tach
on
the front
of
the crankshaft pul-
ley retaining nut
or
using a
strohe
type lach, read the front
crankshaft pulley rpm.
b.
Adjust the
tachometer
with a sma\! Phillips type screw-
driver through the calibration
access
hole
in
the rear
of
the
tachometer.
Zero
the tach
and
bring
it
to
rpm scI by
using
a strobe
or
hand tach (verify rpm at idle and at high
speed
1500 - 2500 -
3000
rpm). Adjust the tach as needed.
NOTE:
Current modellachometers use a coarse adjustment
dial to set the tachometer
[0
the crankshaft pulley
rpms_
The
calibrating screw is
[hen
used for fine luning.
LIGHT
TACH
INP
CALIBRATE
EARLY
MODEL
TACHOMETERS
(-)
TERMINAL
1-)
TERMINAL
~~
COARSE
AOJIJST"ENT--f:jj~
1-)
TERMINAL
CURRENT
TACHOMETER
~"ZlIt----I+)
TERMINAL
FINE
CAI.lBR'ATING.-~~~:"~
INP
29
HBW
TRANSMISSION
INITIAL
OPERATION
All
HBW
marine transmissions are test-run on
dynamometer
with the
engine
at the factory prior to delivery.
For safety reasons the fluid is drained before shipment.
Fill the
gearbox
with Automatic Transmission Fluid
(DEXRON
II
or
DEXRON
III).
The
fluid level
should
be up
to the index mark on the dipstick. To check the fluid level,
just insert the dipstick, do not screw
it
in.
Screw the dipstick
into the case after the fluid level
is
checked, and tighten. Do
not forget the sealing ring
under
the hex head
of
the dipstick.
Check for leaks and change the fluid after the first 50 hours.
TO
CHECK
FLUID
LEVEL
FLUID
LEVEL
DIPSTICK
FLUID
LEVEL
GEARBOX
OPERATION
The neutral position of the operating lever on the control
console must coincide with the neutral position
of
the actuat-
ing lever on the transmission. Shifting
is
initiated
by
a cable
or rod linkage via the actuating lever and an actuating cam.
The completion of the gear changing operation
is
servo-automatically controlled within the gear. Gear changing should be
smooth, not too slow, and continuous (without interruption).
Direct changes from forward to reverse
are
permissible, since
the multiple-disc clutch permits gear changing at high rpm,
including sudden reversing
at
top speeds
in
the event
of
danger.
WHEN
UNDER
SAIL
OR
BEING
TOWED
Rotation
of
the propeller without load such as when the boat
is
sailing, being towed, or anchored
in
a river, as well
as
operalion
of
the engine with the propeller stopped
(for
charg-
ing the battery), will have no detrimental effects on the
tranmission
NOTE:
When the boat is sailing (engine
ofJ),
the gear lever
can be set
in
the neutral
pOSition,
the propeller
(flOW
at idle)
can free
wheel without causing any problem.
30
Locking
the
Prop
If you prefer to lock the propeller when sailing. simply shift
into reverse. Do not shift into forward gear. (Locking the
propeller shaft
by
an
additional hrakc
is
unnecessary). Return
the shift lever to neutral before starting the engine.
A.
WARNING:
00
not
start
the
engine
with
the
transmission
in
gear.
Always
return
the
shift
lever
tooneutral!
CONTROL
CABLES
The transmission is suitable for single lever remote control.
Upon loosening the retaining screw, the shift lever can be
moved to any position required for the
control elements
(cable or
rod
linkage). Make certain that the shift lever docs
not contact the shift lever cover plate: the minimum distance
between lever and cover should be
O.5mm.
The control cable or rod should be arranged at a right angle
to the shift lever when
in
the neutral position. The neutral
position
of
the operating lever on
the
control console should
coincide with the neutral position of the shift lever on the
gear box.
