Westerbeke 35B THREE, 38B FOUR, 42B FOUR Operator's Manual

OPERATOR'S MANUAL

WESTER8EKE

358

THREE,

388

FOUR,

428

FOUR

MARINE DIESEL

ENGINES

Publication # 37435

Edition

One

March 1988

~

WESI'ERBEKE

WESTERBEKE CORPORATION

AVON

INDUSTRIAL PARK, AVON. MA

02322.

TEL:

(617)

588-7700

SAFETY PRECAUTIONS

The following symbols appear in this manual

to

call attention

to and emphasize conditions

potentially dangerous to the

operator,

IIWARNINGII

The above symbol is used in the manual to warn of possible

serious personal injury or loss of life.

CAUTION

The above symbol

is

used in the manual to caution personnel

of

possible damage to equipment.

Read the

manual carefully and thoroughly before attempting to operate the equipment. Know when dangerous conditions can exist and take necessary precautions to protect

personnel

and equipment.

Fuels, exhaust gases, batteries, electrical equipment, and moving and hot parts are

potential hazards that could result

in serious personal injury or death. Follow recommended procedures carefully.

Always operate bilge blowers for at least five minutes before starting a

gasoline-fueled engine; ensure no gasoline fumes

are

present before starting.

• Prevent Electric

Shock

Shut off electric power before accessing electrical equipment.

Use

insulated mats whenever working on electrical equip-

ment. Make sure your clothing is dry, not

damp

(particularly

shoes), and keep your skin surfaces

dry

when handling

electrical equipment. Remove wristwatch and jewelry when working on

electri-

cal

equipment.

Do

not connect utility shore power to vessel's

AC

circuits,

except

through a ship-to-shore double-throw transfer

switch. Damage

to

vessel's

AC

generator

may

result if this

is

not done.

Be

extremely careful when working on electrical com-

ponents. High voltage can cause injury or death.

• Exhaust Gases Are Toxic

Ensure1hatthe exhaust system

is

adequate to expel gases

discharged

from

the engine. Check exhaust system

regularly for leaks and make sure the exhaust manifolds

are securely attached and no warping exists. Be

sure the unit and its surroundings are well-ventilated.

• Use Extreme Care When Handling Engine Filel (A

constant danger

of

explosion or fire exists)

Do

not fill fuel tank{s) while the engine

is

running.

Do

not smoke or use

an

open flame near the engine or the

fuel tank.

• Do Not Alter or Modify the Filel System

Be

sure all fuel supplies have a positive shut-off valve.

Be

certain fuel line fitting!> are adequately tightened and

free of leaks. Make sure a fire extinguisher is

installed nearby and

is

properly maintained.

Be

familiar with its proper use.

Ex-

tinguishers rated ABC by the NFPA are appropriate for

aU

applications encountered in this environment.

• Use Extreme Care When Servicing Batteries

Wear rubber gloves, a rubber apron, and eye protection when servicing batteries.

Lead

acid batteries

emit

hydrogen, a highly-explosive gas,

which can be ignited by electrical arcing or by a

lighted

cigarette, cigar, or pipe.

Do

not smoke or allow

an

open

flame near the battery being serviced.

Shut off all electri-

cal

equipment

in

the vicinity to prevent electrical arcing

during servicing.

• Avoid Moving Parts

Do

not service the unit while the unit

is

running; if a situa-

tion arises

in

which it

is

absolutely necessary to make

operating adjustments, use extreme care to avoid moving

parts and hot exhaust system components. Do

not wear loose clothing or jewelry when servicing

equipment; avoid

wearing loose jackets, shirts or sleeves,

rings, necklaces,

or

bracelets that

might

be caught in

moving parts. Make sure

all attaching hardware

is

properly tightened. Keep protective shields and guards in their respective place at

all times.

Do

not check fluid levels or the drive-belt's tension while

the unit is operating.

Do

not work on the equipment when mentally or physical-

ly incapacitated by fatigue.

\-

IMPORTANT

PRODUCT SOFTWARE DISCLAIMER

Product software

01

all kinds, such as brochures, drawings, technical data, operator's and workshop

manuals, parts

lists and parts price lists (and other related information), instructions and specifications

provided from sources other than Westerbeke,

Is

not within Westerbeke's control and, accordingly,

is

provided

to

Westerbeke customers only as a courtesy and service. WESTERBEKE CANNOT

BE

RESPON-

SIBLE

FOR

THE CONTENT OF

SUE:H

SOFTWARE, MAKES NO WARRANTIES

OR

REPRESENTATIONS

WITH RESPECT

THERETO, INCLUDING THE ACCURACY, TIMELINESS

OR

COMPLETENESS THEREOF,

AND

WILL IN NO EVENT

BE

LIABLE FOR ANY TYPE OF DAMAGES

OR

INJURY INCURRED IN CONNEC-

TION WITH,

OR

ARISING OUT

OF,

THE FURNISHING

OR

USE

OF SUCH SOFTWARE.

For example, components and subassemblies incorporated into Westerbeke's products and supplied by others (such as engine

blocks, fuel systems and components, transmissions, electrical components, pumps

and other products) are

generally supported by their manufacturers with their own software, and Wester-

beke must depend on such software for the design

of

Westerbeke's own product software. Such software,

however, may be outdated and

no

longer accurate. Routine changes made

by

Westerbeke's suppliers,

of which Westerbeke rarely has notice in advance, are frequently not reflected in the supplier's software until after such changes take

place.

Westerbeke customers should also keep in mind the time span between printings

of

Westerbeke product

software, and the unavoidable existence of

earlier, non-current Westerbeke software editions in the field.

Additionally,

most Westerbeke products include customer-requested special features that frequently

do

not

include complete documentation.

In summation, product software provided

WITh

Westerbeke products, whether from Westerbeke

or

other sup-

pliers, must not and cannot be relied upon exclusively as the definitive authority on the respective product.

It not only makes

good

sense, but is imperative that appropriate representatives of Westerbeke or the sup-

plier

in

question be consulted to determine the accuracy and currency

of

the product software being con-

sulted by the customer.

1 Westerbeke Diesel

Engines

FOREWORD

Thank you for selecting a Westerbeke marine product for your use.

We

at Westerbeke are pleased

to

have

you as a customer.

Read this manual carefully and observe ali safety precautions included throughout. Operating procedures,

periodic preventive maintenance procedures, installation checks, system descriptions and minor

adjustment procedures are included herein so you can operate your equipment safely and properly, maintain the equipment at a high

level

of

efficiency, and expect dependable performance and long service life in return.

Should your unit require

special attention, contact your Westerbeke dealer for assistance. The Westerbeke

Service Organization

is

trained

to

provide the support necessary

to

ensure long-term dependable perfor-

mance.

If,

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

from:

WESTERBEKE

CORPORATION

AVON

INDUSTRIAL

PARK

AVON.

MA

02322

Mail

To:

Inspection

of

Equipment

Tit'"

,,~

.....

"",

,~'"

~5~-""

.,,,,,,,,

.".<0

••

CUSTOMER

IDENTIFICATION

Adam

Smith

85

Maple

Street

Alden,

1M

12234

Model W

358

THREE

Ser.

It

1234C7G6

Expires

117/88

The engine is shipped from the factory mounted securely and properly crated. Accessory equipment

is

shipped

in

a separate small box, usually packed within the engine's crate.

Before accepting shipment

of

the engine from the transportation company, the craie should be opened and

the contents inspected

lor

concealed damage. if either visible or concealed damage

is

noted, you should

require that the delivery agent sign "Received

in

damaged condition" on the proper delivery receipt. Also

check the contents

of

the shipment against the packing list and make sure that the proper notation

is

made

if any discrepancies exist. These noted discrepancies are your protection against

loss

or

damage. Claims

concerning loss or damage must be rnade to the carrier, not to the Westerbeke Corporation.

Westerbeke

Diesel

Engines

TABLE

OF

CONTENTS

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

W 358

THREE

MARINE

DIESEL

ENGINE

GENERAL

SPECIFICATIONS

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

12

W

35B

THREE

SYSTEM

SPECiFiCATIONS

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

13

W

38B

FOUR

MARINE

DIESEL

ENGINE

GENERAL

SPECIFICATIONS

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

15

W

38B

FOUR

SYSTEM

SPECiFiCATIONS

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

16

W

42B

FOUR

MARINE

DIESEL

ENGINE

GENERAL

SPECIFICATIONS

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

18

W 428

FOUR

SYSTEM

SPECiFiCATIONS

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

19

INSTALLATION

CHECKS

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

21

PREPARATION

FOR

STARTING

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

33

DESCRIPTION

OF

INSTRUMENT

PANELS

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

35

STARTING

PROCEDURE

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

39

STOPPING

PROCEDURE

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

41

FUEL

SYSTEM

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

43

ELECTRICAL

SYSTEM

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

46

CAPTAINS

PANEL

DC

CONTROL

CIRCUIT

WIRING

DIAGRAM # 36467

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

.48 & 49

ADMIRALS

PANEL

DC

CONTROL

CIRCUIT

WIRING

DIAGRAM

#36844 .....................................

50 & 51

COOLING

SySTEM

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

52

LUBRICATION

SYSTEM

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

60

JS

TRANSMISSION

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

63

OPTIONAL

TRANSMISSIONS

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

66

ENGINE

TROUBLESHOOTING

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

79

MAINTENANCE & ADJUSTMENTS

............................. ·

....

82

3

Westerbeke Diesel Engines

TABLE

OF

CONTENTS

(CONTINUED)

LAY-UP & RECOMMISSIONING

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

89

TABLE

OF

STANDARD

HARDWARE

TIGHTENING

TORQUES

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

93

TORQUE

SPECiFiCATIONS

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

94

SPARE

PARTS

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

95

INDEX

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

96

Westerbeke Diesel Engines

4

GENERAL

Introduction

This manual contains the equipment operating procedures as well as additional information needed to help the operator keep the equipment in proper working order. Study and follow the instructions carefully. A planned maintenance program is included in this manual; adhering

to

the program will result in better equip-

ment performance and

longer equipment life. Proper diagnosis of a problem

is

the most important step

to

satisfactory repair; therefore, a troubleshooting table

is

included.

Understanding

the

Diesel

Engine

The diesel engine closely resembles the gasoline engine, since the mechanism

is

essentially the same. The

cylinders are arranged above a

closed crankcase; the crankshaft

is

of

the same general type

as

that

of

a

gasoline engine; and the

diesel engine has the same type of valves, camshaft, pistons, connecting rods, and

lubricating system.

Therefore,

to

a great extent, a diesel engine requires the same preventive maintenance as a gasoline engine.

The most important factors are proper ventilation and proper maintenance

of

the fuel, lubricating and cool-

ing systems. Replacement

of

fuel and lubricating filter elements at the time periods specified

is

a must, and

frequent checking for contamination (that

is,

water, sediment, or algae) in the fuel system is also essential.

Another important factor is the use

of

the same brand of high detergent diesel lubricating oil designed specifi-

cally for diesel engines. Be careful not

to

put gasoline in the diesel fuel tank(s). Gasoline does not have the

same lubricating

qualities as diesel fuel; consequently, gasoline in the fuel lines will damage components in

the

fuel lift pump assembly, fuel injection pump and injectors.

The

diesel engine does differ from the gasoline engine, however, in its handling and firing

of

fuel. The car-

buretor and ignition systems are done away with and in their

place are

two

components - the fuel injection

pump and the

fuel injectors.

Ordering Parts

When contacting your Westerbeke

dealer, parts distributor, or the factory concerning your Westerbeke unit, always provide the engine's model and serial number, and transmission number as they appear on the black and silver "Westerbeke" plate Which is mounted on the engine's exhaust manHold. When ordering parts for your Westerbeke engine, be sure

to

insist upon Westerbeke factory packaged parts, because "will fit"

or

generic parts are frequently not made to the same specHications as original equipment.

Note that component locations in the

manual are referenced from the front of the engine which

is

the pul-

ley/drive belt end. (The flywheel/transmission end

is

the rear end.) Left and right sides are determined

by

the engine; imagine straddling the engine and facing

in

the same direction as the front

of

the engine: the left

side

is

at your left, the right side is your right.

Westerbeke engines and generator sets

afe thoroughly checked and given a final run under various load conditions before leaving the factory. Test running the engine ensures dependable operation, long service, and a satisfied owner.

Care at the factory during assembly, and thorough testing, have

resulted in a Westerbeke diesel engine

capable

of

many thousands of hours of dependable service. However, the manufacturer cannot control the

treatment the unit receives in the

field. That part

is

up

to

the owner/operator.

5

Westerbeke Diesel

Engines

Fresh Water

Air Bleed

Fresh Water Circulating Pump

Sea Water Pump

Engine Isolator

Westerbeke Diesel Engines

W 358 THREE Marine Diesel Engine

Fresh Water Fill

Unit Data Plate

Starter with Solenoid

20

Amp

DC

Circuit Breaker

90· Exhaust Elbow

DC

Battery

Heat Exchanger

Transmission Shift Lever

Ground Connection

W

35B

THREE

Marine Diesel Engine

20

Amp

DC

Circuit Breaker

Top Lube

Oil Fill

Preheat Solenoid

Fuel.

