Westerbeke 13A, 18, 21 A, 27 A, 33A Operator's Manual

OPERATOR'S

ANUAL

WESTERBEKE

13A

• 18 •

21

A •

27

A •

33A

Marine Diesel Engines

Publication

# 36195

Edition

One

July

1986

AVON INDUSTRIAL PARK, AVON, MA 02322 8

TEL:

[phone]

TELEX:

92-4444 •

FAX:

[phone] • CABLE:

WESTCORP

FOREWORD

Thank

you

for

hav

selected

a

Westerbeke

Diesel

Engine

for

your

use.

This

manual

describes

the

procedures

for

proper

handling

and

routine

maintenance

of:

W13A, W18,

W2lA,

W27A

and

W33A

Marine

Diesel

Propulsion

Engines

To

obtain

best

operating

condition

and

longest

life,

it

is

important

to

use

it

sensibly

and

carry

out

operation

and

maintenance

according

to

this

manual.

If

you

have

questions

about

your

equipment

or:

in

the

event

of

a

failure,

please

contact

your

nearest

Westerbeke

distributor

or

dealer.

If,

within

60

days

of

submitting

your

Warranty

Registration

Form

for:

your

engine,

you

have

not

received

a

Customer

Identification

Card

(see

below)

registering

your

warranty,

please

contact

the

fac-

tory

in

writing

with

Model

information

to

include

unit

serial

number

and

commission

date.

We

look

forward

to

your

continued

patronage.

from:

J.H, Westerbeke Corp.
Avon

Industria! Park

Avon, MA 02322

-- -

,-

------.-

..

---

------------------

I~

J.

H.

WESTERBEKE

COR~

","D~ IkO<."'~'"

e~"K,

.v",,,,

MHO

OHa

CUSTOMER

ID

FICATION

W-2lA

l234C508

Pleasure

Craft

Mail

expires

7/7/87

Adam

Smi

th

85

Maple

Street

Alden,

IN

12234

PI<

.~

...J,

1

TABLE

OF

CONTENTS

PAGE

GENERAL

SPECIFICATIONS

.•••.•...•.....

3

INSTALLATION,

PREPARATION

AND

SUPPLY

CAUTIONS. . . . . . • . . . . . . . . . • . . . . •

••

<I

1.

BREAKING

IN.....................

7

2.

STARTING

SySTEM.................

8

3.

INSTRUMENT

PANEL

USE

••••••.••••.

9

3.

STARTING

PROCEDURES

••...•••.•••.

IO

4.

STOPPING

PROCEDURES

••••••••....•

ll

5.

CAUTIONS

ON

STARTING

AND

OPERATION

.........•••.......

12

6.

REQUIREMENTS

FOR

PROPER

OPERATION

6-1

Lubrication

System

..•.•.•..

13

6-2

Fuel

System

•••••.••..•..•..

14

6-3

Wiring

Diagram

...•..•...

15-l6

6-4

Cooling

System

....•••••..•.

19

6-5

Belt

Tension

.••••••••....••

21

6-6

Domestic

Hot

Water

•••...•..

22

7.

RECOMMENDED

MAINTENANCE

SERVICE.23

8.

TRANSMISSIONS

......•••••••••••.•

25

9.

WARNER

HYDRAULIC

TRANSMISSIONS

..

27

10..

WALTER

V-DRIVES"

..

,.

..

""

.... "

..

'"

" .... '""

,,32

11.

ADJUSTMENT

OF

VALVE

CLEARANCE

•••

38

12.

TABLE

OF

TIGHTENING

TORQUES

.••..

<ll

13.

TROUBLESHOOTING

..•..••.•••••.•••

42

14.

LIMITED

WARRANTY

.............•••

43

2

GENERAL

SPECIFICATIONS

ITEH

C'HhRk

:STIC

W13A

WI8

W21A

W27A

W33A

Type

Vert.,

4

cycle,

water

cooled

diesel

engine

Compustion

chamber

Swirl

chamber

type

No.

of

cylinders

2

3 3 4 4

Bore

&

stroke

(inches)

2.76x3.07

2.56x3.07

I

2.87x3.07'2.87x3.07

3.07x3.0"

Cu.

In.

displacement

37

47

60

80

91

ComEression

ratio

23 23

23

23 23

Firing

order

1-2

1-3-2

1-3-2

1-3-4-2

1-3-4-2

Dry

weight,

std.

(lbs)

289

345

345

424

480

Fuel

#2

diesel

fuel

only

I

Injection

pump

Bosch

type

I

I

Throttling

type

I

Nozzle

I

Injection

Eressure

All

models:

1707

Ibs~

---l

Governor

Contrifugal

weight

type

I

Lubr

ication

system

Pressure

lubrication

I

I

Oil

filter

I

Filter

paper

type

,

I

[3

Engine

Oil

Capac

jJ:y

qt.

2.5

4.0 4.0

I

4.0

Engine

Oil

Capacity

It.

2.36

3.78 3.78

3.78

I

3.93

Fresh

water

Forced

circulation,

water

cooling

by

I

Cooling

system

heat

exchanger

~

Coolant

capaci

I

6qts

I

5qts

I

5qts

I

sqtslsqts'