The shifting travel,
a<;
measured at the pivot point
of
the
shift
lever, between the neutral position and end positions A and B
should be
at
least 35mm for the outer and 30mm for the
inner pivot point.
A greater amount
of
shift lever travel
is
in
no way detrimen-
tal, and
is
recommended. However, if the shift lever travel is
shorter, proper
dutch
engagement might be impeded which,
in
tum, would mean premature wear. excessive heat genera-
tion and clutch plate failure. This would be indicated
by
slow
clutch engagement or no engagement
at
all.
NOTE:
Check
jor
proper shift lever travel at least each season.
NEUTRAL
FORWARD
0
CABLEBR~
A
0)
\
..
-_
..
-
~
:,\\1;"'\-\;;;:.:
.'
® I
CONTROL
SHIFTING
CABLE~
COUNTER
CLOCKWISE
TRANSMISSION
COVER
PLATE
00
NOT
LOOSEN
THESE
FOUR
BOLTS
Q.,
SHIFTING
LEVER
HUB-----..
0.5
mm
CLEARANCE
CLOCKWISE
SHIFTING
LEVER
HBW
TRANSMISSION
A
WARNING:
The
position
of
the
cover
plate
under-
neath
the
actuating
lever
is
factory-adjusted
to
ensure
equal
shift
lever
travel
from
neutral
position
to A and
B.
If
this
side
shift
cover
is
removed
or
in
any
way
tam-
pered
with,
the
transmission
warranty
will
be
void.
Authorized
Hurth
personnel
only
may
adjust
or
remove
this
cover.
NOTE:
When installing the gearbox, make cenain that shifting
is
not impeded by restricted movability
of
the Bowden cable
or
rod linkage,
by
unsuirabl:..,-'
positioned guide sheaves, too
small a bending radius, etc.
A shift cable attachment is pro-
vided with each transmission
MAINTENANCE
Transmission
Fluid
To ensure trouble-free operation
of
the gearbox, only use
Automatic Transmission Fluid (ATF). (Dexron
II
or
III).
Capacity
Add the fluid quantity for the proper model transmission to
the gearbox. After filling, check the fluid level with the dipstick. Adjust level as needed. Install the dipstick with the
sealing washer. operate unit, check fluid, check for leaks.
Transmission
Fluid
Quantity
HBW50
0.29
Quarts
(0
..
30
Liters)
HBW
100
0.33
Quarts
(0.35
Liters)
HBW
150
0.59
Quarts
(0.56
Liters)
HBW
150V
1.10
Quarts
(1.05
Liters)
HBW
250
1.84
Quarts
(1.75
Liters)
Fluid
Change
Change the fluid for the first time after about
50
hours
of
operation, then every
250
operating hours or at least once a
year or when you
change
engine
oiL
When changing the
fluid, also check the gearbox cooling device and clean or
replace
it
as necessary.
NOTE:
When changing the fluid. take care
flot
to lose the
drain plug sealing
H'Qsher.
The drain plug will leak without
rhis
sealing washel:
31
Checking
the
Bowden
Cable
or
Rod
Linkage
The Bowden cable or rod linkage should be checked at regu-
lar intervals. Check the neutral position
of
the operating lever
(on the control console) and the actuating lever (on the gear-
box). The minimum lever travel from the neutral position
to
the operating positions (0 - A = 0 - B) should be 35mm for
the outer and 30mm for the inner pivot point. Make certain
that
these minimum values arc safely reached. Check
the
cable or rod linkage for easy movahility and proper attachment.
Propeller
Shaft
Alignment
The engine's transmission must be exactly aligned with the
propeller shaft. Misalignment will create excessive shaft and
bearing
wear
and can cause the transmission'5 rear seal
to
leak fluid.
The shaft/transmission coupling alignment should be checked
periodically and always when the boat
is
being recommis-
sioned after winter storage.
Lay-up/Winterize
If
the transmission
is
not used for periods
of
more than one
year,
it
should he completely filled with transmission fluid to
prevent corrosion.