Lift

Pl,!mp

Instrument Connections

Secondary Fuel Filter

---....;::....

Zinc Anode

Transmission

Dipstick

JS Transmission

Fresh Water Block Drain

Lube

Oil Dipstick Oil Pressure

Sender

7

Fresh Water Air Bleed

Switch

DC

Charging

Side Lube Oil Fill

Shut-off Lever

Throttle Lever

Lube

Oil

Drain Hose

Westerbeke Diesel Engines

W 38B

FOUR

Marine Diesel Engine

Top

Engine

Oil

Fill

Starter

Westerbeke

Diesel

Engines

W 388

FOUR

Marine Diesel Engine

Top Engine

Oil Fill

Air

Intake

SilElnCler

Fuel Lift pump

Connections

Secondary Fuel

Filter'----

Zinc Anode

--

lube

Oil Dipstick

Oil Pressure Sender

lube

Oil Filter

Oil Pressure Switch

_"

___

'_

Oil

Throttle lever

Westerbeke Diesel Engines

W

4213

FOUR Marine Diesel

Engine

Top

Engine

Oil Fill

90° Exhaust Elbow

Lever

Starter

Westerbeke Diesel Eng

ines

10

Fuel Lift

pump

Fuel Filler

Zinc Anode

W

428 FOUR Marine Diesel Engine

Lube

Oil

Dipstick

Top Oil Fill

Lube

Oil Filler

11

Oil Pressure Sender

Oil

Pressure

Switch

Oil

Throttle lever

Westerbeke

Diesel Engines

W

358

THREE MARINE DIESEL ENGINE

Engine Type

Governor

Valve Mechanism

Combustion Chamber

Bore &

Stroke

Piston Displacement

Firing

Order

Direction

of

Rotation

Maximum Torque (at

2300 rpm)

Compression Ratio

Compression Pressure

Valve

Seat Angle

Valve Clearance

(engine cold)

Dimensions

Inclination

Dry Weight

Fuel Consumption

Idle Speed

Cruise

RPM

Westerbeke

Diesel

Engines

GENERAL SPECIFICATIONS

Diesel, four-cycle, three-cylinder, fresh water-cooled, vertical, in-line (32

hp

at 3600 rpm, maximum)

Mechanical, centrifugal weight type

Overhead

Swirl chamber type

3.07 x 3.07 inches (78 x 78 mm)

68.23 cubic inches (1.118 liters)

1-3-2

Clockwise, when viewed from the front

41

Ibs-ft (5.67 kgs-m)

23:1

455 psi

(32

kg/cm

2

)

at 320 rpm

Intake

45°

Exhaust

45°

Intake 0.010 inches (0.25 mm)

Exhaust

0.010 inches (0.25 mm)

Height: 21.25 inches (539.75 mm)

Width: 18.37 inches (466.60 mm) Max.

Length:

30.10 inches (764.54 mm)

Continuous

14°

Temporary

25°

(not

to

exceed 30 min.)

3681bs (166.9 kgs)

0.42 U.S. gph (1.59 Iph) running at 2500 rpm (approximate)

800 - 1000 rpm

2500 - 3000 rpm

12

W 35B THREE SYSTEM SPECIFICATIONS

FUEL SYSTEM

Fuel

Injection

Pump

Injection Timing

Nozzle

Injection Starting

Pressure

Lift Pump (with filter

element)

Fuel

Filter (on engine)

Air

Cleaner

Air Flow (engine combustion)

COOLING SYSTEM

General

Operating Temperature

Fresh Water Pump

Sea Water Pump

Sea Water Flow, at 3600 rpm (measured before discharging into exhaust

elbow)

System

Capacity (fresh water)

LUBRICATION SYSTEM

General

Oil

Filter

Sump Capacity (includes filter)

Open flow, totally self-bleeding

No.2

diesel oil (cetane rating of 45

or

higher)

Nippondenso (Bosch M type)

23" ±

OS

BTDC (Static)

Throttle

type

2275 psi (160 kg/cm2)

12-Volt

DC;

lift

capac~y

6 ft (1.8 m)

Canistertype, with

replaceable element

Metal screen type - cleanable

71

cfm (2.0 cmm)

Fresh water-cooled

block,

thermostatically-controlled

w~h

sea water exchanger system

170 _190" F (77 -

88'

C)

Centrifugal type, metal impeller, belt.<Jriven

Positive displacement, rubber impeller, gear.<Jriven

gpm ( Ipm) approximate

6

U.S.

qts

(5.68I~ers)

Forced lubrication

by

gear pump

Paper

element, spin-on type

4.22

U.S.

qts

(41~ers)

13

Westerbeke Diesel

Engines

W

358

THREE SYSTEM SPECIFICATIONS

Operating Oil

Pressure

Oil Grade

ELECTRICAL SYSTEM

Starting Battery

Battery

Capactty

Starting Aid

Starter

Motor

DC No-Load Current

Cold Cranking Current

Alternator

Regulator

TRANSMISSION

General

(JS Transmission)

Standard Gear Ratio

Propeller Shaft, Direction

of

Rotation

Propeller Recommendations

(using

JS transmission

2.47:1 reduction)

Lubricating

Oil Grade

SAE Grade

Transmission

Sump

Capacity

Westerbeke Diesel Engines

35 -

55

psi (2.46 - 3.86 kg/cm

2

)

API

specijication CC

or

CD

12-Volt,

35

A-H,

(-)

negative ground

(recommended)

(45

A-H cold areas)

90 - 125 (Ampere-Hours)

12-Voit sheathed type

glow

plug

12-Volt, 1.2KW, solenoid, actuated shift

60 Amps at 11.5 Volts

(6500 rpm, min.)

190 Amps at 12 Volts

12-Volt

DC,

50 Amps

Internal regulator, built into alternator

14.4 Volts

DC ± 3 Volts

Case-hardened helical gears, with an intermediate

reverse gear. Reversing carried out by a servo

double disc system.

2.47:1

Right handed - standard transmission

16 D x 12 P - 2 blade

or

16 D x

lOP

- 3 blade

Propeller should allow the engine

to

reach

tts

full rated

RPM

(3600 + 000 - 100) at full open

throttle while underway.

API

specification of CC, CD,

SC,

SD,

or

SE

SAE 20W/20

or

SAE

30 exclusively

(DO

NOT

mix grades

of

oil

!)

(DO NOT use multigrade oils

!)

1

qt

(1

liter)

14

W 38B FOUR MARINE DIESEL ENGINE

Engine Type

Governor

Valve Mechanism

Combustion Chamber

Bore &

Stroke

Piston Displacement

Firing

Order

Direction of Rotation

Maximum Torque (at

2400 rpm)

Compression Ratio

Compression Pressure

Valve Seat Angle

Valve Clearance (engine cold)

Dimensions

Inclination

Dry Weight

Fuel Consumption

Idle Speed

Cruise

RPM

GENERAL SPECIFICATIONS

Diesel, four-cycle,

four-cylinder, fresh water-cooled,

vertical, in-line

(37

hp

at 3600 rpm, maximum)

Mechanical, centrifugal weight type

Overhead

Swirl chamber type

2.87 x

3.07 inches

(73

x 78 mm)

79.64 cubic inches

(1.305 liters)

1-3-2-4

Clockwise, when viewed from the front

53

Ibs-ft (7.33 kgs-m)

23:1

455 psi

(32

kgJcm

2

)

at 320 rpm

Intake

45'

Exhaust

45'

Intake 0.0098 inches (0.25 mm) Exhaust

0.0098 inches (0.25 mm)

Height:

23.70 inches (601.98 mm)

Width: 18.37 inches (466.60 mm) Max.

Length: 33.77 inches (857.76 mm)

Continuous

14'

Temporary

25'

(not

to

exceed 30 min.)

4191bs (190 kgs)

0.42 U.S. gph (1.59 Iph) running at 2500 rpm (approximate)

750 - 950 rpm

2500 - 3000 rpm

15

Westerbeke

Diesel

Engines

W 38B FOUR SYSTEM SPECIFICATIONS

FUEL SYSTEM

Fuel

Injection Pump

Injection Timing

Nozzle

Injection Starting Pressure

Lift Pump

Fuel Filter (on engine)

Air

Cleaner

Air Flow (engine combustion)

COOLING SYSTEM

General

Operating Temperature

Fresh Water Pump

Sea Water Pump

Sea Water Flow, at 3600 rpm

(measured before discharging into exhaust elbow)

System Capacity (fresh water)

LUBRICATION SYSTEM

General

Oil Filter

Sump Capacity (includes filter)

Westerbeke

Diesel

Engines

Open flow, totally self-bleeding

No.2

diesel oil (cetane rating

of

45

or

higher)

Nippondenso (Bosch M type)

23° ±

OS

BTDC (Static)

Throttle type

2275 psi (160 kg/cm2)

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

Canister type, with replaceable element

Metal screen type -cleanable

82.9 cfm (2.34 cmm)

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

170 - 190° F (77 -

88°

C)

Centrifugal type, metal impeller, belt-driven

Positive displacement, rubber impeller, gear-driven

gpm

( Ipm) approximate

7

U.S. qts (6.6 liters)

Forced lubrication by gear pump

Paper element, spin-on type

4.75

U.S. qts (4.5 liters)

16

W 38B FOUR SYSTEM SPECIFICATIONS

Operating Oil Pressure

Oil Grade

ELECTRICAL SYSTEM

Starting Battery

Battery Capacity

Starting Aid

Starter

Motor

DC No-Load Current

Cold Cranking Current

Alternator

Regulator

TRANSMISSION

General

(JS Transmission)

Standard Gear Ratio

Propeller Shaft, Direction

of

Rotation

Propeller Recommendations (using

JS transmission

2.47:1 reduction)

Lubricating

Oil Grade

SAE Grade

Transmission

Sump

Capacity

35 - 55 psi (2.46 - 3.86 kg/cm

2

)

API

specification CC

or

CD

12-Volt, 35 A-H,

(-)

negative ground

(recommended)

(45

A-H cold areas)

90 - 125 (Ampere-Hours)

12-Volt sheathed type

glow

plug

12-Volt, 1.2KW, solenoid, actuated shift

60 Amps at 11.5

Volts (6500 rpm, min.)

190 Amps at 12

Volts

12-Volt DC, 50 Amps

Internal regulator, built into alternator

14.4

Volts DC ± 3 Volts

Case-hardened helical gears, with an intermediate reverse gear. Reversing carried out by a servo double disc system.

2.47:1

Right handed - standard transmission

180

x 12 P - 2 blade

or

18 0 x 10 P - 3 blade

Propeller should allow the engine

to

reach

its full rated

RPM

(3600 + 000 - 100) at full open

throttle while underway.

API

specification

of

CC,

CD,

SC,

SO,

or

SE

SAE

20W/20

or

SAE 30 exclusively

(DO

NOT

mix grades

of

oil

1)

(DO

NOT

use multigrade oils

!)

1

qt

(1

liter)

17

Westerbeke Diesel Engines

W 42B FOUR MARINE DIESEL ENGINE

Engine

Type

Governor

Valve Mechanism

Combustion Chamber

Bore &

Stroke

Piston Displacement

Firing Order

Direction of Rotation

Maximum Torque (at

2500 rpm)

Compression Ratio

Compression Pressure

Valve Seat Angle

Valve Clearance

(engine cold)

Dimensions

Inclination

Dry Weight

Fuel Consumption

Idle Speed

Cruise RPM

Westerbeke

Diesel

Engines

GENERAL

SPECIFICATIONS

Diesel, four-cycle, four-cylinder,

fresh water-cooled,

vertical, in-line

(42

hp

at 3600 rpm, maximum)

Mechanical, centrifugal weight type

Overhead

Swirl

chamber type

3.07 x 3.07 inches (78 x

78

mm)

90.93 cubic inches (1.49

liters)

1-3-2-4

Clockwise,

when viewed from the front

561b-ft (7.74 kg-m)

23:1

455 psi (32 kg/cm

2

)

at 320 rpm

Intake

45'

Exhaust

45'

Intake 0.0098 inches (0.25 mm) Exhaust

0.0098 inches (0.25 mm)

Height:

23.70 inches (601.98 mm)

Width: 18.37 inches

(466.60 mm) Max.

Length: 33.77 inches (857.76 mm)

Continuous

14'

Temporary

25'

(not

to

exceed

30

min.)