L--_~A=l~w=a~vTs_=f=i=l=l_~o

top

of

filler

neck

I

i ' i

1.2 1.2

1.~~~.6

~~~~~~~~

________

~_1==2-.=5~0

__

L-~1~2-~5~O~

__ , __

l2-~~~5~O~.

(Engine

Proper)

Starter

KW

-~

1.6

12-50

s

Battery

capacity

90

AH

3

INSTALLATION, PREPARATION

AND

SUPPLY CAUTIONS

"

*

*

*

*

*

Check

ts

of

installat

(1)

Alignment

ror

to

be

no

more

than

one

thousandth

of

an

inch

per

inch

of

coupling

diameter)

(See

Figure

1)

(2)

Provide

sufficient

ventilation

(3

)

Provide

around

clauses)

adequate

service

room

engine

(See

warranty

before

operating

engine.

O(U

fEELER

GAGl

ISTRAIGl-fT

EDGE

Figure

L

Checking

Coupling

Alignment

Fill

fuel

tank

with

CLEAN

#2

diesel

from

a

reputable

manufacturer.

Fill

lubricating

oil

to

full

mark

on

dipstick

(Select

readily

available

lubricating

oil

with

A.P.I.

spec.

CC

or

CD

and

S.A.E.,

suitable

for

your

operating

area.)

Fill

cooling

system

with

suitable

mixture

of

water

and

antifreeze

to

suit

your

temperature

zone.

(See

page

19).

Propulsion

units

-

fill

transmission/V-drive

to

correct

level

on

dipstick

with

correct

lubricant.

Plug-in

Panel

Harness

Connection.

After

assembly,

joint

should

be

taped

to

prevent

corros

or,

preferably,

assembled

using

a

sili-

con

grease

which

can

be

obtained

at

an

electronic

store

such

as

Rad

Shack,

etc.

SAFETY PRECAUTIONS

..

'"

..

*

Never

operate

engine

with

inadequate

ventilat

Confirm

that

there

are

no

exhaust

leaks

inside

engine

compartment.

Do

not

touch

moving

parts

during

operation

.

Do

not

touch

hot

parts

such

as

exhaust

bustible

materials

near

the

unit.

Inspect

and

ust

parts

of

the

engine

,

and

do

not

after

it

is

ace

com-

Check

and

refill

engine

oil,

cooling

water,

transmission

and

fuel

ter

the

eng

is

brought

to

a s

recover

bot

tIe

was

supplied

wi

th

the

ine

tructions

tallation.

Be

sure

that

it

is

Attempting

to

operate

with

the

manifold

as

an

expans

p~noses

the

ator

to

a

severe

steam

burn

if

the

manifold

pres-

sure

cap

is

removed

while

the

eng

is

hot.

low

instructions

on

6.

)

4

*

use

tools

S~A~E"

n

selecting

Be

sure

that

current

and

that

all

connect

fit

corr

and

use

and

metr

sizes

are

ring

dware.

caut.ion

dUK

ing

ser-

on

the

unit.s,

use

carr

wires

ar e protected

from

abr

as

are

t

ght.

5

PREPARATIONS
Take

as

shown

below

in

starting

or

after

a

pr

shut-down.

1.

Fill

your

engine

th

oil

up

to

or

near

the

upper

limit

on

the

dipstick.

Use

a

good

grade

of

oil

with

API

specification

of

CC

or

better.

For

quantity

of

oil,

you

may

refer

to

the

General

Specif

ions

page

3

(see

Figure

2).

2.

Fill

the

transmission/V-drive

to

full

mark

on

their

dipstick

with

the

correct

lubricant.

3.

Your

eng

ine

is

supplied

wi

th

a

coolant

recovery

system

(See

figure

3)

to

which

the

following

instructions

apply:

a)

Fill

engine

completely

to

the

neck

of

the

manifold

pressure

cap

with

an

antifreeze

mixture.

b)

Open

air

bleed

petcock

on

manifold

or

thermostat

housing

to

allow

air

svstem

to

escape

while

filling:

Close

tight

after

filling.

c)

Then

fill

the

recovery

tank

to

the

bottom

level

line.

Need

for

adding

coolant

is

indicated

when a

cold

engine

has

coolant

level

below

the

bottom

level

line.

4.

Fill

the

fuel

tank

with

#2

Diesel

fuel

th

45

Cetane

rating.

The

interior

of

the

fuel

tank

must

be

maintained

clean.

Be

careful

not

to

allow

introduction

of

dirt

when

filling

5.

NOTE:

Engine

coolant

and

transmission

should

be

checked

at

once

a

day

prior

to

eng

use.

Visually

look

over

unit

for

any

abnor-

malities

correct

as

needed.

engine

for

the

first

time

gauge

oil

{elle!

oil

or!

levE-Iqc;uge_+Y1'1

3/ld/il/erport

/ower!/m/t

7----

--

oi/

Figure

2.

oil

Capacity

COOLANT

RECOVERY

TANK

\

PRESSURE CAP

F e

3.

Coolant

Recovery

System

6

BREAKING

IN

YOUR

NEW

ENGINE

While

eng

has

had

a

ninum

of

one

hour

of

test

operat

to

demonstrate

accurate

assembly

it

still

requires

break

time.

and

correct

operation

of

all

systems,

Service

life

of

your

engine

is

dependent

on

how

your

engine

is

operated

and

serviced

during

initial

hours

of

operation.

Your

new

engine

needs

approximately

fifty

hours

of

initial

con-

ditioning

operation

breaking

in

each

moving

part,

thus

helping

to

maximize

performance

and

service

life

of

engine.

Perform

this

con-

ditioning

carefully,

keeping

the

following

points

in

mind.

1.

Star

t

eng

ine,

run

at

a

fast

systems

are

functioning

-

sea

tery

charge.

idle

while

checking

that

all

water

pump,

oil

pressure,

bat-

2.

Warm

engine,

prefer

ably

by

running

propeller

at

fast

idle

while

tied

down,

until

water

temperature

gauge

moves

into

the

130 -140

degree

range.

3.

Then

use

engine

at

varying

RPM's

for

first

twenty

five

hours

(tr

ansmiss

ion

lubr

icant

should

be

changed

on

models

having

HBW

transmissions).

4.

Avoid

rapid

acceleration

especially

with

a

cold

engine.

5.

Use

caution

not

to

overload

engine.

Grey

or

black

smoke

and

inability

of

engine

to

reach

rated

RPM

is

a

sign

of

overload.

6.

Next

twentyfive

hours

may

be

run

at

varying

RPM's

with

short

runs

at

top

RPM.

Avoid

prolonged

idling.

Explanation:

"Breaking

in"

a new

engine

is

basically

a

seating

of

the

to

the

cylinder

walls.

This

is

not

accomplished

by

running

idle,

nor

by

early

running

under

full

load.

piston

rings

periods

of

Idle

running

smoky

oper

at

wi

th

similar

may

glaze

the

Excessive

results,

espec

inder

s

causing

oil

consumption

and

and

loads

may

score

inder

with

the

engine

As

indicated

above,

operate

the

engine

in

moderat

du!:i

tial

50

hours

of

break

Don't

baby

it,

yet

do

not

abuse

7

the

ini-

to

DESCRIPTION

OF

STARTING

SYSTEM

All

Models

use

an

electric

starter

assisted

for

both

normal

and

cold

weather

starting.

F e 4

is

a

cross

section

through

one

inder.

The

glow

plug

enters

the

com-

bustion

chamber

so

that

the

end

is

in

the

spray

path

of

the

ector

nozzle.

When

the

glow

plugs

are

energized

by

the

pre-

heat

button,

they

glow

red

at

the

tips

and

assist

rapid

ignition

of

the

fueL

The

result

is

rapid

starts

with

less

wear

on

the

starter.

This

system

is

common

to

Westerbeke

Diesels.

The

start

circuitry

is

designed

so

that,

first,

the

preheat

button

must

be

depressed

for

the

time

specified

in

the

glow

plug

use

chart

shown

below.

Figure

4.

Combustion

Chamber

After

which,

and

while

keeping

the

preheat

button

engaged,

the

start

button

is

depressed

to

crank

the

engine.

NOTE:

Starter

button

will

not

energize

unless

preheat

is

depressed.

Glow

Use

Data

Atmospheric

temj:'eratur

e

Preheating

time

A

rox.

10

sec.

rox.

20

sec.

A

For

starting

and

s

ng

eSt

see

10

and

11.

13

INSTRUMENT

PANEL

Descr

ion

and

uSe

of:

Figure

5.

Instrument

Panel

Note

1:

When

engine

is

stopped

after

use,

the

water

temperature

and

oil

pressure

gauges

may

stay

at

their

running

readings.

Note

2:

When

engine

is

next

to

perature

and

pressure

11

register

battery

mounted

on

eng

ine,

any

r

accumulated

in

11

begin

to

function.

be

uSed,

turn

keyswitch

ON.

The

tem-

gauges

will

"ZERO"

and

the

voltmeter

voltage.

The

electric

fuel

pump,

11

also

beg

to

operate.

purging

the

and

the

engine

hour

meter

Note

3:

The

eng

is

now

prepared

for

starting.

Note

4:

FOR

INITIAL

STARTS:

The

self-bleeding

feature

of

these

no

fittings

or

such

in

the

fuel

models

make

it

such

that

remove

air

from

the

eng

fuel

f

ill

the

vessel's

fuel

tanks

and

fil

ator

Then

turn

On

engine

lc

fUel

on

the

engine

and

30

-

r

60

Seconds

to

pr

the

eng

fUel

it

out

thr

the

return.

9

need

be

to

The

oper a tor

need

prime

any

tank

and

act

Ing

the

it

to

operate

tern

and

bleed

any

STARTING

PROCEDURES

1.

Place

tr

ss

neutral,

throttle

f ,

m

eng

ine

par

tia

number

of

seconds

ind

Press

Preheat

button

and

hold

for

the

on

Page

8

in

"Glow

Plug

Use

Data".

2.

While

still

engaging

Preheat

button,

press

Start

button.

3.

The

starter

will

crank

the

engine

which

should

start

in

10

seconds

or

less.

4.

As

soon

as

the

engine

starts,

release

buttons

and

throttle

back

to

a

moderate

warm

up

speed.

5.

Should

the

engine

NOT

start

even

though

cranking

for

10

seconds,

release

the

buttons

for

30

seconds

and

repeat

the

sequence

by

preheating

the

glow

plugs

sufficiently.

The

starter

motor

should

never

be

run

more

than

30

seconds

at

a

time.

NOTE:

Excessive

cranking

without

a

start

may

place

excess

cooling

water

into

the

exhaust

that

cannot

be

expelled,

filling

the

exhaust

and

entering

the

engine

cylinders

producing

a

hydraulic

lock.

Avoid

this

by

shutting

off

the

raw

water

thru

hull

and

open

immediately

once

engine

starts.

6.

Proper

glow

plug

function

is

indicated

by

voltmeter

drop

when

Preheat

button

is

depressed.

(See

Figure

6).

This

drop

will

be

slight

but-

discernible.

If

no

voltage

drop

is

noted,

it

may

indicate

defecti

ve

glow

plugs

or

a

faulty

preheat

circuit

(check

for

loose

connection).

"'-'"'

..

--.,.-.----~

Figure

6.

voltmeter

Gauge

7.

As

soon

as

the

engine

has

started,

release

both

Start

and

Preheat

buttons.

Check

that,

with

eng

runni,

oil

pressure

and

battery

charge

voltage

are

registering

and

that

raw

water

is

discharging

with

the

exhaust.

Note:

An

alarm

buzzer

is

supplied

with

every

unit

and

is

the

responsibility

of

the

ins

to

electrically

connect

the

alarm

buzzer

to

the

two

tagged

terminal

connection

on

the

engine

electrical

harness

and

install

the

buzzer

in

a

dry

location

so

that

it

will

be

audible

to

the