Protect the input shaft and the output
flange
by
means
of
an
anticorrosive coating,
as
required.
HBW
TRANSMISSION
SHAFT
COUPLING
LAY-UP
AND
RECOMMISSIONING
LAY-UP
Many owners rely on their boatyards to prepare their craft,
including engines and generators, for lay-up during the off-
season or for long periods
of
inactivity. Others prefer to
accomplish lay-up preparation themselves.
The following procedures will allow you
to
perform your
own lay-up and recommissioning, or you may use them as a
check list for others.
These
procedures should afford your
engine protection during a lay-up and also help familiarize
you
with
the maintenance needs
of
your engine.
If
you have any questions regarding lay-up procedures, call
your
local servicing dealer; he will be more than willing to
provide assistance.
PROPELLER
SHAFT
COUPLING
The transmission and propeller half couplings should always
be opened up and the bolts removed when the boat
is
hauled
out
of
the water or moved from land to water, and during
storage in a cradle. The flexibility
of
the boat often puts a
severe strain on the propeller shaft
Or
coupling, or both, while
the boat
is
taken out or put
in
the water.
In
some
cases, the
shaft has actually been bent
by
these strains. This does
not
apply to small boats that are hauled out
of
the water when
not in use, unless they have been dry for a considerable
period
of
time.
FRESH
WATER
CODLING
SYSTEM
A 50-50 solution
of
antifreeze and distilled water
is
recom-
mended for use
in
the freshwater coaling system at all times.
This solution may require a higher concentration
of
antifreeze, depending on the area's winter climate.
Check
the
solution
to
make sure the antifreeze protection
is
adequate.
Should more antifreeze be needed, drain an appropriate
amount from the engine block and add a
more
concentrated
mixture.
Operate the engine to ensure a complete circulation
and mixture
of
the antifreeze concentration throughout the
cooling system. Now recheck the antifreeze solution's
strength.
LUBRICATION
SYSTEM
With the engine warm, drain all the engine oil from the oil
sump. Remove and replace the oil filter. (Place some paper
towels
and a plastic
bag
around the filter
to
catch the oil dur-
ing its removal.)
When
installing the new oil filter, be sure
to
apply a small
amount
of
oil on the rubber sealing gasket at the base
of
the
filter. Fill the
sump
with the correct amount
of
oil for your
engine model. (Refer to the
SPECIFICATIONS section
of
this
manual.) Usc an oil with an API specification
of
CF or CG4
or better. Run the engine and check for proper oil pressure
and make sure there are not leaks. Stop the engine, check oil
level and add oil as needed to bring level
to
dipstick full
mark.
32
A..
CAUTION:
00
not
leave
the
engine's
old
engine
oil
in
the
sump
over
the
lay-up
period.
Engine
oil
and
com-
bustion
deposits
combine
to
produce
hannful
chemicals
which
can
reduce
the
life
of
the
engine's
internal
parts.
FUEL
SYSTEM
Top
off
your fuel tanks with
No.2
diesel
fueL
Fuel additives
should be added at this time
to
control algae, and a fuel con-
ditioner such as STABIL. Care should be taken that the
additives used are compatible with the primary filter/water
separator used in the system. Change the element in
your
pri-
mary fuel filter/water separator,
if
the fuel system contains
one, and clean the separator sediment bowl.
Change the fuel filter elements on the engine and bleed the
system as needed.
Start the engine and allow
it
to run for 5-
10
minutes to make sure no air
is
left in the fuel system.
Check for any leaks that may have been created
in
the fuel
system during this servicing. correcting them as needed.
RAW
WATER
CIRCUIT
Close the through-hull fitting: Remove the raw water intake
hose from the fitting.
Place
the
end
of
this hose into
fl
5-gal-
Ion
bucket
of
clean fresh water. Before starting the engine,
check the zinc anode found
in
the heat exchanger on the
engine and clean or replace
it
as required. Clean the raw
water strainer,
if
one is installed in the inside
of
the hull.