4191bs (190 kgs)

0.42 U.S.

gph

(1.59 Iph) running at

2500 rpm (approximate)

750 - 950 rpm

2500 - 3000 rpm

18

W 42B

FOUR

SYSTEM SPECIFICATIONS

FUEL SYSTEM

Fuel

Injection Pump

Injection

Timing

Nozzle

Injection Starting Pressure

Lift

Pump

Fuel

Filter (on engine)

Air

Cleaner

Air Flow (engine combustion)

COOLING SYSTEM

General

Operating Temperature

Fresh Water

Pump

Sea

Water Pump

Sea

Water Flow, at 3600 rpm (measured before discharging into exhaust elbow)

System Capacity (fresh water)

LUBRICATION SYSTEM

General

Oil Filter

Sump Capacity (includes filter)

Open flow, totally self-bleeding

NO.2 diesel oil (cetane rating 0145

or

higher)

Nippondenso (Bosch M .type)

23'

± 0.5' BTDC (Static)

Throttle type

2275 psi

(160 kg/cm

2

)

12-Volt

DC;

lift

capacity 6

ft

(1.8 m)

Canister type, with replaceable element

Metal screen type - cleanable

94.0

clm

(2.66 cmm)

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

170

-190'

F (77 -

88'

C)

Centrifugal type, metal impeller, belt-driven

Positive displacement, rubber impeller, gear-driven

gpm

( Ipm) approximate

7

U.S. qts (6.6 liters)

F.orced lubrication

by

gear

pump

Paper element, spin-on type

4.75

U.S. qts (4.5 liters)

19

Westerbeke

Diesel

Engines

W 42B FOUR SYSTEM SPECIFICATIONS

Operating Oil Pressure

Oil

Grade

ELECTRICAL SYSTEM

Starting Battery

Battery Capacity

Starting Aid

Starter

Motor

DC No-Load Current

Cold Cranking Current

Alternator

Regulator

TRANSMISSION

General

(JS Transmission)

Standard Gear Ratio

Propeller Shaft, Direction of Rotation

Propeller Recommendations

(using

JS transmission

2.47:1 reduction)

Lubricating

Oil Grade

SAE Grade

Transmission

Sump

Capacity

Weslerbeke Diesel Engines

35 - 55 psi (2.46 - 3.86 kg/cm

2

)

API

specification CC

or

CD

12-Volt,

35

A-H,

(-)

negative ground

(recommended) (45 A-H

cold areas)

90 - 125 (Ampere-Hours)

12-Volt sheathed type

glow

plug

12-Volt,

1.2KW, solenoid, actuated shift

60 Amps at 11.5

Volts (6500 rpm, min.)

190 Amps at 12

Volts

12-Volt

DC,

50

Amps

Internal regulator, built into alternator

14.4

Volts DC ± 3 Volts

Case-hardened helical gears, with an intermediate

reverse gear. Reversing carried out

by

a servo

double disc system.

2.47:1

Right handed - standard transmission

18 D x 13

P - 2 blade

or

18 D x

11

P - 3 blade

Propeller should

allow the engine

to

reach

its full rated

RPM

(3600 + 000 - 100) at full open

throttle

while underway.

API

specification

of

CC,

CD, SC,

SD,

or

SE

SAE 20W/20

or

SAE

30 exclusively

(DO

NOT

mix grades

of

oil

!)

(DO

NOT

use multigrade oils

!)

1 q!

(1

liter)

20

INSTALLATION CHECKS

General

Because the crafts

in

which Westerbeke engines are installed vary in design, installation procedures will vary

according

to

your craft's specific design. The intent of this section

is

not

to

advise boatyards

or

installers

on procedures alreadywell-developed and well-understood. However, the owner/operator must

realize there

are details of the installation which require periodic checks

to

ensure the best operating conditions for the

equipment and safe operating conditions for the personnel on board. Proper location and installation

of

the

diesel engine in the vessel are of prime importance.

Factors in the installation that must be considered are ventilation,

to

aid in cooling and

to

provide air for en-

gine combustion; exhaust system,

to

properly discharge raw cooling water, quiet the exhaust and expel ex-

haust gas; cooling water supply; fuel supply; and electrical connections.

CAUTION

For safety reasons, the engine and transmission are NOT filled with lubricating oil for shipment. Before leaving the factory, however, each engine with transmission

is

thoroughly tested

with oil in it. This testing, among other things, provides

all internal parts with a coating of oil.

This oil acts

as

a preservative, providing reliable protection against corrosion for at least one

year if the engine and transmission are properly stored.

Location

The location should be dry, and in an area where bilge water

or

water from above cannot splash on the engine. The engine should be properly ventilated and accessible for minor servicing and repairs (access for major repairs should be given consideration as well). The location must be properly ventilated

to

provide fresh air for engine combustion. The engine's lubrication oil sump dipstick, the fresh water and oil fills, and the transmission's dipstick and transmission

or

oil fill port must be accessible.

FILL

CM'

COOLANT

RECOVERV

__

COCKPIT

TANK

.fr

AlnIl:Nan:~~~~~B~~==~'

MOUNTING

STRAP

POSITIONS

CABIN

IHST~~LATIOH

RHGL~

MUST

NOT

IOXCEED

14'

Please note that the engine's installation angle cannot exceed

14'

from the horizontal plain.

21

Westerbeke Diesel Engines

Rigging and

lifting

The engine

is

fitted with lifting eyes. Rope

or

chain slings capable of supporting the engine's weight should

be attached

to

the eyes and the engine lifted by means of tackle attached to these slings. The lifting eyes

have been designed

to

carry the full weight

of

the engine; therefore, auxiliary slings are not required or

desired.

CAUTION

Slings

must not be so short as

to

place significant sheer stress on the engine's lifting eyes.

Strain

placed on the engine's lifting eyes by the lifting sling must not be in excess of

100 from

the

vertical plain.

10·

ENGINE

SLING

LIFTING

ANGLE

MUST

NOT

EXCEED

10'

LIFT

ING

EYE

The general rule in moving engines

is

to

see that all

of

the equipment used

is

amply strong and firmly fixed

in

place. Move the engine a little at a time and

see

that

it

is

firmly supported. Eliminate the possibility of ac-

cidents by avoiding haste. Do not

lift the engine by its propeller coupling, or pry against this coupling with

a crowbar, because excessive pressure

of

this type may distort the coupling.

In

certain situations it may be necessary

to

lift the engine

in

positions otherthan the horizontal position. Cer-

tain situations exist

by

which the engine must be lowered endwise through a small hatchway which cannot

be made

larger. Under these conditions,

if

the opening

of

the hatchway is extremely narrow, it is possible

to

reduce,

to

some extent, the outside dimensions of the engine

by

removing external components such as

the alternator, the

cooling system's piping, the heat exchanger, certain filters, the mounting lugs and other

obstructive equipment. This accessory equipment

should be removed

by

a competent mechanic and spe-

cial care should be taken

to

avoid damaging any exposed parts. In addition, be careful not

to

allow dirt from

entering any opening created by the

removal of equipment. Parts removed should be returned to their

respective position as soon as the engine has

cleared the obstruction.

In case it becomes necessary

to

hoist the engine either front-end upwards or transmission-end upwards, the

attachment of

slings must be done carefully

to

avoid the possibility of damaging the parts on which the weight

may bear.

Special rigging

work

is

best done by someone experienced and competent in handling heavy

machinery.

Westerbeke

Diesel Engines

22

Engine

Bolls

Bronze or stainless steel hanger bolts of appropriate size are recommended for use through the engine's

flexible mounts. Less preferred are lag screws because their hold on the

wood

is

weakened every time they

are moved, whereas the hanger bolts stay

in

position. If the nut on top of the hanger bolt

is

removed

to

allow

the engine

to

be lifted from its resting place, the hanger bolt itself remains in place as a stud. Consequent-

ly, the

bond

between the hanger bolt and the wood is not weakened by the removal of the nut or the engine.

Foundation

lor

the Eng

ine

A

good

engine bed contributes much toward the satisfactory operation of the engine. The engine's bed

must be rigidly constructed and neither deflect nor twist when it

is

subjected

to

the engine's weight or

to

the

pressures that the boat may experience while operating

in

rough seas. The bed must keep the engine's

alignment within one

or

two

thousandths of an inch of this position at all times. The bed has

to

withstand

the forward push

of

the propeller shaft which pushes against the thrust washer bearing which finally pushes

against the engine's bolts and bed.

in fiberglass hulls, we recommend that similar wooden stringers as in wooden hulls be formed, fitted, and

then glassed securely

to

the hull. This allows the hanger bolts

to

be installed firmly in the wood, thereby

reducing noise and transmitted vibration.

The engine support stringers must be as wide or wider than the engine mounting isolator.

Isolator overhang

and/or rounded stringer surfaces are detrimental

to

the isolators' ability to retain vibration.

Preformed fiberglass engine beds, when used, should be of sufficient thickness

to

properly support the en-

gine and should be well-glassed to the

hull when in-

stalled.

The temptation

to

install the engine on a pair

of fiberglass angle irons must be resisted. Such construction will

allow engine vibration

to

pass through

to the

hull. Flexible mounts require a firm foundation

against which they must act if they are to perform their

function. When possible, follow bed design A and

avoid bed design

B (refer

to

the illustration).

Supports between the bed stringers, and extending

from the stringers

to

the hull, may be required for

proper support and

to

aid

in

the absorption of vibra-

tions.

GOOD

A

BAD

B

Note:

Avoid

excessive

height,

use

solid

stringer

construction

(A).

23 Westerbeke Diesel Engines

Propeller Shaft

Coupling

The propeller shaft coupling fitted

to

the transmission's output flange must transmit not only the power of

the engine

to

turn the propeller shaft and propeller, but must also transmit the thrust of the engine/transmis-

sion either ahead

or

astern.

The coupling bore should be carefully machined for a slight forced fit onto the shaft and an accurate mating

surface for the coupling

to

the output flange

of

the transmission.

For all engine models, a propeller half-coupling, bored

to

shaft size for the specific order,

is

supplied. The

coupling either has a keyway with set screws or

is

of

the clamping type.

The forward end

of

the propeller shaft has a long straight keyway. Any burrs should be removed from the shaft's end. The coupling should be a light drive fit on the shaft and the shaft should not have to be scraped down or filed in order

to

get a fit. It

is

important that the key be properly fitted both to the shaft and

to

the

coupling. The key should fit the side of the keyway closely, but should not touch the

top

of

the keyway in

the hub

of

the coupling.

If

driving the coupling over the shaft

is

difficult, the coupling can be expanded by heating it in a pail of boil-

ing water. The face

of

the propeller coupling must be exactly perpendicular

to

the centerline or axis

of

the

propeller shaft.

Propeller

The type and size

of

propeller varies with the gear ratio and must be selected

to

fit the application, based

upon boat tests. To utilize the full power of the engine, and to achieve

ideal loading conditions, use a propeller

which will permit the engine to reach its

full rated

RPM

at full throttle while under a normal load and while it

is

moving the boat forward through the waler.

Alignment

of

the

Engine

The engine must be exactly aligned with the propeller shaft

in

the proper fashion.

No

matter what material

is

used

to

build a boat the material will be found

to

be flexible to some extent; hence, the boat's hull will

change its shape

to

a greater extent than is usually realized when the boat is launched and operated

in

the

water. Therefore,

it becomes extremely important to check the engine's alignment at frequent intervals and

to

correct any errors when they appear.

Misalignment between the engine and the propeller shaft often creates serious

problems which are often blamed on other areas suspected of causing the trouble. Misalignment will cause excessive bearing wear, rapid shaft wear and will,

in

many cases, reduce the

me

of

the boat's hull by loosening the hull's fastenings.

A bent propeller shaft

will have the exact effect as those just stated; therefore, a perfectly straight propeller

shaft is

absolutely necessary. One particularly annoying result

of

misalignment may be leakage of transmis-

sion oil through the transmission's rear oil

seal. If oil

is

leaking from this seal, check and make sure that the

coupling's

alignment

is

within the limits prescribed on page

25.

Never attempt a final alignment with the boa! on land. The boat should be in the water and have had an opportunity

to

assume its final water form. The best lime

to

perform the propeller shaft/transmission coupling

alignment

is

with the fuel and water tanks about half full and all the usual equipment on board, and after the

main mast has been stepped and the

final rigging has been accomplished.

Westerbeke

Diesel

Engines

24

Take plenty of time in making this alignment and

do

not be

satisfied with anything

less than perfect results.

The alignment is correct when the shaft can

be

easily slipped backward and forward into the counterbore, and when a feeler gauge indicates that the flanges come together at

all points. The alignment between the propeller shaft coupling and the engine's coupling can contain an error

no

greater than one thousandth

of

an

inch per inch of

the coupling diameter. For example, if your propeller shaft

coupling

is

three inches in diameter, the maximum error

that can be allowed in the

alignment is three thousandths

of an inch (.003).

In

making the final check for alignment, the

engine's half

coupling should be held in one

position and the

alignment with the propeller

coupling

tested with the propeller coupling in

each

of

four positions

(A),

while rotated

90'

be-

tween each

pOSition.