operator

should

it

sound

during

engine

operation.

This

buzzer

will

sound

when

the

ignition

key

is

turned

on

and

should

silence

when

the

engine

is

started

and

1

pressure

rises

above

15

Ibs.

8.

To

warm

up

engine,

run

a

few

minutes

at

idle

to

make

checks

in

'7'

above.

Then

ate

under

reduced

load

(50

to

60

percent)

until

operating

temperature

rises

into

the

140·

-

150·

range.

10

STOPPING

PROCEDURES

L

Model

W13A

(See

F

e 7)

a)

To

stop

the

engine

move

the

throt

control

thr

the

idle

position

to

stop.

As

the

throttle

is

moved

past

idle

there

will

be

increased

resistance

to

movement

because

a

spring

loading

must

be

over-

come.

Hold

the

throttle

firmly

against

the

pressure

until

the

engine

comes

to

a

complete

stop.

THROTTLE COf\JTROL

THROTTLE

LEVER

b)

with

the

engine

stopped,

turn

the

key

back

to

"OFF"

position.

The

battery

will

be

discharged

if

the

key

is

left

at

"ON"

position.

An

engine

alarm

buzzer

is

provided

to

warn

the

operator

of

this

possibility.

Best

precaution

is

always

to

remove

the

key.

HIGH SPEED LIMIT

SET

SCREW

ADJUSTMENT

Figure

7.

Model

Wl3A

Idle

position

2.

Models

W18, W2lA,

W27A

and

W33A

(See

Figure

8)

a)

Each

model

has

a

manual

shut-ofL

A

'T'

handle

or

knob

is

pulled

to

shut

off

fuel.

Simply

pull

the

shut-off

and

hold

out

until

the

engine

stops

completely.

Then,

PUSH

THE

STOP

CONTROL

BACK

TO

THE

RUN

POSITION.

b)

With

the

engine

stopped,

it

is

necessary

keyswitch.

If

you

fail

to

do

this,

the

panel

and

the

electric

fuel

pump

continues

to

run.

results

in

a

dead

battery.

to

turn

off

the

remains

energized

This

oversight

c)

While

an

engine

alarm

buzzer

is

provided

to

warn

the

operator

if

this

happens,

the

best

precaution

is

always

to

remove

the

key.

THROTTLE

CONTROL

HIGH SPEED

ADJUSTMENT

.....

'-..---.,

Figure

8.

Models

W18,

W21A,

W27A

and

W33A

LOW IDLE

ADJUSTMENT

.----

THROTTLE LEVER

,.~;;:;'{

11

CAUTIONS

ON

STARTING

AND

OPERATION

1.

Normal

Starting

Follow

the

procedures

below

for

routine

starting

of

your

engine.

a)

Check

the

engine

and

transmission

lubricant

levels

and

fill

if

necessary.

b)

Insure

that

you

have

sufficient

fueL

Keep

tank

as

full

as

possible.

c)

Check

cooling

water

level,

and

fill

if

necessar

.

NOTE:

Check

for

leaks

of

water

or

oil,

par

t

ar

ly

when

signs

of

such

leaks

are

found

on

the

bottom

of

the

engine

or

in

the

drip

tray.

d)

Start

the

engine

in

accordance

with

the

procedures

given

on

the

preceding

pages.

e)

Allow

the

engine

to

warm

up

to

140·

-

150·

F

before

placing

the

engine

under

heavy

load.

2.

Starting

Under

Cold

Conditions

The

following

three

adver

se

condi

tions

occur

as

the

atmospher

ic

temper

ature

drops

dramatically,

and

the

eng

ine

must,

under

such

conditions,

be

started

by

taking

steps

described

below:

a)

LUBRICATING OIL

TURNS

VISCOUS - Make

certain

that

viscosity

-(SAE#)-is

proper

for

the

prevailing

atmostpheric

temperature.

(Study

page

13).

b)

VOLTAGE

ACROSS

BATTERY

TERMINALS

DROPS -Check

that

the

bat-

tery

is

fully

charged.

c)

THE

TEMPERATURE

OF

INTAKE

AIR

IS

LOW

TEMPERATURE

DOES

NOT

RISE

ENOUGH

-

Allow

operate

suffeciently

to

aid

starting.

(See

AND

COMPRESSION

the

glow

plug

to

table

on

page

8.)

3.

Cautions

During

Operation

a)

Confirm

that

the

oil

pressure

is

normal

during

normal

operation.

b)

Confim

that

exhaust

gas

is

as

follows:

"
"

*

While

engine

is

cold

............••..••

White

smoke

When

the

engine

grows

warm

••..•......•

Almost

smokeless

When

the

engine

is

overloaded

..•..••..

Some

black

smoke

cj

Check

for

abnormal

noise

such

as

knocking,

friction

or

leaking

sounds,

vibration

and

blow-back

sounds.

Investigate

and

correct.

d)

Check

for

leaks

of

fuel,

lubricant

and

coolant.

e)

A

knocking

sound

is

normal

while

the

engine

is

cold,

during

quick

acceleration

and

at

idle.

This

is

produced

by

the

com-

bustion

of

diesel

fuel

the

inders

under

compresssion

as

the

cylinder

temperature

rises

to

normal

operating

range.

This

combustion

is

better

regulated

and

more

efficient,

pro-

ducing

less

noise.

12

FOR

PROPER OPERATION

LUBRICATION

SYSTEM

Line

Oil

2.

For

eng

ine

lubr

service.

Specificat
CC

or

hHJ""L

mended.

,

use

lubricating

oil

designated

for

diesel

Is

are

c

ified

according

to

the

API

serv

grades

CA, CB,

CC

and

CD.

The

use

of

ades

pr

ed

by

well-known

makers

is

recom-

be

used

thereafter.

ine

Oil

Viscosi

(S.A.E.i)

Use

oil

having

viscosity

best

suited

to

the

atmospheric

tem-

perature.

Use

of

an

all-season

oil

SAEIOW-30

with

minimum

visco-

sity

change

under

different

temperatures

is

suggested.

Atmospheric

temperature

20·C

(6S·F)

or

higher

S·C

(H·F)

-

20·C

(68·F)

S·C

(HOF)

or

lower

NOTE:

Do

not

use

engine

lube

oil

generator

engines.

Viscosity

SAE

30

or

10W-30

SAE

20

or

10W-30

SAE

lOW-30

th

an

SAE#

greater

than

#30

in

3.

Oil

Pressure

The

oil

pressure

during

operat

the

oil

pressure

gauge.

of

the

engine

is

indicated

by

During

normal

operat

.••••......•

Oil

pressure

will

range

between

40

and

70

PSI.

At

idle

soee<1

•......•.•••.•••......

20 -

35

P.S.I.

At

the

time

of

crank

•..•.....•.•

Pressure

will

rise

proportion-

with

speed.

4.

Eng

oil

(to

lude

filter)

To

renew

engine

oil,

dischar

old

I

through

the

sump

drain

hose

attached

at

front

of

engine

ile

eng

is

still

warm.

Drain

old

1

ly,

replace

the

hose,

plug

the

securely.

Proceed

to

Step

#S

(oil

filter

change)

before

completing

step

#4.

Add

fresh

1

through

the

1

filler

cap

on

the

valve

cover

or

side

1

filler

on

some

models.

After

refilling

oil,

idle

the

engine

for

sever

minutes

and

stop.

Then

check

the

quantity

of

oil

by

the

1

dip

stick.

Fill

to,

but

not

over,

the

high

mark

on

the

dick.

observe

old

1

as

it

is

removed.

A

yellow/grey

ion ind

presence

of

water

in

the

1.

While

th

condit

is

rare,

it

does

require

pI:

attention

to

prevent

sel:

a

mechan

13

OIL

I::ILTER

5~

acement

of

oil

Filter

(See

F e 9)

When

removing

the

used

filter,

cover

over

with

a

plastic

bag.

This

11

allow

both

filter

element

and

spilled

oil

to

be

collected

cleanly

without

spilling

oil

in

the

bilge.

Being

a

replaceable

cartridge

type,

the

oil

filter

requires

no

cleaning

inside.

In

installing

the

oil

filter

element,

apply

engine

oil

thinly

onto

the

O-ring,

and

then

tighten

it

by

hand

firmly.

(Q

~

OIL PRESSURE

SWITO·

O",~"",,",,,o,,<'1

..

/

.e...

/~.'

,,~

_____

- OIL DRAIN SYSTEM

Figure

9.

'((r'"

Oil

Filter

and

oil

Drain

System

Note

A:

Generic

filters

are

not

recommended

since

the

material

standard

or

diameters

of

important

items

might

be

entirely

different

from

genuine

parts.

Note

B:

Immediately

after

filter

change

and

oil

fill,

run

engine

to

ensure

that

oil

pressure

is

normal

and

that

there

are

no

oil

leaks.

FUEL

SYSTEM

1.

Diesel

Fuel

2.

USE

*2

DIESEL FUEL.

NEVER

USE

KEROSENE

OR

HOME

HEATING

OIL.

In

cold

weather

particularly,

water

vapor

is

pcoduced

by

conden-

sation

when

air

is

present

in

the

fuel

tank.

The

tank,

therefore,

should

be

kept

full

as

much

as

possible.

The

fuel

tank,

furthermore,

needs

to

be

kept

completely

free

of

dirt

and

water.

Fuel

Filter

It

is

required

that

a

primary

fuel

filter

(See

Figure

10)

of

the

water

entrapment

type

be

installed

between

the

fuel

tank

and

the

engine.

Such

a

filter

is

available

under

Part

*32974

from

your

local

Westerbeke

representative

or

your

boat

builder.

This

filter,

adapted

for

boat

builder

use,

comes

complete

with

fittings

for

either

hose

or

metal

tubing.

Mount

an

accessible

place,

inspect

often

and

drain

off

any

accumulated

water

and

debris.

TUBE PIPING

FUEL

FILTER

[",,,1.

F e

10.

Sed

/water

Trap

(*32974)

F e

II

Mar

ine

ine

ring

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12:22~B41~

33585

If

a

water

between

the

tend

to

tr

fuel

fue

tank

and

the

bottom

filter

(see

page

14)

is

not

inter:

lift

,any

entra

water

will

the

e1ectr

lift

pump.

Inter

metal

par

ts

of

and

ft

11

rust.

Par

t

will

on

to

filter

s

to

i

ect

expensive

results.

IT

IS

SYSTEM

IS

NOT

COVERED

FUEL

pump

and

damaging

and

WELL

TO

REMEMBER

THAT

WATER

DAMAGE

TO

THE

UNDER

THE

WESTERBEKE

WARRANTY.

While

many

boat

builders

do

supply

a

water

trap/filter,

there

are

some

who

do

not.

I t

is

to

event

such

ssion

that

Westerbeke

offer

s a

sed

/wate!:

trap/f

Iter

as

a

desirable

optional

extra

at

moderate

cost.

It

is

ied

th

fittings

for

either

hose

ng

or

metal

tube

piping.

All

of

the

engine/generator

models

covered

by

this

manual

have

two

replaceable

fuel

filters

in

the

engine

mounted

fuel

system.

One

is

in

the

base

of

the

electric

fuel

pump

and

the

other

in

the

filter

assembly

located

just

after

the

discharge

side

of

the

electr

Ie

fuel

pump.

These

are

shown

on

Figure

12

showing

a

typical

"An

Series

fuel

system.
The

self-bleeding

feature

of

these

models

fuel

systems

allows

for

easy

servicing

of

these

filters.

Simply

remove

and

replace

the

filter

ele-

ments.

(Take

care

to

catch

any

fuel

when

removing

filter

elements.)

Turn

your

keyswitch

ON

and

allow

the

electric

fuel

pump

to

operate

for:

20 - 30

seconds

to

prime

and

bleed

air

from

the

system,

NO

fittings

should

be

opened.

Then

proceed

to

start

the

engine

as

yOU

normally

would.

If

the

engine

fails

to

start,

stop

and

wait

a

few

moments,

then

repeat

the

bleed

procedure

as

above.

INJECTION PUMP

ELECTR!C

FUEL

UFT

PUMP

FUEL PUMP FILTER

THROTTLE LEVER

OPTIONAL

FUEUWATER

SEPARATOR