Start the engine and allow the raw water
pump
to
draw fresh
water through the system.
When
the bucket
is
empty, stop the
engine and refill the bucket with an antifreeze solution
slightly stronger then needed for winter freeze protection
in
your area.
Start the engine again and allow all
of
this mixture
to
be
drawn through the raw water system.
Once
the bucket
is
empty, stop the engine. This antifreeze mixture should pro-
tect the raw water circuit from freezing during the winter layup, as well as providing
corroSIOn protection.
Remove the impeller from your raw water pump
(:-;ome
antifreeze mixture will accompany
it,
so catch
it
in
a bucket).
Examine the impeller. Acquire replacement. if needed, and a
cover gasket.
Do
not replace the impeller (into the pump)
until recommissioning, but replace the
COver
and gasket.
LAY-UP
AND
RECOMMISSIONING
STARTER
MOTOR
Lubrication and cleaning
of
the starter drive pinion is advis-
able,
if
access to the starter permits its removal. Make slIre
the battery connections arc shut
off
before attempting
to
remove the starter. Take care
in
properly replacing any elec-
trical connections removed from the starter.
CYLINDER
LUBRICATION
It
is
not necessary
to
remove the glow plugs from the cylin-
der head to squirt light engine oil into the cylinders for the
few months
of
normal lay-up. However,
if
you anticipate a
longer lay-up period (12 months or
more), we recommend
that this procedure be performed.
The
light oil
in
the cylinders will prevent the pistons' rings from sticking to the cylinder walls. With oil
in
the cylinders, turn the engine
over
by
hand two revolutions.
TRANSMISSION
Check or
change
fluid
in
the transmission as required. Keep
full 10 prevent corrosion. Wipe
off
grime and grease and
touch up unpainted areas.
Protect coupling and output flange
with anticorrosion coating.
SPARES
Lay-up time provides a good opportunity to inspect your
UNIVERSAL
engine
to
see if external items such as drive
belts or coolant hoses need replacement. Check your basic
spares kit and order items not on hand,
or
replace those items
used during the
lay-up, such as filters and zinc anodes.
BATTERIES
If batteries are to be left on board during the lay-up period,
make sure they are fully charged and will remain that way,
to
prevent them from freezing. If you have any doubt that the
batteries will not remain fully charged, or that they will be
subjected
to
severe environmental conditions, remove the
batteries and store them
in
a warmer, more compatible envi-
ronment.
A
WARNING:
Lead
acid
batteries
emit
hydrogen,
a
highly
explosive
gas,
which
can
be
ignited
by
electrical
arcing
or
lighted
tobacco
products.
Do
not
smoke
or
allow
an
open
flame
near
the
battery
being
serviced.
Shut
off all electrical
equipment
in
the
vicinity
to
pre-
vent
electrical
arcing
during
servicing.
Wear
rubber
gloves, a rubber
apron
and
eye
protection
when
servic-
ing
batteries.
33
RECOMMISSIONING
The recommissioning
of
your
UNIVERSAL
engine after a
seasonal lay-up generally foHows the same procedures as
those presented
in
the PREPARATIONS FOR STARTING
section regarding preparation for starting and normal starts.
However, some
of
the lay-up procedures will need
to
be
counteracted before starting the engine.
1.
Remove the oil-soaked cloths from the intake manifold.
2.
Remove the raw
water
pump
cover and gasket. Discard
the
gao;;ket.
Install the raw
water
pump impeller removed
during Jay-up (or a replacement, if required).
Install the
raw water pump
cover
with a new cover gasket.
3.
Reconnect the shaft coupling and check
for
proper align-
ment.
4.
Reinstall the batteries that were removed during the
lay~
up, and reconnect the battery cables, making sure the terminals are clean and that the connections are tight. Check
to
make sure the batteries are fully charged.