This test will also check

whether the propeller's

half-coupling is in exact

alignment on

its shaft. Then, keeping the propeller coupling in one position, the alignment

should be checked

by

rotating

the

engine's

half-coupling

in

90'

increments,

checking dimension

A while in each

90'

posi-

tion until the half-coupling has been rotated full

circle.

The engine's alignment should be rechecked

after the boat has been

in

service for one

to

three weeks and, if necessary, perform the alignment again. Usually it will be found that the engine

is

no

longer in alignment. This does not mean that the work has been done improperly at first; rather,

it

means that the boat

has taken some time

to

take its final shape and

that

the

engine's bed and stringers have

probably absorbed some moisture.

It may

even be necessary

to

realign the coupling hal-

ves

again at a later time.

25

.B93

FEELER

GAGE

PROPELLER

SHAFT

Westerbeke Diesel Engines

Exhaust System

The exhaust system provides an outlet line to vent engine exhaust gases out

01

and away from the vessel.

The system also discharges sea water which has passed through the engine's sea water circuit

by

mixing

it

with hot exhaust gases. This mixing helps cool the exhaust gases and exhaust elbow and plumbing. The

exhaust system and the sea water supply to the exhaust

must be configured to prevent the siphoning

of

sea

water into the exhaust through the sea water

cooling circuit and

to

prevent the entry

of

sea water into the

exhaust through the circuit's through-hull discharge port.

If not prevented, sea water entering through the

discharge port can

fill the exhaust system muffler and enter the engine's cylinders. This will prevent proper

starting and possibly cause damage

to

internal engine components.

The sea water supply hose

to

the exhaust system water injection elbow should be routed (looped) at least

12

inches above the vessel water line.

An

anti-siphon break should be installed, when needed, at the

lop

of

this loop. The

top

of

the

loop

should be placed high enough above the vessel's water line so

as

to

remain

above the water

line when the vessel

is

underway, no matter what the angle of heel

or

roll may be.

[HGINE~aboye

Wgttr

line

l~

LD.

INSULAT

E

fOLD/WRTER-INJECTED

ELBOW

NINIMU~

OF

6-

INCHES

ABOVE

VESSEL'S

WATER

LINE.

ENGINE-below

water

line

SrPItOH

....

EAK

I'ART

If

33327'

ENGINE

INSTALLATIONS

WITH

EXHAUST

MANI-

FOLD/WATER

INJECTED

ELBOW

AT

OR

BELOW

VESSEL'S

WATER

LINE.

1*

LD.

4B~

MAX.

HYDRO-HUSH

~J

CAIJIION:

Vented

loop

Must

be

in

a

location

where

it

will

rem~in

~bove

the

water

line

during

all

angles

of

vessel

operation_

The sea water supply through-hull sea

cock

fittings must be of the flush-hull type. High-speed scoop type

of fittings should

nol

be used as they tend

to

encourage siphoning.

The exhaust discharge from the water

lift muffler should be routed well above the water line then downward

to

the through-hull discharge. This routing will prevent sea water entry

if

the through-hull discharge fitting

becomeS submerged when the vessel heels

or

rolls while under way, or

is

subjected to following sea con-

ditions. Refer

to

the ligures shown above for recommended exhaust system installations.

Weslerbeke Diesel Engines

26

Exhaust Back-Pressure

The exhaust discharge hose must be of adequate size and mini-

mal

run

to

prevent excessive exhaust back-pressure. Exhaust

back-pressure should be checked before the engine is put into

~

service. (Refer

to

the illustration.) Excessive back-pressure will

~

affect the engine's performance.

To measure for

back-pressure, use a mercury manometer, a pres-

sure gauge,

or

a water column. A boatyard

or

marine mechanic

should have a manometer or a pressure gauge.

..

"

-Insulation

Exhaust

Elbow

Measure back-pressure at

the

exhaust elbow when the engine

is

running

at

3600

rpm. Back-pressure, as measured

by

a

manometer, a pressure gauge,

or

water column, should not be

over the specifications listed below.

2.

Exhaust

NOTE: Other pressure gauges may be available to test for exhaust

baCk-pressure.

Check

with a competent

mechanic.

A water column can be made by taking a clear plastic tube and

taping one end of the tube

along a yardstick and fitting the other

end

of

the tube with a 1/4 inch NPT (National Pipe Tap) pipe fit-

ting.

Measure back-pressure at the exhaust

elbow when the engine is

running at 3600 rpm.

Dimension A cannot exceed 39 inches

of

water.

Back-pressure, as measured by a gauge instrument, should not exceed the

following specifications:

Specilicalions:

3 inches

01

mercury (0.104 kg/cm

2

)

39 inches

01

water

in

a water column

(.099 kg/cm

2

at

4'

C)

22

ounces psi

1 1/2 psi

."

"

I~

~~

Mercury

Manometer

\

Excessive back-pressure can be caused

by

a small diameter exhaust hose, a small muffler, sharp bends in

the exhaust hose, improper fittings, water pockets, and a high volume

of

water

in

the exhaust system due

to

the length of the exhaust discharge hose. The use

of

elbows and fittings in the exhaust discharge hose's

routing should be limited since these will create flow restrictions and contribute

to

exhaust back-pressure.

The engine's exhaust system must be separate from any other engine's exhaust system. Dry portions of the

exhaust system

between the engine's exhaust manifold and the water injected exhaust elbow must be insu-

lated

to

hold in the heat.

21

Westerbeke Diesel Engines

Exhaust

System

Failures

When the engine's sea water

is

fed into an exhaust system so that the full stream

of

this water strikes a sur-

face, erosion takes place. This erosion may cause premature failures. The proper design

of

either a water

jacketed

or

water injected "wet" exhaust system

to

prevent this problem requires that the sea water inlet be

positioned so that the entering stream of sea water does not directly strike a surtace.

In addition, the velocity

of the entering sea water stream should be

as

low as possible, which can be achieved by having inlet fittings

as

big

in

diameter as possible.

The best protection against exhaust system leaks

is

to

routinely inspect the complete exhaust system. Check for leaks around manifolds, gaskets, and welds. Make sure exhaust lines are not heating surrounding areas excessively.

If excessive heat is present, correct the situation immediately. If you notice a change in the

sound or appearance of the exhaust system, inspect the exhaust system and correct the cause.

Exhaust risers

installed off the exhaust manifold should not exceed 8 Ibs

in

total weight when rigidly con-

nected. Excessive weight and vibration can result

in

a manifold failure and/or the fracturing of the riser from

the manifold at its attachment. Dry portions of the exhaust connected

to

the manifold, which lay before the

water injected exhaust system,

MUST

be properly insulated

to

retain the exhaust heat within the exhaust

pipe.

Although diesel engine exhaust gases are not as toxic

as

exhaust fumes from gasoline en-

gines, carbon monoxide is present in diesel exhaust fumes in less concentration. Carbon

monoxide is a dangerous gas that can cause unconsciousness and

is

potentially lethal. Some

of

the symptoms

or

signs

of

carbon monoxide inhalation

or

poisoning are as follows:

o Dizziness

o Vomiting

o

Intense Headache

o Muscular Twitching

o Weakness and

Sleepiness

o Throbbing in Temples

If you experience any

of

the above symptoms, get out into fresh air immediately.

Make sure there are

no

unnecessary objects suspended from any portion of the exhaust lines. Excessive

weight could cause deflection or distortion of the

lines, resulting

in

damage or leaks. Inspect insulated por-

tions

of

the exhaust system

to

make sure there

is

no deterioration

of

the insulation.

Westerbeke

Diesel

Engines

28

Exhaust Elbow Installation

The Westerbeke Corporation offers a 45°and 900exhaust

elbow as well as an exhaust riser you can install on your propulsion engine. Refer

to

the instructions below when

installing the exhaust elbow purchased for your engine.

1.

Coat only one side

of

the exhaust gasket with

'''High Tack" adhesive sealant. Place this coated surface against the exhaust manifold's exhaust port flange (the gasket should stick

to

the flange without falling off).

2.

Place the clamp over the elbow's flange. Place your ex- haust elbow against the exhaust manifold's flange so the exhaust manifold's flange rests snug against the

exhaust elbow's flange with the gasket centered between the two.

Now

slip the exhaust clamp over both flanges.

3.

A.

Tighten the clamp just enough so the exhaust elbow

can remain attached

to

the manifold and still be

rotated.

B.

The exhaust elbow discharge must be directed

downward

so the mixture

of

sea water and exhaust

gases will

flow/fall downward into the exhaust muf-

fler which must be positioned below the exhaust elbow. There should be no loops

or

rises

in

the exhaust hose connected between the exhaust elbow and the

muffler, as these would trap water and pos-

sibly allow water

to

flow back into the engine during

starting

or

at shut down.

4.

Adjust the elbow

by

rotating it until the desired align-

ment with the exhaust piping is acquired.

5. Carefully tighlen the clamp between 2

to

3 Ib-I!,

or

24

to

35 Ib-in,

or

0.2710

0.41 kg-m.

CAUTION

Approach the :I Ib-f!

torque

limit

with

caution.

The

clamp's

threads

will

break

if

more

than

:I

Ib-

tI is applied

to

lhe

clamp.

6.

When the engine is started for the first time with the new

elbow, check Ihis exhaust manifold/elbow connection for

leaks. II a leak exists, correct it immediately.

* Manufactured

by

Permatex Company, Brooklyn, N.Y.

29

CLAMP

45°

ELBOW

ClAMP

90° ELBOW

EXHAUST RISER

CLAMP

Weslerbeke

Diesel Engines

Oil Drain Hose An

oil

sump drain hose

is

installed

on

the

engine

with the discharge

end

secured

by

a bracket at

the

front

of

the

engine.

Oil

may

be

drained from this

hose

by removing

the

cap

and

the discharge

end

of

the

hose

from

the

support bracket

and

lowering the

hose

into a container.

The

hose

cap

fitting

is

1/4 inch

NPT

(National

Pipe

Tap)

and

can

be

extended, or

have

a pump added for easier

removal

of

the

old

oil,

if

desired.

Connecting Pressure Sensing Devices

to

Oil

Galleries

Oil

pressure sensing devices,

such

as

senders

and

switches, must not

be

connected to

an

engine's

oil

gal-

lery with the

use

of extended nipples or

tees.

The

reason

is

simply that continued engine vibration

causes

fatigue

of

the fittings

used

to

make

such a connection.

If

these

fittings

fail,

the

engine

loses

its

oil

pressure

and

quickly

seizes.

When

additional sensing devices such

as

switches or sensors

need

to

be

installed that function

on

engine

oil

pressure, these devices

must

be

bulkhead-mounted

and

connected to the

oil

gallery using

an

appropriate

grade

of

lubricating

oil

hose.

Any fittings

used

to connect

the

hose to the gallery must

be

of

steel

or

malle-

able iron composition.

Brass

must not

be

used

for this application.

Cooling System The

engine

is

fresh

water cooled

by

an

engine-mounted

heat

exchanger.

Sea

water

is

used

as

the heat

exchanger's

cooling medium.

Sea

water

is

pumped into the exchanger

by a sea

water

pump,

where

it

cools

the

fresh

water that circulates through

the

engine block,

and

is

then injected into

the

exhaust discharge, car-

rying with it

the

heat removed from the engine's

fresh

water cooling

system.

Sea

water should

be

supplied to the

sea

water pump through a flush-type through-hull fitting using a wire-

reinforced hose between the through-hull fitting

and

the

sea

water pump.

The

sea

water should

be

directed

through a visual-type

sea

water strainer, which will trap debris before ~ reaches

the

sea

water pump

and

the

heat exchanger,

and

then

be

delivered to

the

pump. Hoses routed from

the

through-hull fitting to

the

strainer

and

to

the

sea

water pump should

be

wire-reinforced to

prevent

the

hose

from collapsing while the engine.

is

running (suction from

the

pump may collapse a non-reinforced

hose).

The

sea

water strainer should

be

mounted

at

or below the water line to

make

sure

the

sea

water line

remains

primed.

CAUTION

DO

NOT

use

a scoop-type through-hull fitting

as a means

of supplying

sea

water to the

en-

gine.

Water pressure against this type of fitting, while

the

vessel

is

under

sail,

can

push

sea

water past the

sea

water pump's impeller into the engine's exhaust

system,

filling

it

and

the

engine

as

well.

Flush-type,

clear,

through-hull fittings

are

recommended

and

should

be

lo-

cated

on

the

hull

so

as

to

be

below

the

waterline during

all

angles

of

boat operation.

The

use

of common-type street elbows

is

not recommended for plumbing the

sea

water cir-

cuit.

These

generally

have

very restrictive inside diameters. Machine fittings

are

preferred.

Westerbeke Diesel Engines

30

Automatic

Alarm

System

High Water Temperature Alarm

A high water temperature alarm buzzer has been supplied with the instrument panel.

If the engine's fresh

water coolant reaches

205" F (96"

C),

a water temperature switch on the engine closes causing the alarm

buzzer to emit a continuous signal. Refer to the

"DESCRIPTION OF INSTRUMENT PANELS" section of this

manual for the location

of

the alarm in your engine panel, page

35.