/

=~~~

FUEL

LINE

OIL PUMP

F

e

12.

Fuel

17

OIL FILTER

3~

Notes

on

Fuel

See

F e

12

for

a

these

eng

ines.

I t

is

priming

system

used

by

Westerbeke.

of

a

fuel

system

for

the

self-bleed

and

The

Westerbeke

self-bleeding

fuel

system

is

semi-automatic

in

operation.

While

it

is

unlikely

that

the

operator

will

be

forced

to

service

the

system

at

sea,

the

possibility

does

exist.

Therefore,

it

is

recommended

that

banjo

washers,

injector

seat

washers,

electric

lift

pump

filter

and

gasket,

fuel

filter

and

gasket

be

carried

on

board

at

all

times.

Select

the

parts

for

your

engine

from

the

Parts

List

and

purchase

spares

from

your

local

Westerbeke

Dealer

or

Distributor.

For

example,

hardware

kit

133093

will

supply

fuel

system

washers

for

All

"A"

series

models.

If

a

leak

should

develop

at

a

fuel

banjo

or

sealing

washer

loca-

tion

and

cannot

be

remedied

by

a

simple

tightening

of

the

fitting,

replace

the

washers.

4.

Replacing

Filter

Elements

After

the

first

50

hours

of

operation,

remove,

discard

and

replace

the

fuel

filter

elements

in

the

electr

ic

fuel

pump

and

engine

mounted

filter

asembly.

Install

new

sealing

gasket

or

·0·

rings

supplied

with

the

replace-

ment

filter

elements.

Arter

the

first

50

hour

change,

the

change

period

should

be

every

200

hours

or

once

per

season.

5.

Fuel

Injection

Pump

The

fuel

injection

pump

is

one

of

the

most

important

components

of

the

diesel

engine

and

therefore

calls

for

the

utmost

caution

in

handling.

Furthermore,

the

fuel

injection

pump

has

been

thoroughly

bench

tested

and

should

not

be

tampered

with.

Idle

speed

and

timing

adjustment

are

the

only

adjustments

the

ser

vicing

dealer

can

perform

on

the

injection

pump.

Other

types

of

adjustments

or

repairs

must

be

performed

by a qualified

inject

service

shop.

To

obtain

long

and

satisfactory

service

life

from

of

your

injec~

tion

pump:

1.

Always

use

the

correct

grade

fuel

-

*2

Diesel.

2.

Filter

the

fuel

to

remove

any

water

or

impurities.

3.

Clean

and

renew

the

fuel

filters

regularly.

COOLING

SYSTEM

L

CooH

Water

As

cooling

water,

use

soft

water

th

few

impurities

such

as

tap

water

(potable

water)

or

rainwater.

Never

use

hard

water

or

foul

water.

Use

of

hard

water

or

water

containing

much

impurity

will

lead

to

collection

of

scale

in

the

engine

and

heat

exchanger

with

resultant

decline

in

cooling

efficiency.

2.

Antifreeze

It

is

recommended

that

a

freshwater

and

antifreeze

xture

be

used

year

round.

Use

an

antifreeze

that

is

compatible

with

aluminum

cooling

system

components.

Keep

mind

that

water

when

it

freezes

expands

to

break

the

engine

heat

exchanger

and

the

engine

block.

So

maintain

an

antifreeze

mixture

in

the

cooling

system

year

round.

Do

not

be

caught

short.

*Antifreeze

of

po?r

quality

or

without

rust

inhibitor

will

cause

corrOSlon

of

the

cooling

system.

Always

use

antifreeze

prepared

by

a

reliable

maker.

Never

use

it

mixed

with

antitreeze

of

a

different

brand.

*Make

sure

that

the

cooling

system

of

the

engine

is

cleaned

well

before

adding

antifreeze.

*Recommended

antifreeze

for

year

round

use

is

ZEREX

or

PRESTONE

with

rust

inhibitor

.

•

Mix

the

antifreeze

and

fresh

water

thoroughly

before

adding

it

to

the

cooling

system.

ANTIFREEZE ADDITION

DATA

Antifreeze

Concentration

%

13

23

30

35

45

50

60

Freezing

·C

-5

-10

-15

-20

-30

-40 -50

temperature

("F)

(23

)

(14)

(5)

(-4

)

(-22) (-40)

(-58)

Note:

It

is

advisable

that

selected

on

the

basis

of

5·C

(10

·F)

lower

than

perature

expected.

3.

Fresh

water

Cooling

System

antifreeze

concentration

be

a

temperature

which

is

about

the

actual

atmospheric

tem-

The

system

consists

of

a

belt

driven

circulating

pump

and

a

heat

exchanger.

The

freshwater/antifreeze

mixture

is

circulated

throught

the

engine

block

where

it

picks

up

heat

it

and

passes

through

a

thermostat

which

maintains

engine

operating

temperature"

It

then

flows

through

the

exhaust

mani

picking

up

more

heat

and

passes

through

the

heat

exchanger

where

it

is

cooled

and

then

returned

to

the

block

to

repeat

its

path.

19

up

Raw

water

is

driven

dischar

dischar

nto

exhaust

overboard

thr

the

heat

heat

from

fler

exhaust

a

belt

or

engine

the

fresh

water

and

then

is

th

exhaust

gases

where

it

is

pressure.

The

total

system

is

very

r

able

and

requires

only

a

dai

check

hose

of

the

water

level

the

system

plus

routine

checks

clamps,

fittings,

drive

belts,

and

raw

water

pump.

A

zinc

anode

is

located

in

the

raw

water

side

of

the

engine

heat

exchanger.

This

anode

will

deter

iorate

from

electrolysis

action

taking

place

in

the

raw

water

circuit.

This

anode

should

be

checked

monthly.

Cleaned

and

replaced

as

needed.

An

important

component

of

the

raw

water

circuit

is

the

raw

water

pump.

Inspect

this

pump

seasonally

for

wear

and

impeller

deteriorat

Repair

or

replace

components

as

needed.

It

is

recommended,

therefore,

that

zinc

anodes,

water

pump

belt(s),

raw

water

pump

repair

kit

and

raw

water

pump

impeller

kit

be

maintained

on

board

for

unexpected

field

repairs.

These

items

can

be

purchased/order

ed

through

local

dealer

s.

Refer

to

your

models

parts

list

for

correct

item

part

numbers.

MODEL W13A ONLY

HEAT

EXCHANGER

THERMOSTAT

i~

FLOW CONTROLLER

TO

HOT

WATER TANK

OVERHEAT ALARM

/

FRESH WATER PUMP

Figure

13.

Typical

Westerbeke

Cool

tern

D

fNCOMING

RAW

WATER

20

4~

Alternator

t

and

Water

Ten.sion

SeE;

Fi

The

belts

are

ten-

sioned

when

10

to

12

mm

(0.39

to

0.47

in.)

as

ar

e

essed

th

a

finger

between

the

pu

and

pulley

of

the

long

distance

side~

Excessive

tension

can

cause

quick

wear

of

the

belt

and

bearings

of

the

water

pump

and

the

alternator.

Excessive

slackness

or

presence

of

oil

on

the

belt,

on

the

other

hand,

can

lead

to

engine

overheating,

insufficient

charging

due

to

a

slipping

alternator

belt

and

rapid

wear

of

the

belt.

e

14)

APPROX

',"

DEFLECT!ON

-

"~.,.

'~,

"-

CJ

c··

-.·.····.·.······

..

cs.·

..••.

·.·

•..•.•...•.•..

\

......

1

....

.

a;':

...

.

(S;.

'!

--

Figure

14~

Alternator

Belt

and

Water

Pump

Tension

CAUTION:

Never

attempt

to

adjust

tension

of

any

drive

belt

while

the

engine

is

in

operation.

WIRING

DIAGRAM

Your

engine

has

a

12

volt

DC

start/run

circuit~

A

pictoral

schematic

of

this

is

illustrated

in

Figure

11.

study

it

and

learn

to

understand

how

the

system

functions.

For

installing

electrical

parts,

connect

them

correctly

by

referring

to

the

electrical

diagram

and

at

the

same

time

check

for

damaged

wire

sheathing

and

confirm

that

grounding

is

provided

properly.

Care

must

always

be

taken

while

working

on

the

electrical

system.

NEVER

SHUT

THE

ENGINE

BATTERY

SWITCH

OFF

WHILE

THE

ENGINE

IS

RUNNING.

DAMAGE

TO

THE

BATTERY

CHARGING

ALTERNATOR

WILL

RESULT

SHOULD

THIS

BE

DONE.

F e

15

at

right

shows

a

typical

engine

Flow

Control

mechanism

and

its

bypass

connect

for

normal

use.

If

it

is

desired

to

connect

a

hot

water

heater,

remove

the

bypass

hose

altogether

as

instructed

on

the

following

page.

Study

these

instructions

carefully.

21

REMOVE RETURN BEND FROM

Figure

15.

F

Control

Mechanism

All

eng

ines

come a

connected

to

a

heater

tank,

engine

heat.

th

Flow

Control

which,

when

properly

domestic

hot

water

from

waste

principle:

With

the

bypass

hose

removed,

there

remains

2

connecting

points

A

and

B

for

7/8

I.D.

hose

to

and

from

the

water

heater.

These

connections

assure

a

flow

of

hot

water

through

the

heater

at

all

times

and

yet

preclude

excessive

restriction

of

engine

cooling

water

flow

caused

by

the

heater

-

all

simply

and

automatically.

Installation:

The

heater

should

be

mounted

conveniently

close

to

the

engine,

either

in

high

or

low

position,

so

that

connecting

hoses

from

heater

to

engine

can

run

in

a

reasonably

direct

line

without

loops

which

might

entrap

air.

Connection

Point

A

on

the

Flow

Control

housing

should

connect

to

the

lower

of

the

two

connections

on

the

water

heater

while

the

upper

connection

on

the

heater

returns

to

B,

nearest

to

the

heat

exchanger.

Hoses

should

rise

continuously

from

their

low

point

at

the

heater

to

the

engine

so

that

trapped

air

will

rise

naturally

from

the

heater

to

the

engine.

If

tr

apped

air

should

rise

to

the

heater,

then

an

air

bleed

petcock

must

be

installed

at

the

higher

fitting

on

the

heater

for

bleeding

air

while

filling

the

system.

Avoid

loops

in

hose.

runs

which

will

trap

air

and

avoid

this

problem.

Trapped

air

will

stop

water

circulation

from

the

engine

flow

control

to

or

from

the

heater.

If

any

portion

of

the

engine

cooling

water

circuit

to

or

from

the

heater

rises

above

the

engine's

own

pressure

cap,

then

the

pressurized

remote

expansion

tank

must

be

installed

in

the

circuit

to

become

the

highest

point.

The

tank

kit

Part

Number

is

24177.

Install

the

remote

expansion

tank

in

a

convenient

location

such

as

a

sail

locker

for

ease

of

checking

fresh

water

coolant

level.

Connect

the

remote

tank

with

a

single

hose

5/8

I.D.

-

7/8

I.D.

to

a

tee

fitting

directly

at

the

con-

nection

on

the

hot

water

heater

that

is

the

return

to

the

flow-

control.

The

cap

on

the

engine

mounted

expansion

tank/manifold

should

not

be

opened

once

the

remote

system

is

installed

and

filled.

The

hose

connection

from

the

heater

to

the

remote

expansion

tank

should

be

routed

and

supported

so

as

to

rise

continuously

from

the

heater