5. Check the condition
of
the zinc anode in the raw
water
circuit and clean
or
replace the anode
ao;;
net!ded. Note that
it
is
not necessary to flush the antifreeze/freshwater solu-
tion from the raw
water
coolant system. When the engine
is
put into operation, the system will self-flush
in
a short
period
of
time with no adverse affects.
6. Start the engine
in
accordance with procedures
in
the
PREPARATIONS FOR INITIAL START-UP section
of
this manual.
UNIVERSAL
MARINE
ENGINES
SPECIFICATIONS
Four
cycle,
fresh-water
cooled,
vertical
in-line
marine
diesel
engines.
HORSEPOWER
CYlINOERS
BORE
ANO
STROKE
COMBUSTION
CHAMBER
OISPLACEMENT
(cubic
inches)
COMPRESSION
RATIO
FIRING
ORDER
ENGINE
OIL
VALVE
CLEARANCE
ENGINE
OIL
CAPACITY
TRANSMISSION
TRANSMISSION
FlUIO
ENGINE
DRY
WEIGHT
(w/lrans)
FUEl
COOLANT
CAPACITY
ENGINE
COOLING
ROTATION
FUEl
NOZZLE
TYPE
FUEL
INJECTION
PUMP
STARTING
MOTOR
STARTING
AIO
ALTERNATOR -STANDARD
M3-20A
M-25XPA
M-35A
18
@3600
rpm
23
@3200
rpm
30
@3200rpm
3 3 4
2.60 x 2.45
in
2.95 x 2.76
in
2.95 x 2.76
in
(64 x 70
mm)
(76 x 70
mm)
(76 x 70
mm)
spherical
type;
three
vortex
combustion
system
38.9
C.1.
57
C.I.
75.5
C.I.
23:1
21
:1
21
:1
1.2.3 1.2.3
1.3.4.2
SAE
30,
lOW
30
or
lOW
40
(Above
CF
or
CG·4
Grade)
.0057
to
.007"/0.14
to
0.18
mm
3.20ts/3L
4.3
Ots/4L
5
Ots/4.7L
HBW-50
HBW-50
HBW-l00
Dexron
II
or
Dexron
III
2351bs/l06kg
285
Ibs/129kg
335
Ibs/152kg
No.2
Diesel
Oil
cetane
rating
of
45
or
higher
30ts/2.8L 5Ots/4.7L
5
Ots/4.7L
Freshwater-cooled
block,
thermostatically
controlled
with
raw
water
exchanger
and
centrifugal
fresh
water
pump.
Clockwise
when
viewed
from
the
front.
Bosch
"throttle"
type
Bosch
Per-MD
Type,
mini-pump
12
volt
1.2
kw
activated
shiff
w/Solenoid
Voltage:
10.5
-12.0
VDC/Current:
8.7 -9.0
Amps/Resistance:
t.O
-1.2
Ohms
51
amp
12
volt
with
internal
regulator.
Reg.
set
volts
14.7v-maximum
MARINE
POWER
....
UnlVGrsal
34
.
UNIVERSAL
MARINE
ENGINES
SPECIFICATIONS
Four
cycle,
fresh-water
cooled,
vertical
in-line
marine
diesel
engines.
HORSEPOWER
CYLINDERS
BORE
AND
STROKE
COMBUSTION
CHAMBER
DISPLACEMENT
(cubic
inches)
COMPRESSION
RATIO
FIRING
ORDER
VALVE
CLEARANCE
ENGINE
DlL
ENGINE
DlL
CAPACITY
TRANSMISSION
TRANSMISSION
FLUID
ENGINE
DRY
WEIGHT
(w/lrans)
FUEL
COOLANT
CAPACiTY
ENGINE
COOLING
ROTATION
FUEL
NOZZLE
TYPE
FUEL
INJECTION
PUMP
STARTING
MOTOR
STARTING
AID
ALTERNATOR -STANDARD
M3-20B
M-25XPB
M-35B
20
@3500
rpm
26
@3000
rpm
35@3000rpm
3 3
4
2.64 x 2.68
in
2.99 x 2.90
in
2.99 x 2.90
in
(67 x 58
mm)
(76 x 73.6
mm)
(76 x 73.6
mm)
Spherical
type;
three
vortex
combustion
system
43.89
C.1.