Low

Oil Pressure Alarm

A

low

oil pressure alarm switch

is

located off the engine's oil gallery. This switch monitors the engine's oil

pressure.

Should the engine's oil pressure fall

to

10

-15

psi, the switch will close sounding this same alarm. In this event, the alarm will emit a pulsating signal. Refer to the "DESCRIPTION OF INSTRUMENT PANELS" section

of

this manual for the location

of

the alarm in your engine panel, page

35.

Sea Water

Intake

System

Make sure the intake system (sea water cooling system)

is

in proper order. Check that the hull inlet, sea

cock

and strainer are unobstructed. Sea cocks and strainers should be at least one size greater than the

inlet thread

of

the sea water pump. The strainer should be of the type that may be withdrawn for cleaning

while the vessel is at sea and should be mounted below the water

line

to

ensure self-priming. Inspect the

sea water lines

to

make sure there are no collapsed sections, which would restrict water flow. Make sure

there are no air leaks at any

of

the connections.

Fuel

System

The fuel system should be installed in such a manner

as

to

allow the engine-mounted fuel lift pump

to

main-

tain a positive inlet pressure

to

the injection pump under all operating condftions. The minimum size of the

fuel supply

line and fuel return line

is

1/4 inch, inside diameter, and there

shOUld

be a primary fuel filter in-

stalled between the fuel tank and the fuel lift pump. Only one fuel filter

is

installed on the engine, between

the mechanical fuel lift pump and the injection pump; this

Iilter has a replaceable filter element.

The fuel tank's fuel pickup tube should be clear and unobstructed. No screens

or

gauze strainers should be

Incorporated in the fuel pickup tube.

Make sure that the fuel supply and return

lines are securely anchored

to

prevent chafing and that all fittings are sufficiently tightened to prevent leaking. Also make sure your fuel system has a positive shut-off valve; know its location and how it operates.

NOTE: DO NOT use spring-loaded check valves in the fuel supply line in lieu

of

mechanical

shut-off valves. This type valve can create fuel starvation problems for the engine's fuel sys-

tem.

Fuel tanks that are located below the engine's fuel system level must have its fuel return at the tank extending down into the tank

in

the same manner as the pickup tube, otherwise fuel siphoning out of the engine's

fuel system through the return will take place.

31

Westerbeke Diesel Engines

Make sure the fuel tank filler

is

properly sealed

to

prevent water entry should it become awash. The fuel

tank's vent should be routed so

as

to

prevent water entry as well.

Be

sure there

is

a fire extinguisher installed near the unit and that it

is

properly maintained. Be familiar with

its use.

An

extinguisher with the NFPA rating of ABC

is

appropriate for all applications in this environment.

Electrical

System

The electrical system should be checked

to

make sure all wiring harnesses are tied down properly with

clamps or plastic ties, spaced at intervals close enough

to

prevent chafing from vibration. Check

to

make

sure

all the engine's harness connections are tight and that they are made to the appropriate terminals.

IWARNINGI

Do not smoke

or

allow an open flame near batteries. Lead acid batteries emit hydrogen, a

highly-explosive gas. Turn off the emergency switch

in

the positive line

of

battery.

Make sure the positive (

+ ) battery connection

is

connected to the battery connection

of

the starting solenoid.

The negative

(-)

battery connection should be connected

to

the system ground (the engine block).

When servicing the battery

or

checking the electrolyte level, wear rubber gloves, a rubber

apron, and eye protection. Battery acid may inadvertently splash on skin

or

into eyes when

removing electrolyte caps.

Check

level and specHic gravity

of

battery electrolyte

to

ensure maximum engine starting efficiency. Make

sure terminals are clean and tight.

Ventilation

The ventilation requirements

of

the engine include the following: combustion air

is

required for the engine's

cylinders and ventilating air

is

required to clear the bilges below the engine, as well as the compartment in

which the engine

is

located, of heated air produced during engine operation and

of

potentially toxic and

flammable diesel fumes. Refer

to

the "SYSTEM SPECIFICATIONS" section of this manual for engine airflow

requirements, page

13

for the W 35B, page

16

for the W 38B, and page 19 for the W 42B.

Weslerbeke

Diesel

Engines

32

PREPARATION FOR STARTING

This section of the manual provides the operator wtth preparation, initial starting, break-in, starting (cold

or

warm), and stopping procedures. Follow the procedures as presented,

for

the conditions indicated, and

your Westerbeke engine set

will give you reliable performance and long service life.

Fill

your

engine with oil up

to

or

near the upper limn on the

dipstick (the installation angle may have an effect

on

the

dipstick reading).

Select readily available lubricating oil with

an

API

specification

of

CC

or

CD

and an SAE number suitable

for the temperature in

your

operating area (see page 60). For

the quantity

01

oil needed in your engine, refer

to

the "SYS-

TEM SPECIFICATION" section

01

this manual, page 13 for the

W

35B, page 16

lorthe

W 38B, and page 19 for the W 42B.

Fill the

JS transmission

to

the FULL mark

on

the dipstick with

the correct lubricant. (The

JS transmission takes 1 U.S. qt

or

1 liter

of

oil. Refer

10

your engine's "SYSTEM SPECIFICA-

TION"

section

of

this manual

lor

a listing of oil grades

to

be

used in this engine.)

UPPER

LIMIT

~~:;;;:;_;:;;_~::_~

__

(_HORMRL

LEVEL)

LOWER

LIMIT

Each unit is supplied with a coolant recovery kit (#24977)

as

standard equipment,

to

which the following ap-

plies:

A.

Remove the pressure cap from the engine's exhaust manifold and slowly fill the engine's

COOling

sys-

tem with a mixture of water and antifreeze

suitable for your temperature zone. (See the "COOLING SYS-

TEM"

section

01

this manual, page 53.) Operate the engine and observe the coolant level

in

the manifold.

Maintain this level

to

the base

01

the Iiller neck. Once the engine reaches its operating temperature (170

-

190'

F),

make sure there is coolant flow

to

the domestic water heaters when installed. Top off the cool-

ing system

and Instalilha pressure cap.

8.

Make sure the plastic recovery tank is properly mounted near the unit (with the bracket provided), in a location where it can be monitored and filled easily. The recovery tank should be mounted at manifold level

or

above. In these installations that require

it,

the plastic recovery tank can be mounted below the

exhaust

manifold's level.

c.

Add coolant

to

the plastic tank after the engine has been started and after the engine's operating

temperature has been reached

to

make sure all air is expelled from the manifold and the engine's cooling system. With the manifold filled and the pressure cap installed, fill the plastic recovery tank half full. Monitor daily and add coolant as needed.

Fill the fuel

lank

with a good grade of NO.2 diesel fuel and prime the fuel system up

to

the engine (see page

44). When

returning fuel is free

01

air, the engine's fuel system is bled and the engine is ready

to

start.

NOTE: When the PREHEAT switch is depressed, the glow plugs in the cylinder head are energized; use the PREHEAT switch intermittently

to

prevent overheating the glow plugs.

Make sure the

Installation Checks have been made in accordance with those specified

in

the "INSTALLA-

TION CHECKS"

section

01

this manual (refer

to

page 21).

33

Westerbeke Diesel

Engines

Description

of

Starting

System

Westerbeke diesel engines use electric starters assisted by

glow

plugs for both normal and cold weather

starting. The figure

below shows a cross-sectional view

of

one cylinder. The

glow

plug is located

in

the com-

bustion chamber so that its

tip

is in the injector nozzle's spray path. When the

glow

plug is energized

by

the

PREHEAT button, the plug glows red at the tip and assists

in

igniting the fuel. The result is a rapid start with

less wear on the starter.

This system is

common

to

Westerbeke Diesels. The start

cirCUITry

is designed so that the PREHEAT button

must be depressed for the time specified

in

the "Preheat" chart shown on page

39.

Then, while keeping the

PREHEAT button engaged, the START button is depressed

to

crank the engine.

GLOW

PLUG

Combustion Chamber

NOTE: The START button will

not

energize unless the PREHEAT button is depressed. When

depressing

the

preheat switch, we are activating the glow plugs in the cylinder head, so use

the preheat intermittently so as

not

to

overheat the

glow

plugs.

Westerbeke

Diesel

Engines

34

DESCRIPTION OF INSTRUMENT PANELS

Westerbeke offers

two

types

of

control panels

as

optional equipment for the W 35B, the W 38B, and the W

42B engines, Read the

following instructions that apply

to

the panel you purchased with your engine.

Captains

Panel

General

The manually-operated Captains

Panel

is

equipped with a Key Switch, an

RPM

gauge, a PREHEAT and START button, and an instrument test button along with a low oil pressure/high water temperature alarm. The

RPM

gauge

is

illuminated when the key switch

is

turned ON and remains illuminated while the engine is

in operation. The key switch and the three buttons serve the following functions:

1.

Key Switch: The Key Switch provides power only to the instrument panel cluster. Refer to the "STOP-

PING PROCEDURE"

section

of

this manual, page

41.

2.

PREHEAT: The PREHEAT button energizes the alternator's regulator, the engine's glow plugs, and bypasses the engine's oil pressure alarm switch.

In addition, this button energizes the START button.

3.

START:

The START button, when pressed, energizes the starter's solenoid which cranks the engine.

This button

will not operate electrically unless the PREHEAT button

is

pressed and held at the same

time.

4.

Test Button: The Test Button, located above the Key Switch, tests the alternator, the oil pressure, and the water temperature control circuits. When this button

is

pressed, the alternator, the oil pressure, and

the water temperature indicator lights illuminate in

addttion

to

sounding the alarm.

35

Weslerbeke

Diesel Engines

5.

Alarm:

The alarm is located above the test button and will sound if the engine's oil pressure falls below

15 psi. In this event, the alarm will emit a pulsating signal. The alarm will also sound if the watertempera-

ture in the fresh water

cooling circuit rises

to

210'

F.

In this event, the alarm will emit continuous sig-

nal.

*6. 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 (77 - 88°C).

*7. Oil Pressure Gauge: This gauge is graduated 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.

*NOTE: When the engine is manually shut down, and the engine's Key Switch is turned OFF,

the water temperature gauge

will continue

to

register the last temperature reading indicated

by

the gauge before electrical power was turned OFF. The temperature gauge will

once

again

register the engine's true temperature once

electrical

power

is restored

to

the gauge. The oil

pressure gauge will

fall

to

zero when the engine is manually shut down.

Westerbeke

Diesel

Engines

36

Admirals

Panel

General

The manually-controlled Admirals Panel is equipped with a Key

Switch and an

RPM

gauge with an ELAPSED

TIME

meter which measures the engine's running time in HOURS and

in

1/10 hours. The panel also includes

a water temperature gauge which indicates water temperature in degrees Fahrenheit (WATER

0

F),

an oil

pressure gauge which measures the engine's oil pressure

in

pounds per square inch (OIL PSI), and a DC

control circuit voltage gauge which measures the system's voltage

(VOLTS).

All

gauges are illuminated when

the key switch is turned

ON and remain illuminated while the engine is in operation. The panel also contains

two rubber-booted push buttons, one for PREHEAT and one for

START.

1.

Key Switch: The Key Switch provides power only

to

the instrument cluster. Refer

to

the "STOPPING

PROCEDURE"

section

of

this manual, page 41.

2.

PREHEAT: The PREHEAT button activates the alternator's exciter, the engine's

glow

plugs, and bypas-

ses the engine's protective oil pressure switch.

In addition, this button is energizes the START button.

3.

SIABI:

The START button, when pressed, energizes the starter's solenoid which cranks the engine.

This button will

not

operate electrically unless the PREHEAT button is pressed and held at the same

time.

37 Westerbeke Diesel Engines

NOTE: An alarm buzzer is supplied with every Admiral Panel. The installer is responsible for electrically connecting

the

buzzer

to

the four-pin connection

on

the engine's electrical har-

ness. The

installer is also responsible for installing the buzzer in a

dry

location so that it will

be

audible

to

the operator should it sound while the engine is running. The buzzer will sound

when

the

ignition key is turned ON and should silence when the engine has started and when

the engine's oil pressure rises above 15 psi.

*5. 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

(77

- 88°C).

*6. Oil Pressure Gauge: This gauge is graduated 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.

*NOTE: When the engine is manually shut down, and the engine's Key Switch is turned OFF,

the water temperature gauge will continue

to

register the last temperature reading indicated

by

the gauge before electrical power was turned OFF. The temperature gauge will once again

register the engine's true temperature once

electrical power is restored

to

the gauge. The oil

pressure gauge will

fall

to

zero when the engine is manually shut down.

Westerbeke Diesel Engines

38

STARTING PROCEDURE

1.

Place the transmission in the NEUTRAL position and advance the throttle

to

its full open position for a cold

engine, and

partially open for a warm engine.