to

the

tank

enabling

any

air

in

the

system

to

rise

up

and

out.

Figure

16

below

illustrates

domestic

water

heater

connections

when

installed

below

or

above

the

engine

manifold

pressure

cap.

REMOVE BY-PASS FROM

ENGINE

FLOW

CONTROLLER

~

~&/:

B"'~

PRESSURECAPISRATEDLO~ER

......

TANK

KIT

(F24177)

THAN MANIFOLD

CAP

'__

~

'"

---

~

HEATER COILS ABOVE PRESSURE CAP

~

'-"

,-

"

ON

ENGINE MANIFOLD

~'~'S1~~)~'~

>l

\~

Q

(

;;;;

REMOTEEXPANSlON'A"K

!

.~

.~

/

~~:---

HEATER

BELOW

ENGINE

HEATER

ABOVE

ENGINE

Figure

16.

Flow

Control

System

22

RECOMMENDED

MAINTENANCE

SERVICE

Check

and

service

your

engine

at

specified

intervals

to

maintain

it

in

its

best

conditions

and

permit

it

to

perform

as

it

should.

As

for

those

asterisked

items,

it

is

suggested

that

you

have

them

performed

by

an

authorized

distributor

or

dealer.

1.

Daily

Inspection

Before

Use

A.

Check

engine

oil

level

and add

as

needed.

No

refill

is

required

if

the

level

is

near

the

upper

limit

line

of

the

gauge.

B.

Check

fresh

water

coolant

levels.

Refill

up

to

the

ADD

line

on

coolant

recovery

tank.

C.

Check

transmission

lUbricant

level

and

refill

as

needed.

Check

your

fuel

supply.

Check

filter/water

separators.

D.

Visually

check

engine

for

loose

parts

(alternator

belt

and

bolts

etc.),

damage

and

leaks.

Correct

as

required.

E.

Check

operation

of

gauges

and

meters.

After

starting

your

engine,

check

oil

pressure,

water

tem-

perature

and

voltage

reading.

F.

Check

for

abnormality

with

exhaust

gas,

noise

and

vibration.

2.

Servicing

Following

Initial

50

Hours

Of

Operation

A.

Renewal

of

engine

oil.

B.

Replacement

of

lube

and

fuel

filters

(two

fuel

filters).

*C.

Tightening

of

bolts

and

nuts

(torque

cylinder

head

hold-down

bolts)

•

D.

Change

transmission

lubricant

(HBW

models

initially

change

at

25

hours).

E.

Adjust

engine

idle

speed

if

needed.

*F.

Adjustment

of

valve

clearance.

3.

Servicing

At

Every

100

Hours

Of

Operation

A.

Renewal

of

engine

oil.

B.

Replacement

of

oil

filter.

4.

Servicing

At

Every

200

Hours

Of

Operation

23

t

of

engine

mounted

fuel

filter

elements

element

in

electric

fuel

pump

and

secondary

filter

5.

Servicing

At

Every

500

Hours

Of

at

A.

Torque

cylinder

head

hold-down

bolts.

*B.

Adjustment

of

valve

clearance.

"C.

Checkup

of

starter

motor,

alternator

and

regulator.

filter

) .

Check

the

brush

and

surface

of

commutator

for

the

degree

of

wear.

Replace

the

brush

if

it

is

worn

beyond

the

limits

of

wear.

*D.

Checkup

of

glow

plugs.

Do

resistance

check

(.2

ohms).

E.

Removal

of

cooling

water

and

flushing

is

suggested.

6.

Servicing

At

Every

800

Hours

Of

Operation

*A.

Checkup

of

nozzles

(See

Figure

17).

Set

the

injection

starting

+142

pressure

to

1706

-0

psi

and

eliminate

undesirable

injection

conditions,

in-

cluding

"after

dripping".

"B.

Check

compression

pressure.

"C.

Remove

each

glow

plug

and

check

cylinders,

one

by

one,

using

a

compression

pressure

gauge.

If

the

pressure

differs

by

more

than

3.0

kg/cm2 (42.7

psi)

between

cylinders

or

if

the

cylinder

pressure

is

less

than

30

kg/cm

2

(427.0

psi)

at

200

RPM,

correct

it.

Fuel

injection

adjustment.

POOR

In

case

of

severe

vibration

during

idling,

have

it

repaired

at

an

authorized

distributor

or

dealer

who

is

equipped

with

a pump

tester.

Figure

17.

Nozzle

*D.

Check

tightness

of

nuts

and

bolts.

24

ay

Pattern

TRANSMISSIONS

All

HEN

models

turn

r

hand

lers.

All

HEN

models

have

their

own 0 d

HEN

s

use

ATF

lubricant.

All

HEW

models

should

be

shifted

into

gear

mot

-

not

allowed

to

slip

in

slowly.

Control

Of

Gearbox

(See

F e

18)

33C

CABLE

L

2.

3.

The

gearbox

single

lever

using

33C

is

suitable

for

remote

control

The

cable

should

attach

at

right

angles

to

the

actuating

lever

using

the

cable

bracket

supplied.

Both

gear

box

lever

and

remote

neutral

position

when

cable

is

travel

of

gearbox

lever

will

be

reverse.

lever

must

be

in

at

tached

so

that

equal

forward

or

4.

Check

that

actuating

lever

hub

does

not

touch

cover

plate

hub.

Maintain

at

least

0.5

mm

(0.002")

clearance.

5.

Over

travel

of

the

actuating

lever

does

no

harm.

However,

if

the

travel

is

too

short

to

give

full

engagement,

premature

wear,

excessive

heat

generation

and

gear

failure

may

result.

DIPSTICK

ticks.

in

one

swift

SHIFTING LEVER

-----+'"'*

--

Q,Smm

Figure

18.

Control

of

Gearbox

TO CHECK OIL LEVEL

6.

The

position

of

the

cover

plate

underneath

the

actuating

lever

is

factory

adjusted

to

ensure

equal

lever

tr

avel

from

neutr

to

A

and

E.

DO

NOT

LOOSEN

THE

CAPSCREWS

HOLDING

THIS

ASSEMBLY.

Doing

this

voids

transmission

warranty.

TRANSMISSION!N

OPERATION

7.

F

gearbox

with

automatic

transmiss

fluid

to

the

level

indicated

the

d

lck

mark

' ,

. ,

(See

Figure

19)

•

. ,

, ,

8.

Note

that

to

check

1

,

the

dipstick

drops

on

the

FLUtD LEVEL

housing.

It

does

screw

9.

The

HBW

gear

box

can

be

free-

wheeled

in

Neutr

a1.

To

stop

propeller

shaft

rotat

while

ORAl'

PLUG

under

sail,

the

gear

into

Reverse.

Figure

19.

Dipstick

oil

s

25

Each

engine

model

opt

For

ratio

Model

1.5:1

W13A

HBW-IOO

W18

HBW-IOO

W21A

HBW-IOO

W27A

HBW-IOO

W33A

HBW-IOO

fitted

th

a

vari

of

tr

ss

,

see

table

low.

2:1

2.5:1

2:1

V-Drive
BW-3
HBW-50

HBW-50

EW-7

HBW-50

HBW-IOO

HBW-150V

BW-7

HBW-50

HEW-IOO

HBW-150V

BW

7

HBW-IOO

HBW-150

HBW-150V

BW-7

HBW-IOO

HBW-150 HBW-150V

Rotation-------------------Right

Hand--------------------

These

transmissions

have

their

own

oil

sumps

and

dipsticks.

"5"

and

"HBW"

units

use

ATF

lubricant,

while

HBW"

units

may

use

either

4120

or

4130

S.A.E.

engine

oil.

The

transmissions,

their

dipsticks

and

markings

are

illustrated

in

Figure

20

below.

For

dipsticks

that

are

threaded

in

the

case,

measure

oil

by

dropping

dipstick

on

the

case.

Do

not

screw

in.

DIPSTICK

DIPSTICK

HEW

V-

DRIVE

Figure

20.

Transmission

26

WARNER

HYDRAULIC

TRANSMISSIONS

FROM

COOLER

10-13/10-14

1.

CONTROL

LEVER

POSITION

FROM COOLER

(2.10:1 ONLY)

FROM COOLER 10-17/10-18

(EXCEPT 2.10:1)

The

position

of

the

control

lever

on

transmission

when

in

forward

should

be

shifted

to

the

point

where

it

covers

the

letter

"p"

on

the

case

casting,

and

is

located

in

its

proper

pOSition

by

the

poppet

ball.

The

Warranty

is

cancelled

if

the

shift

lever

poppet

spring

and/or

ball

is

permanently

removed,

or

if

the the

control

lever

is

changed

in

any

manner,

or

repositioned,

or

if

linkage

between

remote

control

and

transmission

shift

lever

does

not

have

sufficient

travel

in

both

directions.

This

does

not

apply

to

transmissions

equipped

with

Warner

Gear

electrical

shift

control.

2.

LUBRICATION

The

properties

of

the

1

used

in

the

transmission

are

extremely

important

to

the

proper

function

of

the

hydraulic

system.

Therefore,

it

is

extremely

important

that

the

recommended

oil,

automatic

transmission

fluid

(ATF) ,

Type A or

Dexron

II

be

used.

NOTE:

Be

sure

the

cooler

is

properly

installed

when

required

and

the

transmission

conta

oil

before

cranking

or

starting

the

engine.

27

3.

FILLING

AND

CHECKING 'l'HE HYDRAULIC SYSTEM

The

oil

level

should

be

maintained

at

the

mar k on

the

d

Check

oil

level

prior

to

starting

engine.

Check

dai

before

starting

engine.

The

hydraulic

circuit

includes

the

transmiss

,oil

cooler,

cooler

lines

and

any

gauge

lines

connected

to

the

circuit.

The

complete

hydr

aulic

circui

t

must

be

filled

when

filling

the

transmission

and

this

requires

purging

the

system

of

air

before

the

oil

level

check

can

be

made.

The

air

11

be

purged

from

the

system

if

the

oil

level

is

maintained

above

the

pump

suction

opening

while

the

engine

is

running

at

approximately

1500

RPM.

The

presence

of

air

bubbles

on

the

dipstick

indicates

that

the

system

has

not

been

pur

of

air.

New

applications

or

a

problem

installation

should

be

checked

to

insure

that

the

oil

does

not

drain

back

into

the

transmission

from

the

cooler

and

cooler

lines.

Check

the

oil

level

for

this

drain

back

check

only,

immediately

after

the

engine

has

been

shut

off

and

again

after

the

engine

has

been

stopped

for

more

than

one

hour

(overnight

is

excellent).

A

noticeable

increase

in

the

oil

level

after

this

waiting

period

indicates

that

the

oil

is

draining

from

the

cooler

and

cooler

lines.

The

external

plumbing

should

be

changed

to

prevent

any

drain

back.

4.

STARTING ENGINE

Move

the

shift

lever

to

the

center

position

where

the

spring-loaded

ball

enters

the

chamfered

hole

in

the

side

of

the

shift

lever

and

pro-

perly

locates

lever

in

neutral

position

before

starting

engine.

5.

SHIFTING

Shifts

from

any

selector

position

to

any

other

selector

posi

tion

may

be

made

at

any

time

and

any

order

if

the

engine

is

below

1000

RPM;

however,

it

is

recommended

that

shifts

be

made

at

the

lowest

feasible

engine

speed.

Move

the

shift

lever

to

the

extreme

forward

position

where

the

spring

loaded

ball

enters

the

chamfered

hole

in

the

side

of

the

shift

lever

and

proper

lever

in

forward

position.

Move

tr

ansmi

ss

ion

shift

lever

to

the

extreme

rearward

posit

enters

the

chamfered

hole

in

the

s

the

spr

loaded

shift

lever

and

proper

6.

FREEWHEELING

Under

sa

th

the

of

two

eng

ines

shut

cooling

and

lubr

reverse

while

under:

sail

no

effect.

To

stop

mechanical

shaft

brake

locates

it

in

the

reverse

ition.

turning,

or

at

trolling

,

the

des

ign

of

mainta

Attempting

to

gear

into

to

opeller

shaft

rotat

ller

t

rotation

while

under

be