61.08
C.1.
81.45
C.1.
23:1
23:1 23:1
1.2.3
1.2.3
1.3.4.2
.005
to
.007"10.14
to
0.18
mm
SAE
30, 1 OW
30
or 1 OW
40
(Above
CF
Or
CG-4
Grade)
4.0
Ots/3.8L
4.0
Ots/3.8L
5.44
Qts/5.1L
HBW-50
HBW-50
HBW-100
Dexron
II
or
Dexron
III
2411bs/110kg
295
Ibsl134kg
352
Ibs/159kg
No.2
Diesel
Oil
cetane
rating
of
45
or
higher
3.75
Qts/3.5L
4
Ots/3.8L
6
Ots/5.6L
Freshwater-cooled
block,
thermostatically
controlled
with
raw
water
exchanger
and
centrifugal
fresh
water
pump.
Clockwise
when
viewed
from
the
front.
Bosch
"throttle"
type
Bosch
Per-MD
Type,
mini-pump
12
volt
1.2
kw
activated
shih
w/Solenoid
Voltage:
10.5
-12.0
VDC/Current:
8.7 -9.0
Amps/Resistance:
1.0 -1.2
Ohms
51
amp
12
volt
with
internal
regulator.
Reg.
set
volts
14.7v-maximum
MARtHE
POWER
••
UniVGrsal
35
UNIVERSAL
ENGINES
PARTS
IDENTIFICATION
TYPICAL
ENGINE
(MODEL
358
SHOWN)
51
AMP
D.C.
ALTERNATOR
OIL
STARTER/SOLENOID
FLEXIBLE
MnI'MT·""'-
MAINFOLD
PRESSURE
OIL
PAN
FRONT
AIR
FILTER
SILENCER
FUEL
LIFT
PUMP
-----'6
HEAT
EXCHANGER
ZINC
TRANSMISSION
SHIFT
LEVER
OIL
PRESSURE
SENDER
MANIFOLD
CONNECTION
LEFT SIDE
TIMING
MARK
THROTTLE
CONTROL
LOCATION
BRACKET
FUEL
FILTER
REAR
LEFT SIDE
36
1.0.
NAME
PLATE
REAR
FRONT
HEAT
EXCHANGER
TRANSMISSION
CONTROL
BRACKET
TRANSMISSION
SHAFT
COUPLING
FILL
THERMOSTAT
HOUSING
FUEL
INJECTION
PUMP
FRESHWATER
PUMP
RAW
WATER
PUMP
STOP
AND
THROTTLE
CONTROLS
COOLANT
DRAIN
OIL
DRAIN
HOUSE
FLEXIBLE
MOUNT
METRIC
CONVERSIONS
INCHES TO MILLIMETERS MILLIMETERS TO INCHES
Inches
mm
Inches
mm
mm
Inches
mm
Inches
1 25.40
15
381.00
1
0.0394
15
0.5906
2
50.80
20
508.00
2
0.0787
20
0.7874
3
76.20
25
635.00
3 0.1181
25
0.9843
4
101.60
30
762.00
4
0.1575
30
1.1811
5
127.00
35
889.00
5
0.1969
35
1.3780
10
254.00
40
1016.00
10
03937
40
1.5748
10
MILLIMETERS = 1CENTIMETER,
100
CENTIMETERS
= 1
METER
= 39.37
INCHES
(3.3
FEET)