2. Turn the Key Switch to the ON position

(2

o'clock). Make sure the push/pull stop lever has been returned

to

the

RUN

position.

3. Depress and hold the PREHEAT switch. Preheat according

to

the following chart:

Atmospheric Temperature

+

41'

F

(+

5'

C)

or higher

+

41'

F

(+

5'

C)

to +

23' F (-

5'

C)

+

23' F (-

5'

C)

or lower

Limit of continuous use

Proper glow plug function

is

indicated

by

a voltmeter drop

when the

PREHEAT switch

is

depressed. This drop will

be

slight but discernible. If no voltage drop

is

noted, it may indi-

cate defective

glow

plugs

or

a faulty preheat circuit (check for

loose connections).

While holding the

PREHEAT button depressed, depress the

START

button. The starter motor will

run,

thereby cranking the

engine. As soon as the engine runs, release the

START

button

and

PREHEAT button. Check your instrumentation for proper engine operation. Make sure sea water discharges with the exhaust discharge.

Should

the

engine not start when the START button is

depressed for

10

to

12 seconds, release both buttons and wait

30 seconds; repeat the previous procedure. Never run the

starter motor for more than

30 seconds at a time.

CAUTION

Preheating

Time

Approx.

10 sec.

Approx.

20

sec.

Approx.

30

sec.

30

seconds

before cranking

Prolonged cranking inlervals without

the

engine starting can result in filling

the

engine-

mounted

exhaust system

with

sea water coolant.

This

may

happen because

the

sea

water

pump

is

pumping

sea water

through

the

sea water

cooling

system

during

crank-

ing.

This

sea water

can

enter

the

engine's

cylinder's

by

way

01

the

exhaust manifold

once

the

exhaust system fills. Prevent

Ihis

from happening

by

closing

the

sea water

supply

through-hull

shut-oil,

drain

the

exhaust muffler, and correct

the

cause

for

the

excessive engine

cranking

needed 10 obtain a start. Engine damage resulting from

this

type

of

sea water entry

is

not a warrantable issue;

Ihe

owner/operator should keep

this

in mind.

39

Westerbeke Diesel Engines

Once the engine starts, run

tt

at idle for a few minutes

to

warm up the engine and check instruments for

proper oil pressure and battery charging voltage. Never attempt

to

engage the starter while the engine is

running.

NOTE: Some unstable running may occur in a cold engine, but this condition should smooth out as the operating temperature of 130 -

1500 F (55 - 66

0

C)

is

reached.

Westerbeke

Diesel

Engines

40

STOPPING PROCEDURES

A manual pull type stop control (tee handle

or

knob) is provided

by

the installer in a location close

to

the

engine's controls. Know the location

of

this control before attempting

to

start the engine. To stop the en-

gine, pull out on this tee handle

or

knob fully and hold it out until the engine comes

to

a complete stop. Push

back on this control

to

return it

to

the engine run position otherwise the engine will not restart.

With the engine stopped, turn the Key

Switch

to

the OFF position

(12

o'clock). If the Key Switch

is

left ON,

the battery will discharge. The alarm buzzer will sound in the Admirals Panel but not

in

the Captains Panel

should the Key Switch be left ON. The best method

of

preventing the battery from discharge

is

to

remove

the key from the Key

Switch after stopping the engine.

CAUTION

DO

NOT attempt

to

shutdown the engine

by

turning the Key Switch OFF. The Key Switch

only

provides power

to

the instrument panel: the engine will continue running even if the Key

Switch

is

turned OFF.

(An

optional key shut-off package

is

available, however. This option allows the operator

to

shut-off the en-

gine

by

turning the Key Switch OFF which turns OFF an electrically run Fuel Run Solenoid. This electrical

shut-off option is installed at the factory upon the specffic request/order

of

the purchaser.)

Engine

Break-In

Procedures

Although your engine has experienced a minimum of one hour

of

test operations to make sure accurate as-

sembly procedures were followed and that the engine operated properly, a break-in time

is

required. The

service

life of your engine is dependent upon

how

the engine

is

operated and serviced during its initial hours

of use.

Your new engine requires approximately

50

hours of initial conditioning operation

to

break in each moving

part in order

to

maximize the performance and service life

of

the engine. Perform this conditioning careful-

ly,

keeping in mind the following:

1.

Start the engine according

to

the "STARTING PROCEDURE" section found on page 39; run the engine

at fast

idle while checking that all systems (sea water pump, oil pressure, battery charging) are function-

ing.

2.

Allow the engine

to

warm up (preferably

by

running at fast idle) until the water temperature gauge moves

into the

130-140° F range.

3.

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

4.

Avoid rapid acceleration, especially with a cold engine.

5.

Use caution not

to

overload the engine. The presence of a gray or black exhaust, and the inability

of

the engine

to

reach its full rated speed, are signs

of

an overload (that

is,

operating the engine with a

propeller that

is

too large).

6.

During the next 25 hours, the engine may be operated at varying engine speeds, with short runs at full

rated speed. Avoid idling the engine for prolonged periods

of

time.

41

Westerbeke Diesel Engines

Breaking-in a

new

engine basically involves seating the piston rings to the cylinder walls.

This

cannot

be

ac-

complished by long periods of running at Idle, nor by early running

at

full

speed.

Idle running may glaze the cylinder

walls,

resulting

in

excessive

oil

consumption

and

smoky operation.

Ex-

cessive speed or heavy overloading, especially with a cold

engine,

may

cause

scoring of the cylinder

walls,

producing similar results. As

indicated above, operate the engine

in

moderation during the 50-hour break-in period.

(On

one

hand

don't baby the

engine,

but

on

the other

hand,

however, don't abuse

it.)

Starting Under Normal Conditions Follow the procedure below for normal starting of the engine:

1.

Check the engine

and

transmission lubricant levels

and

fill,

if necessary.

2.

Make sure there

is

sufficient

fuel

on

board.

Keep

fuel

tank(s)

as

full

as

possible. Check the

fuel

filters

and water separators for the presence of contaminants and/or water.

Drain

and

clean them

as

needed.

3.

Check the coolant

level

in

the plastic recovery tank.

Add

coolant solution

as

needed.

NOTE:

Excessive loss of coolant from the plastic recovery tank indicates a cooling system

leak.

Check the entire cooling system

and

pressurize the system to locate the

leak.

In

cases

of excessive coolant

loss, the system must

be

refilled

as

outlined under the

"PREPARATION

FOR

STARTING"

section of this

manual,

page

33.

4.

Check for oil

and

fuel

leaks,

particularly H signs of such leaks are found on the bottom of the engine or

below the engine.

Start the engine

in

accordance with the

"STARTING

PROCEDURE"

instructions found on page

39,

and

allow

the engine's operating temperature to reach

140

- 150' F before operating the engine underway.

Starting Under Cold Conditions Under extremely

cold temperatures, the following conditions

can

occur. Follow the instructions listed below

when operating your engine

in

cold weather.

LUBRICATING

OIL

TURNS

VISCOUS -Make

certain that the lubricating oil

used

conforms with the ratings

for the prevailing atmospheric temperature.

Refer

to the

"LUBRICATION

SYSTEM"

section of this manual,

page

60

for

an

atmospheric/oil viscosity specification table.

VOLTAGE

ACROSS

THE

BATIERY

TERMINALS

DROPS -Make

certain that the battery

is

fully charged to

minimize

voltage drop across the battery terminals.

THE

TEMPERATURE

OFTHE

INTAKE

AIR

IS

LOW

AND

THE

COMPRESSION

TEMPERATURE

DOES

NOT

RISE

ENOUGH

-Allow the glow plugs to operate sufficiently to

aid

in

starting during the preheat period when-

ever the temperature of the intake air

is

low

and

when

the compression temperature does not

rise

enough.

Refer

to the preheat chart found

in

the

"STARTING

PROCEDURE"

section, page

39.

Westerbeke Diesel Engines 42

FUEL SYSTEM

Diesel Fuel

Use

No.2

diesel fuel with a cetane rating

of

45

or

higher. Never use kerosene

or

home heating oil since

these fuels

do

not have the same lubricating properties

as

No.2

diesel fuel.

In cold weather particularly, water vapor

is

produced by condensation when air is present

in

the fuel tank.

Keep fuel tank(s) full and completely free of dirt and water.

Fuel Fillers

A primary

fuel filter

of

the water entrapment

type must be installed between the

fuel tank and the engine. A primary fuel filter, shown here, is available from your local

Westerbeke representative

or

your boat-

builder. This filter, adapted

for

boatbuilder use, comes complete with fittings for either hose or metal tubing. Mount

tt

in an acces-

sible place, inspect

tt

often and drain off

water accumulation frequently.

If a water trap type filter

is

not installed be-

tween

the

fuel

tank

and

the

enginemounted fuel system, any water in the fuel system will tend

to

lay in the bottom

of

the

electric

lift pump. Internal metal parts of the

lift pump will rust. Particles will pass on

to

filters and eventually

to

the injection pump

and injectors

wtth damaging results and

the

possibility

of

expensive

repairs.

Remember, water damage

to

the fuel sys-

tem

is

not covered under the Westerbeke

warranty.

In addttion, any gasoline in the fuel system

HOSE

FITTING

XNSTRLLRTION

INSTRUCTIONS

L

BOLT

SEDI"EHT/fA1ER

TRAP

SHURELl

TO

RII

ACCESSIBLE

STRUCTUII£

SO

POSIIIOIiED

TIIU

1\

RECEI'TICL[

Tn

CATCH

DRAINAGE

CAM

BE

PUtED

IIMOER

II.

2.

IF

FUEL

IS

TO

BE

I'IIIED

nTH

COPPER,

011

BUMD'

IUBUS,

USE

NUTS

AMD

F[UULES

PRaUIDED.

BE

SUlIE

THE

HIllING

PROJECTS

114

IlCH

THROUIIH

THE

FERRULE

BEFIU[

TlSHTEMING

TNE

HUt.

3.

If

FUEl

IS

Til

BE

PIPU

mil

HOSE,

USE

THE

TMD

BRASS

BARBED

FIITIIiSS

AWO

WASHERS

SUPPLIED,

SE

CERIAU

IHAI

THE

HOSE

SElEtlED

HAS

IIUGOMAL

BRAID

INSERTED

no

CLUG

ON

lHE

BARB),

TIIRT

IT

IS

N£DPREIIE

LINED,

AMO

THRT

IT

IS

~g!l

APPRDIl[D.

4.

IF

~AT£R

IS

!lRESEMT

IN

THE

FUEL,

IT

Ull

ClltlECT

StD~tV

III

THE

BOTTCH

or

TH!

SEllINEMTER.

1I11EN

TilE

REO

HOAT

RIMS

UERCHU

THE

ORAIN

LIIiE

011

THE

PLWIC

BOWL.

l005EK

THE

BonUM

DIIAU

PlUS

UNTIL

ALL

~ArEA

RUNS

OUT.

6. lUHlEN

ORRIN

PLUI

SECURELY

SO

~O

An

CAW

ENlER

THE

SUrE".

6. [HUGI2E

THE

rUEL

PUMP

TO

RErILL

TilE

901fL.

will damage the engine's fuel injection pump assembly and injectors, as gasoline does not have the same lubricating qualtties as diesel fuel.

Although most boatbuilders supply a water trap/filter, some

do

not. Westerbeke offers a sedimentary/water

trap/filter as an optional extra at moderate cost. The filter

is

supplied with fittings

for

either hose

or

metal

tubing fuel lines.

43

Westerbeke Diesel Engines

Priming

the

Fuel System

The Westerbeke self-bleeding fuel system

is

semiautomatic in operation. The self-bleeding feature of the fuel

system allows for easy servicing

01

the fuel filters. Simply remove the and replace the filter elements (take

care in catching any fuel that may drain out

01

the fuel filtering assemblies) as described

In

the "Replacing

the

Fuel

Filter Elements" section below. Energize the PREHEAT switch and allow the electric fuel pump to

operate for

20

to

30

seconds to prime and bleed air from the system. (No fittings should be opened.) Then

proceed

to

start the engine as you normally would. If the engine does not start, stop and wait a few mo-

ments, and then repeat the bleed procedure as indicated above. When the PREHEAT

SWITch

is depressed,

the preheat elements (the glow plugs) are energized, so take care not

to

over heat them.

CAUTION

Prolonged

cranking

intervals

without

the

engine starting can result in

filling

the

engine-

mounted

exhaust

system

with

sea water coolant.

This

may

happen

because

the

sea

water

pump

is

pumping

sea water

through

the

sea water

cooling

system

during

crank-

ing.

This

sea water can enter

the

engine's cylinders

by

way

01

the

exhaust

manifold

once

the

exhaust

system

Iills. Prevent

this

irom

happening

by

closing

the

sea water

supply

through-hull

shut-off,

drain

the

exhaust muffler, and

correct

the

cause

for

the

excessive

engine

cranking

needed

to

obtain

II

slart.