needed.

28

where

of

the

with

one

1,

a

7.

COOLING

PROBLEMS

Water

sages

inside

of

the

cooler

11

somet

become

c ,

and

this

11

reduce

cooling

i

and

cause

over

essur

ing.

Back

flushi

of

the

cooler

sometimes

help

to

the

foreign

mater

i

from

the

cooler

passages.

The

cooler

and

hose

should

be

thoroughly

flushed

or

replaced

in

the

event

a

failure

has

occurred.

Metallic

particles

from

the

failure

tend

to

collect

in

the

case

of

the

cooler

and

gradually

flow

back

into

the

lube

system.

Replace

oil

cooler

to

prevent

nat

of

the

new

transmission.

Water

hoses

may

collapse

and

reduce

or

completely

shut

off

all

flow

to

the

cooler.

Collapsed

hoses

are

usually

caused

by

aging

of

the

hoses

or

improper

hose

installation.

Hose

installation

should

be

made

with

no

sharp

bends.

Hoses

should

be

routed

so

there

is

no

possibility

for

engine

shifting

to

cause

hoses

to

pull

loose

or

become

pinched.

A

visual

inspection

of

hoses

while

under

way

will

sometimes

allow

detec-

tion

of

faulty

hoses.

Reduction

or

complete

loss

of

water

flow

can

be

caused

by

a

faulty

water

pump.

A

rubber

water

pump

impeller

will

sometimes

fail

and

after:

such

a

failure

the

cooler

passages

may

be

restricted

by

the

par-

ticles

of

rubber

from

the

failed

impeller.

Water

pump

cavitation

may

be

caused

by

improper

or

faulty

plumbing

or

an

air

leak

on

the

inlet

side

of

the

pump.

The

water

pump may

not

prime

itself

or:

may

lose

its

prime

when

inlet

plumbing

is

not

properly

installed.

It

possible

for

cross

leaks

to

occur

inside

the

cooler,

permitting

oil

to

flow

into

the

water

or

water

flow

into

the

oil.

Checking

transmiss

fluid

s

at

each

days

use

will

help

spot

such

a

hap-

pen

,undetectable

loss

of

fluid

and/or

emulsified

fluid.

29

ROUTINE

CHECKS

AND

MAINTENANCE

ANNUAL

CHECKS

1.

PROPELLER

AND

OUTPUT

SHAFT

ALIGNMENT:

This

check

should

also

be

made

any

time

the

propeller

strikes

a

heavy

object

and

after

any

acci-

dent

where

the

boat

is

stopped

suddenly.

Shaft

alignment

should

also

be

checked

after

the

boat

has

been

lifted

by

a

hoist

or

moved

on

a

tr

ailer.

2.

SHIFT

LEVER

POSITIONING:

shift

lever

exactly

in

F,

N

poppet

centered

in

the

shift

The

selector

controls

must

position

the

and

R

selection

positions

with

the

ball

lever

hole

for

each

position.

3.

BOLT

TORQUE:

Check

all

bolts

for

tightness.

4.

COOLER

CONNECTIONS:

Check

water

lines,

oil

lines

and

connections

for

leakage.

Make

sure

lines

are

securely

fastened

to

prevent

shifting.

5.

CHANGING

OIL:

A

seasonal

oil

change

is

recommended

in

pleasure

boats.

Work

boats

require

more

frequent

changes.

Change

oil

any

time

the

oil

becomes

contaminated,

changes

color

or

becomes

rancid

smelling.

Automatic

transmission

fluids

(ATF),

Type

A

is

recommended

for

use.

DAILY

CHECKS

1.

Check

transmission

oil

level.

2.

Check

for

any

signs

of

oil

leakage

in

the

bellhousing,

at

gasket

sealing

surfaces

or

at

the

output

shaft

oil

seal.

3.

A

quick

visual

check

of

the

general

condition

of

the

equipment

may

cause

faulty

equipment

to

be

detected.

4.

Listen

for

any

unusual

noises

and

investigate

to

determine

the

cause

of

any

such

noises.

Note:

Low

engine

idle

speed

can

produce

drive

damper

chatter.

WINTER

STORAGE

L

Drain

water

freezing

in

collecting.

GENERAL

CHECKS

from

transmission

oil

cooler.

This

cooler

climates,

and

prevent

harmful

will

prevent

deposi

ts

from

1.

Check

coupling

alignment

each

time

a

transmission

is

replaced

in

the

boat.

30

2.

Check

shift

linkage

ustment

to

insure

that

the

tr

ft

lever

is

itioned

so

that

the

Ing

loaded

the

chamfered

hole

in

the

s

of

the

shl

t

ssion

enters

3.

Connect

an

oil

cooler

into

the

cooler

circuit

before

cranking

or

starting

the

engine.

various

cooler

circuits

have

been

used

and

the

correct

cooler

connections

should

be

found

from

service

literature

prior

to

makeing

the

cooler

installation.

4.

Use

a

cooler

or

sufficient

size

to

insure

proper

cooling.

5.

Check

engine

rotation

and

transmission

pump

setting

and

the

pro-

peller

rotation

prior

to

assembling

the

transmission

to

engine.

6.

Check

oil

pressue

and

temperature

when

transmission

function

indicates

that

a

problem

exist.

7.

Use

the

recommended

fluid

for

filling

the

transmission.

8.

Fill

the

transmission

prior

to

starting

the

engine.

9.

Check

oil

level

immediately

after

the

engine

has

been

shut

off.

10.

Use

a

clean

container

for

handling

transmission

fluid.

11.

Replace

cooler

and

lines

after

a

transmission

failure.

prior

to

installing

a

new

or

rebuilt

transmission.

12.

Check

fluid

level

at

operating

temperature.

31

WAI/l'ER V-DRIVES

FLANGE

ALIGNMENT

- DIRECT

COUPLED

MODELS

Install

the

pr

leI:

shaft

on

to

the

propeller

shaft

and

ti

the

two

clamping

bolts

on

the

spli

t

hub

(none

on

RV-IOD).

A

self-locking

set

screw

is

pro-

vided

for

the

propeller

shaft

flange.

Spot

dr

ill

the

propeller

t

and

then

securely

tighten

the

set

screw.

Many

good

installations

are

ruined

by

oper

shaft

flange

alignment.

Accurate

gnment

will

ensure

a

smooth

operating

drive

train

and

eliminate

many

problems

that

arise

due

to

misalignment.

Final

alignment

should

not

be

attempted

until

the

boat

has

been

allowed

to

"settle"

in

the

water.

After

the

engine

has

been

installed,

adjust

the

mounts

per

manufacturer's

instructions

until

the

pilot

diameters

of

the

gear

shaft

flange

and

the

propeller

shaft

flange

engage

freely.

Butt

the

flange

fl

ANCE

ALiCNMEN

T

faces

together.

without

rotating

either

flange,

check

with

a

feeler

gauge

in

at

least

four

places

as

shown

in

the

illustration.

If

the

maximum

feeler

gauge

that

can

slip

between

the

flange

faces

at

any

point

is

.003",

the

unit

is

properly

aligned.

If

a

thicker

gauge

can

be

inserted

at

any

point,

the

engine

must

be

readjusted

until

proper

alignment

is

obtained.

Turn

the

propeller

shaft

flange

1/4

of

a

turn

without

moving

the

gear

shaft

change.

Try

inserting

the

.003"

feeler

gauge

as

described

above.

The

gap

will

not

change

if

the

propeller

shaft

is

straight.

If

it

increases,

the

shaft

or

flange

is

bent

and

must

be

removed

and

straightened.

Rotate

the

propeller

shaft

in

two

more

1/4

turn

ements

and

repeat

the

procedure.

The

lot

diameters

must

be

rechecked

to

ensure

that

they

still

engage

freely.

Secure

the

two

flanges

together

with

the

heat

treated

bolts

and

spe-

cial

high

collared

lockwashers

supplied.

ENGINE

ALIGNMENT

- INDEPENDENT

MODELS

The

engine

must

be

adjusted

so

that

the

alignment

of

the

flexible

joint

is

wi

thin

3·.

An

accur

ate

steel

rule

should

be

used

for

this

purpose

as

shown

in

the

i

at

On

short

installations

using

a

flexible

joint

assembly,

the

faces

of

the

flexible

joint

must

be

parall

within

l/S".

Measure

this

in

at

least

four

places

around

the

diameter

without

rotating

the

assembly.

th

long

installations

using

the

#36

tubular

drive

shaft

(also

on

all

RV-IOD's)

the

distance

from

the

#33A

spool

adapter

to

the

bores

in

the

universal

j

nt

which

is

welded

to

the

tubular

shaft

must

be

measured

on

both

s

of

the

joint.

Rotate

the

shaft

exactly

1/4

of

a

turn

and

measure

to

the

same

joint.

The

four

distances

must

be

equal

thin

l/S".

not

measure

32

to

the

joint

end

that

is

on

the

This

stance

not

:<,

/Cb'Xut.,",;~'N:'?~:.P'''~,

vary

th

misalignment

r"?'1

.~r"6S

since

the

joint

is

DEpr~

JHAl

sP'.IN(

S><Ar'

,lilT";

\.

;''''','1

bolted

cannot

move.)

Put

the

1I3lA

gauge

on

the

machined

diameter

of

the

*24

cover

and

sl

it

com-

pletely

around.

It

will

indicate

how

the

engine

must

be

moved

to

center

the

spline

shaft

in

the

oil

Re-measure

the

joints

to

see

if

they

are

still

parallel

within

l/S".

It

is

important

that

both

alignments

be

checked

thoroughly.

It

is

possible

for

the

spline

shaft

to

be

perfectly

centered

and

the

flexible

joint

to

be

out

more

than

3·.

Premature

failure

of

the

*26

self-aligning

bearing

and

seals

may

occur

due

to

misalignment.

The

zerk

fitting

(located

on

the

cross

of

the

universal

joint)

should

be

greased

with

a

light

alemite

lubricant.

The

above

procedure

should

be

repeated

after

the

boat

has

been

placed

in

operation.

It

is

possible

for

the

engine

to

slightly

shift

and

settle,

espe-

ci

if

it

has

rubber

mounts.

FLANGE

ALIGNMENT

- INDEPENDENT

MODELS

Install

the

propeller

shaft

f

arone

shaft

and

tighten

the

two

on

the

split

hub

(none

on

RV-IO).

set

screw

is

ovided

for

the

pr

fl

Spot

dr

11

the

propeller

shaft

and

secure-

ly

t

the

set

screws.

V-drives

are

supplied

th

adjustable

mounting

brackets

(2-way

on

the

RV-IO

and

RV-20)

as

standard

equipment.

The

brackets

must

face

down-

ward

as

shown

in

the

illustration

to

proper

absorb

propeller

thrust.

The

mounting

plates

can

be

removed

and

rever

sed

to

fi

t

der

engine

bed

centers.

e

installing

the

ive,

loosen

the

nuts

on

the

ng

brackets

and

check

to

see

that

the

are

in

the

center

of

the

slots.

Re-

-:<€>.I..fIi.

SCR[w

YO

G£T

AN

K:CU:W"[

M[A"'-""''''fNl

L08S[N

~

TO

Ai>JUST

BRACKETS

'MOl«'HING

HOL[

tighten

the

nuts.

place

the

V-dr i ve

on

the

engine

bed,

li

ng

it

" "

to

the

shaft

flange

as

closely

as

possible.

F

t

down

the

holes

provided

the

mounting

plates.

Loosen

the

locking

nuts

on

the

adjusting

screws.

Slightly

loosen

the

nuts

on

mounting

brackets

just

enough

to

be

able

to

move

the

V-

at

are

ruined

impr

opeller

shaft

Accurate