INCHES TO METERS METERS TO INCHES
Inches Meters Inches Meters
Meters
Inches
Meters
Inches
1
0.0254
7
0.1778
0.1
I
3.937
0.7
27.559
I
,
2
0.0508
8
0.2032
0.2
7.874
0.8
31.496
3
0.0762
9
0.2286
0.3
11.811
0.9
35.433
4
0.1016
10
0.2540
0.4
15.748
1.0
39.370
5
0.1270
11
0.2794
0.5
19.685
1.1
43.307
6 0.1524
12
0.3048
0.6
23.622
1.2
47.244
TO
CONVERT
METERS
TO
CENTIMETERS,
MOVE
OECIMAL
POINT
TWO
PLACES
TO
THE
RIGHT
YARDS TO METERS METERS TO YARDS
Yards Meters
Yards
Meters Meters
Yards
Meters Yards
1
0.91440
6
5.48640
1
1.09361
6
6.56168
2
1.82880
7
6.40080
2
2.18723
7
7.65529
3
2.74320
8
7.31520
3
3.28084
8
8.74891
4
3.65760
9
8.22960
4
4.37445
9
9.84252
5
4.57200
10
9.14400
5
5.46807
10
10.93614
MOVE
DECIMAL
POINT
FOR
HIGHER
VALUES
- e.g. 6,000
METERS
= 6,561.68
YARDS
POUNDS TO KILOGRAMS KILOGRAMS TO POUNDS
Ib
kg
Ib
kg
kg
Ib
kg
Ib
1
0.454
6
!
2.722
1
2.205
6
13.228
2
0.907
7
i
3.175
2
4.409
7
15.432
3
1.361 8
3.629
3
I
6.614
8
17.637
4
1.814
9
4.082
4
I
8.818
9
19.842
5
2.268
10
4.536
5
11.023
10
22.046
GALLONS TO LITERS LITERS TO GALLONS
Gallons
Liters
Gallons
liters
Liters
Gallons
Liters
Gallons
1 3.79
10
37.86
1
0.26
60
15.66
2 7.57
20
75.71 2
0.53
90
23.77
3 11.36
30
113.57
5
1.32
120
31.32
4
15.14
40
151.42
10
2.64
150
39.62
5
18.93
50
189.28
20
5.28
180
47.54
PINTS TO LITERS LITERS TO PINTS
Pints
Liters
Pints
Liters
II
Liters Pints Liters
Pints
1
0.47
6
2.84
II
1 2.11 6
12.68
2
0.95
7
3.31 2
4.23
7
14.79
3
1.42
8
3.79
3
6.34
8
16.91
4
I
1.89
9
4.26
4
8.45
9
19.02
5
2.37
10
4.73
5
10.57
10
21.13
TEMPERATURE
32
40
50
60
70 75
85
95
105
140 175
212
OF
I I I I I
I
I
I
I
I I I
I I I I I
I I I I I I I
0 5
10
15
20
25
30
35
40
60
80
100
°C
37
STANDARD
HARDWARE
TORQUES
NOTE:
Unless stated otherwise
for
a specific assembly. use the following torque values when tightening standard hardware.