Engine

damage

resulting

from

this

type

of

sea water

entry

is

nol

II

warrantable issue;

the

owner/operator

should

keep

this

in

mind.

Replacing

the

Fuel

Filler

Elements

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 #33093 includes replacement

elements with gaskets (items

#6,

8,

20,

21). If a leak should develop at a fuel banjo or

sealing washer location that cannot be remedied

by

a

slight tightening of the filter cup retainer, replace the fil- ter along with the O-rings supplied with the new filter.

After the first

50

hours

of

operation, loosen retainer ring

#

23

and discard filter element #

21.

Clean bowl #

22

and install a new filter using a new #

20

gasket. Be

careful

to

catch any fuel that

may

spill

from

within

these

fuel filter assemblies. This same service

is

required

of the # 6 filter element in the electric fuel lift pump. Similarly, install a new # 6 filter element along with a

new # 8 gasket. The base of the electric fuel pump

is

removed with the aid

of

an open end wrench. Twist the base off the pump's locking tabs and reinstall the base by twisting it back on the locking tabs.

Place the

wrench on the hex nut cast into the base.

After the first

50-hour change, the change period may

be increased to

200 hours or once per season.

Westerbeke

Diesel Engines 44

@?

,

\

I

/

~

I

Fuel

Injection

Pump

The illustration below shows the W

356

THREE's fuel system. The W 386 FOUR and W 426 FOUR's fuel system differ in that they have an additional fuel Injector and injector pump plunger. The fuel injection pump, located to the right,

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 servicing dealer can perform on the injection pump.

Other types

of

adjustments

or

repairs must be performed by a qualified injection service shop.

ElECTRIC

FUEL

LIFT

PUMP

FUEL

INJECTORS

FUEL

PUMP

FILTER

Fuel Injection System

INJECTION

PUMP

OIL

FILTER

THROTTLE

OIL

PUMP

To obtain long and satisfactory service from the injection pump, always use fuel which is free from impurities and maintain a good filtration and water separation system between the fuel tank and engine.

Service this

system regularly: the injection pump it saves will be your own.

45

Westerbeke Diesel Engines

ELECTRICAL SYSTEM

Engine

12-Volt DC

Control

Circuit

The Westerbeke 35B, 38B and 42B propulsion engines have a 12-Volt

DC

electrical control circuit, as shown

on the wiring diagrams which

follow on pages 48

to

51.

Refer to these diagrams when troubleshooting or

servicing electrical components on the engine.

.

CAUTION

To avoid damage

to

the battery charging circuit, never shut off the engine battery switch while

the engine

is

running.

Shut off the engine battery switch, however, to avoid electrical shorts when working on the

engine electrical circuit.

Battery

Specification

The minimum recommended capacity of the battery used in the engine's 12-Volt

DC

control circuit is 90 -

125 Ampere-hours (minimum).

CAUTION

When quick-charging the battery with an external charger, be sure to disconnect the battery cables from the battery. Leaving the charging circuit connected while quick-charging

will

damage the alternator's diodes.

Alternator

CAUTION

When testing the alternator circuit (charging circuit),

do

not use a high-voltage tester such as

a megger; damaged diodes could result.

During high-speed operation of the engine,

do

not disconnect the positive terminal

of

the bat-

tery from the B terminal

of

the alternator, nor disconnect the negative terminal of the battery

from the ground.

When cleaning the engine with a steam cleaner, be careful to keep steam away from the

al-

ternator.

Refer

to

pages 48

to

51

for the

two

electrical system wiring schematics (one

is

used for the Captains panel

and the other for the Admirals Panel).

Westerbeke Diesel

Engines

46

The charging system consists of an alternator with an internal voltage regulator, an engine-mounted circuit

breaker, a battery and connecting wires.

Because

of

the use of IC's (integrated circuits), the electronic voltage regulator

is

very compact and

is

built

into the rear bracket of the alternator.

Charging

Voltage

Test

If you suspect that the alternator

is

not producing enough voltage

to

charge the engine's battery, perform

the

following voltage test.

Al

TERNATOR

135

n.

40

A.

50

Al

,-----/---€,i\l--\

- -

Interconnections for Charging Voltage Test

I

I I

1.

Using a voltmeter, connect the voltmeter's red wire clip

to

the B output terminal on the alternator. Refer

to

the schematic shown above.

2.

Connect the other wire clip

to

a ground on the engine.

3.

Start the engine and increase the engine's speed to 2000 rpm. Now record the reading given

by

the

voltmeter.

The voltage reading

for

a properly operating alternator should be between 13.5

to

14.5 volts. If your alter-

nator

is

over

or

under charging, have it replaced or rebuilt by a reliable service shop.

Note: Before removing the alternator for repair, make sure 12-Volts excitation

is

present at the

R terminal should the above test show only battery voltage at the B output

terminal.

47

Westerbeke Diesel Engines

Captains Panel

DC

Control Circuit Wiring Diagram #36467

page 1 of 2

~"

GLOW>'LUGS

[l'!".O~6

t::'I. _il'

OfP£"D'~~

01<

\:1llP'

NU

..

aEI<OI'

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,'"iNDERS'

~

CIRCUIT

•

'0'

WATER

TEMP SENDER

-~;

•.

lo<'TIONAL

"'T><

,,,ST.

PA"tU

DIAGRAM

"'ATER TEMP.

SWITCH

;l{*"''''''

r

"

PflEHEh

1

'---+-----1-,

SOLENOtO

~

';~~

G

£j

~

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,""-

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,

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,

o

.'

".-1---+---+

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<'SO""

"8

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----+fT

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+---

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cuE

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~:

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STIlRT

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TEST SwiTCH

,r

'-""'L

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'14 " I

~';~I

.

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15-

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T.

48

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,

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LA~tPt

£!,

,

"""'" I

PREHEAT

',4s,Ur

S"ITCH

"18

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TACHOMETER

I I

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I I

~------------------------------~

"BBL"

"oSL'

Westerbeke Diesel Engines

48

Captains Panel

DC

Control Circuit Wiring Diagram #36467

page 2 of 2

r:;:

'2VOC

SCHEMATIC

5TIIOIT

SW'TCH

,

, C.B )

IQA

,----:---"1;"

hi

"

" " " "

"

!

X·

"

,,!

~

n

"

.~

n

:;

'"

,

"

Go

ALARM

START'

I,TURN

KEY

TO

ON

POSITION.

THE

ALARt~

WILL

SOUND,OIL

PRESSURE

.'\NO

BATTERY

CHARGE

INQICATORS

HILL

LIGHT,

2.PUSH

pqEHEAT

SWITCH

FOR.

15

TO

50

SECONDS AS

REQUIRED,

ALARM 'WILL STOP,

3,WHILE

CONTINUING

TO

PUSH

PREHEAT

SWITCH,PUSH

THE

START

SWITCH

ALSO.

I-/rlEN

THE

ENGINE

STAins

gElEASE

THE

START

SWITCH ONLY.

lWHEN

THE OIL

PRESSURE

INDICATOR

LAMP

GOEs

our

RELEASE

THE

PREHEAT

SWITCH,

STOP:

TURN THE KEY

TO

THE

OFF

POSITION.

~

I.

THIS

PRODUCT IS PROTECTED

a.,.

A

MANUAL

RESET

CIRCUIT

BREAKER

LOCATED

,"EAR.

THE

STARTER,EXCESSIVE

CURRENT

DRAIN

WILL

CAUSE THE BREAKER

TO

7RIf'

AND THE

ENGINE

WILL

SHUT

OO\iN.

THE

BUILDER./eWNE>:!

MUST

8E

SURE

THAT

THE

ICiSTHUMENT

PANEl,WIRING

AND ENGINE

>'IRE

INSTALLED

TO

PREVENT

CONTACT BETWEE\J

ELECTRICAL

DEVICES AND

SALTWATER.

2.AN

ON-OFF

SWITCH

SHOULD

BE

INSTALLEO

BET'<IEEN THE BATTEA'!'

AND

STARTER

TO

DISCONNECT THE BATTER'!' IN

AN

EMERGENCY AND WHEN

LEAVING

THE EOAT. A SWITCH

WITH

A

CONTI"lUOUS

RATING OF

17';AMPS

AT

12VDC

WILL,SERVE

THIS

FUNCTION

THIS

SWITCH SHOULD NOT 8E USED

TO

MAKE

0R

BREAK

TH£

CIRCUIT.

.

.:.

PINK WIRE

AT

PLUG

2.

IS

UNUSEf'

AND

SHOULD

BE

ItISULATEiJ.

49

Westerbeke Diesel Engines

Admirals Panel

DC

Control Circuil Wiring Diagram #36844

page

1012

ALTERNATOR

~

________________________

~C;'-'~'~O~R~E=D'-

___

,r--t?

__

~:~

,cAl

~J:~Fs

~;C'RCUIT/_~n_~~_A;~:_:_R

__

+

__

r_~_~_;_C:

___

",--,,:.:c:.c...'-.cc.

__

Ji'l,,_,IF,,_

,;

'I

L,

PREHEAT SOLENOID

" :

"EAKER

I ' "' ."

LT,

BLUE

1

'It

r-;[7""'j

I'

I '

wi

D_~'

n

I~,

M1

#14LT.BLUe

~I

."RED

~,'lil I (~~'

~:~SS=URE

--H-t-r-[

,_-

__

)

.t---Jt~-.

--§:...jT'

rPJ

-+---1

--+-

IUr::~:~R:~DDELSI

_IJ[_-:~

-:U~~D'D

,

~

Ic

...