al

ensure

a

smooth

operating

drive

train

el

nate

many

problems

that

arise

due

to

misal

33

ment.

Final

should

not

until

the

boat

has

allowed

to

"set

in

the

water.

V-dr i ve

until

the

diameters

of

the

gear

shaft

f

pr

t

engage

freely.

Butt

the

faces

thout

rotating

either

flange,

check

th

a

gauge

least

four

places

as

shown

the

illustration.

If

the

maximum

gauge

that

can

slip

between

the

flange

faces

at

any

point

is

.003",

the

unit

is

properly

aligned.

If

a

thicker

gauge

can

be

inserted

at

any

point,

the

V-drive

must

be

readjusted

until

proper

alignment

is

obtained.

Turn

the

pro-

peller

shaft

flange

1/4

of

a

turn

without

moving

the

gear

shaft

flange.

Try

inserting

the

.003"

feeler

gauge

as

described

above.

The

gap

will

not

change

if

the

propeller

shaft

is

stra

If

it

increases,

the

shaft

or

flange

is

bent

and

must

be

removed

and

straightened.

Rotate

the

propeller

shaft

flange

in

two

more

1/4

turn

increments

and

repeat

the

procedure.

The

pilot

diameters

must

be

rechecked

to

ensure

that

they

still

engage

freely.

Tighten

the

nuts

on

the

mounting

brackets

and

the

locking

nuts

on

the

adjusting

screws.

Remove

the

set

screws

from

the

brackets

(none

on

RV-IO

or

RV-20),

spot

drill

and

securely

tighten.

Recheck

the

flange

alignment

to

make

sure

the

V-dr i ve

did

not

move

out

of

alignment.

Secure

the

two

flanges

together

with

the

heat

treated

bolts

and

special

high

collared

lock-

washers

supplied.

GEAR

SHAFT

FLANGE

FEELER'

GAGE

(HECK

PROP.

SHAFT-

FLANGE

FLANGE

ALIGNMENT

SET

SCREVJ

WATER

AND

SWITCH CONNECTIONS

Hook

up

the

water

lines

to

the

two

pipe

connections

on

the

V-drive

(intake

and

exhaust

lines

are

interchangeable)"

Generally,

one

line

from

the

seacock

to

the

V-dr i ve

and

another

from

the

V-dr i ve

to

the

intake

of

the

engine

water

circulating

pump

are

utilized.

In

some

cases,

scuppers

through

the

hull

are

connected

to

and

from

the

V-drive

to

provide

independent

water-cooling

and

are

actuated

by

the

movement

of

the

water.

Wi

th

closed

cooling

systems,

the

V-dr i ve

should

be

incorporated

into

the

system

between

the

cooler

and

the

suct

side

of

the

water

pump.

Proper

operating

temperatures

are

from

140"

to

180"F,

although

safe

oper

ating

temper

atur

es

may

be

as

high

as

210·F.

On

the

models

equipped

with

an

oil

circulating

pump,

the

*49

oil

34

pressure

hooked

up

part

of

ground)

•

sw

itch

and

the

12

vol

t

the

wiri

diagram.

The

Jl4

warni

switch

ive

or

engine

ther

OIL

FILL

out

the

lI21

oil

level

gauge.

Unscrew

the

lI12

breather

cap

and

fill

the

V-drive

with

SAE

#30

motor

oil

through

the

Jl12A

breather

elbow.

On

the

RV-IO

only,

the

oil

may

be

added

by

removing

the

plug

in

the

Jl6D

top

cover.

See

table

below

for

approximate

oil

capacities.

The

amount

varies

with

the

angle

oE

installation.

The

oil

level

should

be

checked

wi

th

the

oil

level

gauge

Eully

inserted

in

the

unit.

The

proper

level

is

between

the

"HOI

and

ilL"

marks

on

the

gauge.

Add a 2

ounce

tube

oE

Molykote

(molybdenum

disulfide),

which

is

supplied

wi

th

each

V-dr i ve

Eor

extra

lubrication

and

break-in.

It

provi-

des

protection

against

scoring

or

galling

of

gears,

bearings

and

other

moving

parts.

nal

may

#~2A

BREATHER

ELeo."

Ii

used

for

be

any

the

~'~

~

rOIL

LEvEL

,

GAGE

, I

(PUll

UP

TO

;

~

R(M:)VEi

)/

f

. (t:'V

~1f'''1

~~

I '

~~

\,

\

VATER

LINE

,-;~WATER

DRAIN

Additional

Molykote

after

break-in

is

not

required.

Reinstall

the

breather

cap.

The

oil

level

should

be

rechecked

after

the

unit

has

been

run

and

allowed

to

sit

for

about

a

minute.

Add

oil

if

necessary.

RV-IO

RV-20

RV-30 RV-40

RV-48

Oil

capacity

1

pint

2

pints

3

pints

4

pints

4

pints

(Approx.

)

DEALER

PREPARATION

The

propeller

shaft

and

engine

alignment

must

be

checked

and

corrected,

iE

necessary,

before

the

boat

is

delivered.

Final

align-

ment

should

not

be

attempted

until

the

boat

is

allowed

to

"settle"

in

the

water.

The

oil

level

must

be

checked

and

oil

added

if

required.

While

the

boat

is

being

run,

the

water

connections

should

be

checked

for

leaks.

The

oil

pressure

drop

switch

and

war

ng

light

(iE

the

V

drive

is

equipped

with

an

oil

c

culating

pump)

should

be

checked

for

proper

operation.

Do

not

transport

the

boat

with

the

propeller

shaft

coupling

connected.

Damage

to

the

shaft,

shaEt

log

and

V-drive

can

result.

35

OPERATION

A

pressure

dr

warning

Ii

is

mounted

on

the

instrument

panel

on

V-drives

equipped

th

an

oil

cir-

culating

pump.

The

warning

light

11

stay

on

until

the

boat

gets

under

way

and

the

engine

speed

increases

to

suf-

ficient

RPM

for

the

pump

to

maintain

pressure.

This

normally

occurs

at

approximately

1200

RPM,

but

the

actual

speed

may

vary

by

as

much

as

400

RPM.

Extended

cruising

at

low

RPM,

such

as

when

trolling,

is

not

harmful

to

the

V-drive,

even

though

the

warning

light

may

stay

lit.

Normal

operation

is

between

6

to

12

PSI.

The

light

will

go

on

when

the

oil

pressure

drops

below

2

PSI.

Loss

of

oil

and/or

insufficient

oil

level

are

the

major

causes

of

pressure

drop.

The

oil

level

should

immediately

be

restored,

and

while

running

the

boat,

the

unit

should

be

checked

for

leaks.

If

the

oil

level

is

normal

and

the

light

stays

lit

when

the

boat

reaches

normal

cruising

speed,

the

wir

ing

should

be

checked

for

loose

and/or

corroded

connections.

If

the

wiring

is

correct

and

the

light

remains

lit,

the

#49

pressure

drop

switch,

which

is

mounted

on

the

side

of

the

V-drive

(see

illustration),

should

be

checked

for

proper

operation.

The

switch

can

easily

be

removed

and

an

accurate

oil

pressure

gauge

installed

in

its

place.

If

the

pressure

is

normal,

the

switch

should

be

replaced.

If

the

pressure

is

below

normal,

the

oil

lines

should

be

checked

for

blockage.

The

pump

should

be

inspected

and

replaced

if

necessary.

The

pump

is

standard

on

the

RV-48

and

an

optional

feature

on

other

models

(not

available

on

the

RV-10).

The

oil

level

should

be

checked

several

times

during

the

season,

especially

on

V-drives

whitout

pumps

(see

OIL

FILL).

A

clatter

or

rattle

the

V-drive

at

low

RPM

is

due

to

the

over-

riding

of

the

propeller

du!:

ing

the

compression

stroke

of

the

eng

ine.

Although

annoying,

it

is

not

harmful.

It

may

be

reduced

by

adjusting

the

idle

speed

and/or

tuning

up

the

engine

for

smoother

operation.

MAINTENANCE

1.

OIL

CHANGE

AND

JOINT

LUBE

After

the

first

100

hours

of

operat

and

every

season

and/or

500

hours

thereafter,

the

1

should

be

changed.

Run

the

boat

to

warm

up

the

V-drive

to

operating

temperature.

Turn

off

the

engine.

Remove

the

in

the

#6B

bottom

cover

that

is

ite

the

#438

oil

stra

nero

Re

tall

after

draining.

Disconnect

1

hose

leading

from

the

11438

straine.r

(leave

the

elbow

on

the

stra

).

Unscrew

the

strainer

and

clean

the

outs

surface.

Reinstall

the

strainer

and

reconnect

the

1

hose.

Unscrew

the

two

#22

that

are

on

di

ite

corners

of

tIC

main

hous

ng.

36

The

s

can

be

to

see

if

are

magnetic

after

removal.

Touch

the

inside

face

th

a

metall

ect,

as

a

screwdriver.

Clean

them

and

reinstall.

Usually,

there

are

four

plugs

the

bottom

part

of

the

main

housing.

Only

two

of

these

are

magnetic.

The

other

two

need

not

be

removed

(see

illustration).

Refill

wi

th

SAE

30

motor

oil

to

the

proper

level

(see

INSTALLATION -

OIL

FILL).

The

Zerk

fitting

on

the

external

un

versal

joint

should

be

greased

with

a

light

alemite

lubricant

(see

ENGINE

ALIGNMENT).

2.

WATER

DRAIN

A

,,-

"

';0.[

('

,,0

L :c

~fM(J'"

Cil

qRA,~"r;

.1:11'(

,.

';1;"-,,,1',,_

n

IMG'i[llC

PLc<,

if:

:)IACU1AlLV

(wrOS,T,

For

protection

from

freezing

during

winter

lay-up,

remove

the

small

pipe

plugs

(located

diagonally

opposite)

on

the

front

and

back

of

the

housing

marked

"Water

Drain"

(see

illutration).

On

the

RV-IO

only,

one

of

the

water

lines

going

into

the

*6

water-cooled

bottom

cover

must

be

disconnected

to

drain

the

water.

3.

FLANGE

AND

ENGINE

REALIGNMENT

When

the

boat

is

launched

after

being

drydocK.,

the

line-up

of

the

v-drive

to

the

propeller

shaft

flange

and

the

engine

to

the

V-

dr i ve

should

be

rechecked

and

cor

rected

if

necessary.

Some

eng

ines

wi

th

rubber

mounts

may

sag

and

must

be

raised

wi

th

adj

ustments

or

shims

for

proper

alignment

(see

"Flange

Alignment"

and

"Engine

Al

..

) •

37

MODEL

W13A:

ADJUSTMENT

OF

VALVE

CLEARANCE

1.

Remove

the

rocker

cover

and

loosen

the

rocker

arm

nut.

Check

the

valve

clearance

with

a

feeler

gauge

and,

if

necessary,

adj

ust

it

with

the

adjusting

screw.

2.

Adjust

the

intake

and

exhaust

valves

on

No.1

cylinder

side

first

at

TDC

on

compression

stroke

of

No.

1

cylinder:.

Then,

adjust

on

No.

2

cylinder

side

at

TDC

on

compression

stroke

of

No.2

cylinder.

3.

Each

cylinder

piston

is

at

TDC

on

compression

stroke

when

the

timing

mark

on

the

gear

case

is

in

alignment

with

that

on

the

crankshaft

pulley.

4.

After

adjustment,

keep

the

adjusting

screw

from

turning

and

tighten

the

rocker

arm

nut

securely.

NOTE:

Retighten

the

cylinder

head

bolts

before

valve

clearance

is

adjusted.

38

,>:

rfs;

'ii

Mark

o;::T

case side

Front

of

engine

-

r

2

o

4

o

5

o

2

cylinder

W13A

Bolts

*1,2,3,4,5,

& 6

(17rnrn 7 - 8 Kg-m)

3

o

Rocker

Shaft

Holddown

Bolts

(14mm

3.5

Kg-m)

Note:

rnrn

sizes

shown

are

socket

size

for

head

bolt.

MODELS

Wl8

and