Pitch
Grade
4
6mm bolt head/nut
8rnm
boll head/nut
10mm bolt head/nut
10mm bolt head/nut
12mm bolt head/nut
12mm bolt head/nut
12mm bolt head/nut
13mm bolt head/nut
14mm bolt head/nut
14mm bolt head/nut
16mm bolt head/nut
16mm bolt head/nut
Grade 6T
6mm bolt head/nut
8mm bolt head/nut
10mm bolt head/nut
10mm bolt head/nut
12mm bolt head/nut
12mm bolt head/nut
12mm bolt head/nut
Grade 7T, ST
and
8.S
6mm bolt head/nut
8mm bolt head/nut
10mm bolt head/nut
10mm bolt head/nut
12mm bolt head/nut
12mm bolt head/nut
12mm bolt head/nut
13mm bolt head/nut
14mm bolt head/nut
14mm bolt head/nut
16mm bolt head/nut
16rnm bolt head/nut
Grade 5 Cap Screw
1/4
UNC
1/4
UNF
5116
UNC
5116
UNF
3/8
UNC
3/8
UNF
7/16 UNC
7116
UNF
1/2
UNC
1/2
UNF
1.25
1.25
1.5
1.25
(ISO)
1.5
1.75
1.5
1.5
2
1.5
2
1.25
1.25
1.5
1.25 (ISO)
1.5
1.75
1.25
1.25
1.5
1.25 (ISO)
1.5
1.75
1.5
1.5
2
1.5
2
38
Ib-ft
kg-m
2.9-5.1
0.4-0.7
7.2·11.6
1.0-1.6
13.7-22.4
1.9-3.1
130-21.7
1.8-3.0
25.3-39.8
3.5-5.5
25.3-39.8
3.5-5.5
21.7-36.2
3.0-5.0
32.5-50.6
4.5-7.0
36.2·57.9
5.0-8.0
34.0-55.7
4.7-7.7
54.2-79.6
7.5-11.0
51.4-76.7
7.1-10.6
4.3-6.5
0.6-0.9
10.8-15.9
1.5-2.2
21.7-32.5
3.0-4.5
19.5-30.4
2.7-4.2
36.2-57.9
5.0-8.0
36.2-50.6
5.0-7.0
34.7-49.2
4.8-6.8
5.8-8.7
0.8-1.2
14.5-21.7
2.0-3.0
28.9-39.8
4.0-5.5
26.8-37.6
3.7-5.2
54.2-75.9
7.5-10.5
50.6-651
7.0-9.0
43.4-61.5
6.0-8.5
57.9-86.8
8.0-12.0
72.3-108.5
10.0-15.0
68.7-101.3
9.5-14.0
108.5-166.4
15.0-23.0
101.3-159.1
14.0-22.0
9-11
1.2-1.5
11-13
1.5-1.8
IS-20
2.5-2.S
21-23
2.9-3.2
28-33
3.7-4.6
30-35
4.1-4.8
44-49
6.1-6.S
50-55
6.9-7.6
6S-73
9.4-101
73-S0
10.1-11.1
UNIVERSAL
SPARE
PARTS
OIL
FILTER
Change every 100 Hours.
FUEL
FILTER
Change every
2~~~~
.;,~ ~ ~,
,- :
L-
1;,--:;'1,"
'>--.---~
AIR
CLEANER
ELEMENT
__
Clean every
250
hours.
HEAT
EXCHANGER
END
GASKET
Check once a year.
Always carry a spare.
A
Kit
Impeller Kit
Heat Exchanger Gasket
Fuel Filter
Fuel Filter with Gasket
Oil Filter
Fan Belt
Zinc Anodes
UNIVERSAL
SPARE
PARTS
KITS
UNIVERSAL
also offers two Spare Parts
Kits cach packaged
in
a rugged hinged tool
box.
Kit
"'A" includes the basic spares. Kit
"B"
is
more extensive for off shore cruising.
39
THERMOSTAT
and
GASKET
Carry a spare for extended cruising.
RAW
WATER
IMPELLER
Check once a year .
..,
ZINC
ANODES
'
O'd
~"'"".
~~
DRIVE
BELTS
Cheek weekly
f~
Mg£Pil::\!itlii;;~/
and proper tension.
B
Kit
Impeller
Kit
Oil Filter
Water
Pump Repair
Kit
Zinc Anodes
Heat Exchanger Gasket
Thermostat Kit
Complete Gasket Kit
Injector
Fuel Filter
Fucl Filter with
Gasket
Fan Belt
Glow
Plug
,
..
WESTERBEKE CORPORATION' AVON INOUSTRIAL PARK
AVON, MA
02322.
TEL
: (508) 588-7700· FAX: (
508
) 559-9323
•
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