W21A:

ADJUS'I'M.ENT

OF

VALVE

CLEARANCE

CAUTION:

*

Adjust

the

valve

clearance

when

the

engine

is

cold.

*

Tighten

the

cylinder

head

bolts

to

the

specified

torque.

1.

Pull

off

the

air

breather

pipe

from

the

rocker

cover,

and

then

loosen

off

rocker

cover

bolts.

Adjust

the

valve

clearance

at

top

dead

center

of

compression

stroke

of

each

cylinder

as

described

below.

2.

Align

the

timing

mar

ks

on

the

gear

case

and

the

crankshaft

pulley

shown.

In

this

posi-

tion,

No.

1

cylinder

is

in

top

dead

center

of

its

compression

stroke.

Check

both

intake

and

exhaust

valve

clearances

of

the

cylinder.

If

the

valves

have

no

specified

clearance,

adjust

by

means

of

the

adjusting

screws.

Remember

to

align

the

timing

marks

properly;

if

not,

the

valve

will

interfere

with

the

piston

because

of

wrong

cam

position.

3.

Next,

the

piston

of

No.

3

cylinder

comes

to

top

dead

center.

Turn

the

crankshaft

240'

clockwise

from

the

above

position,

aligning

the

timing

mark

of

the

crankshaft

with

tha t of

the

gear

case.

Then

check

and

adjust

the

valve

clearance.

4.

To

check

No.

2

cylinder

valve

clearance,

turn

the

crankshaft

another

240'

clockwise,

then

align

the

timing

mar

ks

and

check

and

adjust

the

valve

clearance

in

a

similar

manner.

39

Front

-

Timing

Mark

0 0

4

6

0

,)

::; 2

()

I

0

II

8

0

()

3

Cylinder Head Bolt Tightening Sequence

Description

Standard

value

----

jlO

mm¢

i

l

7

t~

8 kg·m "

Cylin?er

he~d

i I (50.6 to 57.8 ft-Ibs.)

bolt

tlghtenmg:.

'---~'~-r·

torque

!

12

mmq:>

11

to

12

kg·m

I I

(795

to

86.8 rUbs.)

3

Cylinder

Head

Bolt

Tightening

Sequence

W-18 & W-21A

Bolts

#4,5,6,7,8,9,10

&

11

(17mm

11-12

Kg-m)

Bolts

#1,2,

& 3

(14

mm

7 - 8 Kg-m)

Note:

mm

size

shown

are

socket

size

for

head

bolt.

Rocker

Shaft

Holddown

Bolts

Bolts

(14

rom

3.5

Kg-m)

MODELS

W27A

and

W33A:

ADJUSTMENT

OF

VALVE

CLEARANCE

L

off

the

air

breather

p

from

the

rocker

cover,

and

then

loosen

off

rocker

cover

bolts.

2.

Adjust

the

valve

clearance

at

top

dead

center

of

compression

stroke

(cold)

of

each

cylinder.

Prior

to

the

measurement

of

the

valve

clearance,

retighten

cylinder

head

bolts

to

spe-

cified

torque.

Give

care

to

exact

alignment

of

the

timing

mark

of

the

gear

case

with

that

on

the

crankshaft

pulleY1

if

not,

the

valve

may

be

pushed

up

by

the

piston,

depending

on

the

position

of

cam

lobe.

W-27A
Bolts

1,2,5,6,7,8,11,12,13,&14

(17mm

15-16

Kg-m)

Bolts

3,4,9

&

10

(14mm

12-13

Kg-m)

Rocker

Shaft

Holddown

Bolts

14rnrn

(12-13

Kg-m)

10mm

(3.5

Kg-m)

Note:

rnrn

sizes

shown

are

socket

size

for

head

bolt.

40

TDC mark

Timing

Mark

Front

""

~i!

a 0

0

0

•

I

5

"

"

8

2

7

13

0

0

0 0

0

10

4

3

9

0

0

0 0

4

Cylinder

Head

Bolt

Tightening

Sequence

W-33A

Bolts
1,2,5,6,7,8,11,12,13,

&

14

(22mm

15-16

Kg-m)

Bolts

3,4,9,

&

10

(22mm

11-12

Kg-m)

Rocker

Shaft

Holddown

Bolts

14mm

3.5

Kg-m

10mm

0.7

Kg-m

OF

TIGHTENING

T(YR()fTP

kq-m

inder

head

bolt

)

(M12)

W18, W21,

W27,

W33

W18,

W21

7 - 8

11

-

(M14)
(M14 )

"(See

Crank

pulley

nut

W13

W13,

W27
W33*
W33

(#3,4,9,10)*

drawing

on

Page

W18, W21, W27,

W33

Main

bearing

cap

bolt

WlS,

W21,

W27,

W33

Connecting

rod

cap

nut

W13,

W18,

W21,

W27

Connecting

rod

cap

bolt

W33

Flywheel

bolt

-

with

separate

washers

Flywheel

bolt

-

washer

attached

Oil

pan

drain

plug

Oil

filter

Delivery

valve

holder

(injection

pump)

Holder

mounting

bolt,

nozzle

Holder

body

and

retaining

nut,

nozzle

Glow

plug

UNLESS OTHERWISE INDICATED
Grade

6T

6mm

bolt/nut

Smm

bolt/nut

10mm

bolt/nut

12mm

bolt/nut

14mm

bolt/nut

Grade

8T

and

8.8

6mm

bolt/nut

8mm

bolt/nut

10mm

bolt/nut

12mm

bolt/nut

14mm

bolt/nut

Grade

5

capscrew

1/4

UNe

1/4

UNF

5/16

UNC

5/16

UNP

3/8

UNe

3/8

UNF

7/16

UNe

7/16

UNF

1/2

UNC

1/2

UNF

12 -13

15

-

16
11 -12
"Cylinder
15

-

20

20 -

25

5.0

-

5.5

3.2

-

3.5

5.5

-

6.0

11.5

-

12.5

13 -14

5 - 6

1.1

-

1.3

4 - 5

1.5

-

2.0

6 - 8

1.5

-

2.0

0.7

-

1.0

1.6

-

2.3

3.2

-

4.7

5.6

-

8.2

7.7

-10.5

. S -1.2

1.8

-

2.7

3.7

-

5.5

6.4

-

9.5

10.4

-14.0

1.2

-

1.5

1.5

-

1.8

2.5

-

2.8

2.9

-

3.2

3.7

-

4.6

4.1

-

4.8

6.1

-

6.8

6.9

-

7.6

9.4

-10.1

10.1

-ILl

Ib-fL

50.7

-

57.9

79.6

-

86.8

86.8

-

94.0

108.5

-115.7

79.6

-

86.8

Head"

Section.)

108.5

-144.6

108.5

-180.8

36.2

-

43.4

23.1

-

25.3

37.9

-

43.0

83.2

-

90.4

95.0

-100.0

36.2

-

43.4

S.O -

9.4

2S.9

-

36.2

10.

S -

14.5

43.4

-

57.9

10.S

-

14.5

5

- 7

12 -17

23

-

24

41

-

59

56

-

76

6 -

9

13

-

20

27

-

40

46 -69

75

-101

9 -

11

11

-

13
18 -20
21 -23
28 -33

30 -

35
44 -49
50 -55
68 -73
73

-

80

PROBLEM

1.

ENGINE

DOES

NOT

START

a.

b.

c.

d.
e.

f.

g.

h.

1.

Starting

switch

is

defective

Deficient

drive

torque

of

the

starter

motor

Improper

viscosity

of

engine
oil
Engine

too

cold

Seizure

of

moving

parts

Air

present

in

fuel

system

No

fuel

in

fuel

tank

Fuel

filter

clogged

20

Amp

circuit

breaker

tripped

J

,y

Correct

connections

and

contacts

The

battery

is

exhausted,

trouble

with

the

starter

motor,

or

dirty

or

loose

wiring

Check

the

viscosity

and

renew

oil

if

necessary

Use

glowplug

starting

aid

Rectify

Purge

thoroughly

with

electr

ic

fuel
pump
Refill
Clean

or

renew

Manually

reset

2.

ENGINE STALLS

WHILE

IN

OPERATION

a.

Fuel

tank

is

empty

b.

Fuel

filter

clogged

c.

Air

present

in

fuel

system

3.

IMPROPER

OIL

PRESSURE

a.

b.

c.

d.

Oil

shortage

Oil

leak

through

connections

Oil

pressure

sender

defective

Oil

filter

clogged

4.

ENGINE OVERHEATING

a.

Cooling

water

shortage

b.

Water

leaks

c.

Belt

loose

or

smeared

with

oil

d.

Raw

water

pump

defective

e.

Thermostat

defective

5.

BATTERY

IS

UNDERCHARGED

a.

Belt

tension

improper

b.

Faulty

wiring

circuit

c.

Alternator

not

funct

ing

(observe

voltmeter)

d.

Battery

faulty

e.

Faulty

voltage

regulator

Refill
Clean

or

renew

Retighten

fuel

line

connections

and
allow

electric

fuel

pump

to

run

long
enough

to

purge

air

thoroughly

Refill
Repair
Replace

Replace

Refill

Repair
Clean

or

Repair

or

Replace

Rectify
Rectify
Replace

Replace
Repair

or

42

renew

renew

renew

1.

W"manlv (Ihligation aflll Duration
Westerbeke

warrants to the original consumer that all standard Westerbeke marine enl,in,es

generator sets manufactured

or

supplied

us

will

be free from defects in material

and

workmanship for a

one year: from date

of

commission, or date

of

purchase on repower, OR fifteen hundred (1500) hours on Commercial

Generators, only (whichever occurs

first),

2, Remedy

Westerbeke

will

elect to repair or replace free

of

charge to you any product or part returned to our factory

transportation costs prepaid which

we

adjudge defective in materials

or

workmanship, Alternatively,

we

may

reimburse

at

OUf

discretion a

portion

of

labor

costs incurred to repair defective parts

or

products

on

site.

If

you request

shipment

of

replacement parts to you prior to our determination

of

cause

of

failure, such shipment

will

be sent

CO,D,

3, Notification

If

you encounter a problem

wit.h

your

Westerbeke engine

or

generator set within the warranty period as stated

above, contact your nearest authorized Westerbeke Master Distributor directly, by telephone

or

letter.

Be

prepared to furnish the following information:

a. number

of

hours on unit

b,

date

of

commission, date

of

purchase

c.

owner's office and home telephone

d.

model number, serial number

e.

name

of

vessel

L present location

of

vessel or product

g, name and address

of

builder

h,

boat model name

i. who performed prior servicing, installation

j,

description

of

current problem

k. any service outlet consulted

and

their diagnosis

4, Exclusions

This warranty shall not apply to:

a) failures due

to

wear

and

tear, misuse, accident

or

negligence, including

but

not

limited

to

improper

storage

or

installation, inadequate maintenance, overloading

and

insufficient lubrication;

b) consequential

harm

caused

by

overheating

of

engine cooling water

or

loss

of

engine lubricating pressure

(these conditions should be constantly monitored by engine instruments

andlor

alarms);

c) consequential

harm

caused by improper installation

or

failure

of

accessories attached

to

OUf

product, such

as water heaters and refrigeration compressors;

d) products altered

or

modified in a

manner

not authorized in writing by Westerbeke;

e)

products damaged in transit;

f) replacement

of

engine fluids, filter elements

or

vee belts, engine tune-up, valve adjustment, oil

and

water

leaks.

or

any other normal service items;

g) specially manufactured products provided to customer specifications;

h) fuel systems, cooling systems, exhaust systems, electrical systems and cable control systems beyond the

connection points

on

the product.

5, Applicatlon

01

Warranty

THIS

WARRANTY IS IN LIEU

OF

ALL

OTHER

EXPRESS WARRANTIES, ANY WARRANTY

IMPLIED

BY

INCLUDING WARRANTIES OF MERCHANTABILITY

OR

FITNESS,

IS

IN

EFFECT

ONLY

FOR

THE

DURATION

OF

THE

EXPRESS WARRANTY SET

FORTH

IN

THE

FIRST

PARAGRAPH

ABOVE, NO REPRESENTATIVE OR

PERSON

IS

AUTHORIZED

TO

GIVE ANY

OTHER

WARRANTY

OR

TO

ASSUME FOR WESTERBEKE ANY

OTHER

LIABILITY IN CONNECTION

WITH

THE

SALE

OF

ITS

PRODUCTS, WESTERBEKE

WILL NOT BE LIABLE FOR ANY CONSEQUENTIAL DAMAGES

RESULTING

FROM

THE

USE OR INSTALLATION

OF

ITS PRODUCTS,

SOME STATES

DO

NOT

ALLOW

LIMITATiONS ON

HOW

LONG AN

IMPLIED

WARRANTY LASTS

OR

THE

EXCLUSIONS

OR

LIMITATION

OF

INCIDENTAL

OR

CONSEQUENTIAL DAMAGES, SO

THE

ABOVE LIMITATIONS

AND

EXCLUSION MAY NOT

APPLY

TO

YOU,

THIS

WARRANTY GIVES YOU

SPECIFIC

LEGAL

AND

YOU MAY ALSO

HAVE

OTHER

RIGHTS

WHICH

VARY

FROM

STATE

TO

STATE,

PIN

21479

J.

H.

WESTERBEKE

CORP.

Ii.VOIIIMDUSTRIA<

PARK,

AVON,

MASS.

023~2

{SHI

SGIl

nao

CABL/';'

WESTCORP,

AVON,

rJ;:~fX_

92

4444

6/l/83