OIL

~

~,3

1

{USED

IN

SOME

~~~E2

~[,

;;0

c';'

I I

rl

~

:::~i~RE

!

~.'I:

~.I,;.I,

~I~=

, CIRCUIT J 20 A

1m

i

GROUND

1

:'

.

C I

BREAKER

~

TO

ENGINE

STARTER I

~

BLOCK I

I

~

GRO~NO

TO

NEUTRAL I

PUMP

1

ENGINE

BLOCK

ill

SAFETY SWITCH I '

t : (USED ON SOME

~

r -

L'~M~D~D~E=~~I

__

-i+-r~t1,

""BA"'IT="""Y"I

12VDC _

)1

D

I~

- -1.-;'

z

<

"

;;

52 6

w,

;1

"'

'It!

C

!I

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il

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,

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0,

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°1

FJE3l

o

"c,,,

I

c::

111'

-'

1_

j}J

Ill,

[I

>-16

1

~lm,i3

3::

'"

J ::::

:::':::::::i~,~,:::t~

\\/

~

~!

'It~

'It!"'!

'It:""

",1'1>

.

RTi!

I

U

~1l1)~,i

~J,

~

\\jJ)/

F)

~

ALARM

BUZZER

I

,-'

-+------;--,

I : I I

OIL

PRESS

-WATERTE~

T

--

--il-I-

I

GAUGE GAUGE I I

-NI

~,

I

;1

1

-e

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~_

II

I"'~YEL

I I

,'''"",

~

I

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I I

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·cJ~G>t'._.

G.l

I I

I"

:0

",'

"14GRN.

I

'V_~

~-,---,-".--c/,:.,c,o:~

I

W:::

I

Z~

<i>~

! \ /

lJiTART

PREHEAT

KEY

SWITCH

~

S,WITCH

SWITCH

VOLTMETER

.~

(~

~'

..

~oel'.

- I

Westerbeke Diesel Engines

50

Admirals Panel

DC

Control Circuit Wiring Diagram #36844

page 2 of 2

I

NEUTRA

sw.

T

,,1

"

1"1\

~I,

1=1

W

1KEY

I

"r

sw

I

. I

~I

~-

I

PREHEAT

$W,

NOTE:

PI

1'1

SCHEMATIC DIAGRAM

e,o

p

•

ALARM

1.

THIS

PRODUCT

IS

PROTECTED

BY A

MANUAL

RESET

CIRCUIT

BREAKER

LOCATED

NEAR

THE

STARTER.

EXCESSIVE

CURRENT

DRAIN

WILL

CAUSE

THE

BREAKER

TO

TRIP

AND

THE

ENGINE

WILL

SHUT DOWN. THE BUILDER/OWNER MUST BE SURE THAT THE INSTRUMENT PANEL,

WIRING,

AND

ENGINE

ARE

INSTALLED

TO

PREVENT CONTACT BETWEEN ELECTRICAL

DEVICES AND SALT WATER.

2.

AN

ON~OFF

SWITCH SHOULD BE INSTALLED BETWEEN THE BATTERY AND STARTER TO 015-

CDNNECTTHE

BATTERY

IN

AN EMEAGENCY,ANO WHEN LEAVING THE BOAT. A SWITCH WITH

A

CONTINUOUS

RATING OF 175

AMPS

AT

12

VOLTS

DC

WILL

SERVE THIS

FUNCTION,

THIS

SWITCH

SHOULD

NOT

BE

useD

TO

MAKE

OR

BREAK

THE

CIRCUIT.

3.

THE

GRAY WIRE

AT

PLUG

#21S

UNUSED

AND

SHOULD BE

INSULATED.

51

Westerbeke Diesel Engines

COOLING SYSTEM

Description

Westerbeke marine diesel engines are designed and equipped for fresh water cooling. Heat produced in the engine by combustion and friction is transferred

to

fresh water which circulates throughout the engine.

This circulating fresh water cools the engine

block and its internal moving parts. The heat is transferred ex-

ternally from the fresh water

to

sea water

by

means

of

a heat exchanger, similar

in

function

to

an automo-

tive radiator.

Sea water flows through the tubes of the heat exchanger while fresh water flows around the

tubes; engine heat transferred

to

the fresh water is conducted through the tube walls

to

the sea water which

is then pumped into the exhaust system where

finally it is discharged overboard. In other words, the engine

is cooled

by

fresh water, the fresh water is cooled

by

sea water, and the sea water carries the transferred heat over the side through the exhaust system. The fresh water and sea water circuits are independent of each other. Using

only fresh water within the engine allows the cooling water passages

to

stay clean and

free from harmful deposits. The two independent circuits and their components are discussed in the

follow-

ing paragraphs.

Fresh

Water

Circuit

NOTE: Refer

to

paragraphs A and B

in

this section for the recommended antifreeze and water

mixture

to

be used as the fresh water coolant, and for information on filling the fresh water

system.

Fresh water is pumped through the engine

by

a belt-driven circulating pump, absorbing heat from the en-

gine. The fresh water coolant circulates through the engine's block absorbing heat, then passes through

the thermostat into the exhaust manifold,

to

the heat exchanger where it is cooled, and then is returned

to

the engine block through the suction side of the fresh water circulating pump. When the engine is started

cold, external fresh water flow is prevented

by

the closed thermostat (although some fresh water flow is

bypassed around the thermostat

to

prevent exhaust manifold from overheating). As the engine warms up,

the thermostat gradually opens,

allowing full flow of the engine's fresh water coolant

to

flow unrestricted

to

the external portion of the cooling system.

A.

Fresh Water Coolant (Antifreeze) Mixture.

A freshwater and antifreeze mixture

should be used year-round in the cooling system. Water, when

it

freezes,

expands sufficiently

to

split the heat exchanger and crack the engine block. A water/antWreeze mixture

of

proper concentration will prevent freezing (see page

53

for an antifreeze/water mixture chart).

Use soft water with few impurities, such as tap water (potable water)

or

rainwater. Never use hard

or

foul

water. Use

of

hard water

or

water containing impurities will lead

to

the collection of scale in the engine and

heat exchanger which

will reduce the cooling system's efficiency.

Antifreeze of

poor

quality

or

without rust inhibitors will cause corrosion within the cooling system. Always use antrrreeze which is compatible wah aluminum cooling system components and is made by a reliable manufacturer. Never mix different brands

of

antifreeze.

Make sure that the

cooling system

of

the engine is well cleaned before adding antifreeze. Recommended

antifreeze for year round use is

ZEREX

or

PRESTONE with rust inhiMors.

In

order

to

control the concentration of the mixture, mix the antifreeze and freshwater thoroughly before ad-

ding it

to

the cooling system.

Westerbeke Diesel Engines 52

Antifreeze Concentration

Freezing Temperature

ANTIFREEZE

CONCENTRATION DATA

%

13

23

30

35 45

50

60

° F 23 14 5 - 4 -22 - 40 - 58

("

C) (-5)

(-10)

(-15) (-20) (-30) (- 40) (-50)

NOTE:

An

antifreeze concentration should be selected on the basis

of

a temperature which

is about

10° F

(5°

C)

lower than the actual atmospheric temperature expected.

B.

Filling the Fresh Water System

A coolant recovery tank kit

is

supplied wtth each Westerbeke diesel engine. The purpose

of

this recovery

tank is

to

allow

lor

engine coolant expansion and contraction, during engine operation, without the loss of

coolant and without introducing air into the

cooling system.

This coolant recovery tank should be

installed at,

or

above, engine manifold level, in a location where it can be easily monitored and where coolant can be easily added if needed (see the figure below). A stainless steel mounting bracket

is

supplied with each kit along with a 30-inch length

of

clear plastic hose and clamps

to

connect the hose between the engine's manifold fitting

to

the hose spud on the base

of

the recovery tank.

FUNCTION

OF

MANIFOLD

PRESSURE

CAP

From

Coolant Tank

COOLANT RETRACTION

to Coolant

Tank

COOLANT EXPANSION

Coolant from the engine, when heated during engine operation, will expand, lifting the spring-loaded manifold

pressure cap, and enter the recovery tank by way

of

the hose connecting the recovery tank

to

the manifold.

When the engine

is

shut

down

and cools, a small check valve in the pressure cap

is

opened by the contrac-

tion

olthe

engine coolant, allowing some of the coolant in the recovery tank

to

be drawn back into the engine's

cooling system, Iree of air and without loss. Periodically check that the passage (A) between the

90°

litting

on the

manifold and the filler neck

in

the manifold

is

clear so coolant can flow

in

either direction.

53

Westerbeke Diesel Engines

COOLANT RECOIIERY TA"I<

:

'1

: i: '

\"

'I'

\

. ,

,'\

. "

.,

1\'\

"I

.'\'

'\1

1

'

, I ' 1 I

.

\"

(,

!

, ,

Coolant Recovery Tank, Recommended Installation

Fill the fresh water system as follows:

1.

Remove the pressure cap from the manifold.

2.

Pour a clean, antifreeze mixture into the manifold and allow enough time for the coolant

to

fill the fresh

water cooling system.

3.

Start the engine and allow

it

to come up

to

its operating temperature. Monitor the coolant in the manifold

and add antifreeze coolant as air is expelled.

Once all air

is

expelled from the system, fill the manifold to

the filler neck and install the pressure cap.

4.

Remove the plastic cap from the plastic coolant recovery tank and fill the tank with coolant halfway between the ADD mark and the

MAX mark. Replace the plastic cap.

5.

Run the engine and observe the coolant's expansion flow into the plastic recovery tank.

6.

Check for leaks between the pressure cap/filler neck and then plastic recovery tank. Stop the engine and

allow

it

to

cool. Coolant should be drawn back into the cooling system

as

the engine's temperature comes

down.

7.

Add coolant

to

the recovery tank, as required, to top off the fresh water coolant system.

Thermostat

Generally, thermostats are of

two

types. One

is

simply a choking device which opens and closes as the

engine's temperature rises and falls. The second type has a bypass mechanism. Usually this

is

a disc on

the bottom of the thermostat which moves downward

to

close off an internal bypass passage within the

head. Since 1980, each type of thermostat has a hole punched through

it.

The hole

is

a bypass

to

prevent the exhaust manifold from overheating during the engine's warm-up. Replacement thermostats must have this design characteristic.

Westerbeke

Diesel

Engines

54

Sea

Waler

Circuit

The sea water flow

is

created by a bel!driven, positive displacement, neoprene impeller pump, The pump draws sea water directly from the ocean through the sea

cock

and sea water strainer and pas-

ses the water

to

the heat exchanger's sea

water

inlet. The sea water passes through the heat exchanger's lUbes, from which heat

from the fresh water system

is

ab-

sorbed, and then the sea water

is

dis-

charged

from

the

cooling

system overboard through the water-injected wet exhaust system, Be sure to clean zinc debris from the area inside of the heat exchanger where the zinc anode

is

posi-

tioned,

. :.;

;

}-

'"

~

::~

NEW

ANODE

i

.....

CLEAN

OR

REPLACE

Zinc Anode Condttions

A zinc anode,

or

pencil,

is

located in the sea water cooling circuit within the heat exchanger, The purpose

of the zinc anode

is

to

sacrifice itsell

to

electrolysis action taking place

in

the sea water cooling circuit, there-

by

reducing the effects of electrolysis on other components

of

the system, The condition of the zinc anode should be checked monthly and the anode cleaned or replaced as required, Spare anodes should be carried on board,

Sea Water

Pump

The sea water pump

is

a self-priming, gear-driven 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, There should always be a spare

impeller and

impeller cover gasket aboard (an impeller kit), Sea water failures

occur

when lubricant (sea

water) is not present.

Such failures are not warrantable and the operator's are cautioned

to

make sure sea

waler flow is present at start-up.

Alternator

and

Waler

Pump

Drive Bel! Tension

IWARNING!

Never attempt

to

adjust the drive belt's tension while the engine

is

in operation,

CAUTION

Excessive alternator and water pump drive belt tension can cause rapid wear of the belt and reduce the service

lile of the fresh water pump and alternator shaft bearings, Excessive slack

or the presence

01

oil on the belt can cause belt slipping, resulting

in

high operating tempera-

ture, as well as insufficient alternator output.

55

Weslerbeke Diesel Engines

The alternator and water

pump

drive belt(s) is/are properly adjusted W the belt can be deflected no less than

3/8 inch and

no

more than 1/2 inch

(10

mm, 12 mm) as the belt is depressed with the thumb at the midpoint

between the two

pulleys on the longest span of the belt. (See the figure below.) A spare drive belt should

be carried

on

board.

Alternator and Water Pump Selt Tension

Westerbeke

Diesel

Engines

56

Illustrated below

is

a typical Westerbeke engine's cooling system. Both fresh water and

sea

water flow

through their independent

cooling circutts. Refer to your engine's Parts List for part numbers and part

descriptions

if you need to order cooling system parts for your engine.

NOTE: When the remote expansion tank #24177 is used, the plastic coolant recovery tank

should

be

removed and discarded and its connection point on the exhaust manifold plugged

with a 1/8

NPT

fitting.

COOLANT

RECOVERY

TANK

HEAT

WATER

INJECTED

ELBOW

CONTROllER

EXHAUST

OVERHEAT

ALARM

WATER

FRESH

WATER

PUMP

f

IMCOMING

SEA

VATER

Typical Cooling System

57

Westerbeke Diesel Engines

Domestic

Hoi

Water

All

engine covered in this manual are

equipped with a domestic hot water con-

nection.

If the owner/operator wishes

to

connect a hot water heater, remove the

bypass hose and connect a heater as

described

in

the instructions presented

below.

General:

With the bypass hose (Part #

30962) removed, there remain

two

con-

necting points A and

e for hoses

to

run to

and from the water heater. These connec-

tions assure a

How

of hot water through

the heater at

all

times but

do

not effect the

flow

of

coolant through the engine.

Flow Controller

Installation:

The heater should be mounted conveniently either in a high or low position

in

relation to the

engine so that the connecting hoses from the heater to the engine can run

in

a reasonably direct line without

any

loops which might trap 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

connection

e,

nearest to the heat exchanger.

REMOVE

RETURN

BEND

FROM

ENGINE

fLOW

CONTROLLER

PRESSURE

CAP

IS

RATED

LOWER

THRN

MANIFOLD

CAP

HEATER

COILS

BELOW

PRESSURE

CAP

ON

ENGINE

MANIFOLD

REMOTE

EXPRNSION

TRNK

HEATER

COILS

ABOVE

PRESSURE

CRP

ON

ENGINE

MANIFOLD

A

AIR

BLEED

PET

COCK

HEATER

BELOW

ENGINE

HEATER

ABOVE

ENGINE

The illustrations shown above are Flow Control designs that have been adapted to operate with the single

pass manifolds installed on the W 358, the W 388, and the W 428 engines.

Westerbeke

Diesel

Engines

58

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 trapped air

is

able 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.

Note:

If any portion

of

the heating circuit rises above the engine's own pressure cap, then a

pressurized (aluminum) remote expansion tank

must be installed in the circuit

to

become the

highest point. The remote expansion tank's part number

is

24177. Install the remote expan-

sion tank in a convenient location such as in a sail locker so the fresh water coolant level can

easily

be c hec ked.

The cap on the engine mounted expansion tank 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 lank, enabling any air in the system to rise.

Refer

to

the illustrations on the previous page.

59 Westerbeke Diesel Engines

LUBRICATION SYSTEM

Engine

Oil

For engine lubrication, use lubricating oil designated for diesel service. These oils are classified according

to the

API

specifications into service grades

CA, CB,

CC and CD. The use

of

CC

or

higher

(CD)

grades,

made

by

well-known manufacturers

is

recommended. The oil selected should be used thereafter.

Engine

Oil

Viscosity

(SAE

Number)

Use an oil having a viscosity best suited

to

the atmospheric temperature. Use

of

an all-season oil

SAE

10W-

30

with minimum viscosity change under different temperatures

is

suggested.

Atmospheric Temperature

68'

F (20'

C)

or

higher

41'

F (5'

C)

-

68'

F (20'

C)

41'

F(5'

C)

-

or

lower

Viscosity

SAE

30 or 10W-30

SAE

20 or 10W-30

SAE

10W-30

NOTE:

Do not use an engine lubricating oil with an

SAE

number greater than

30

in the en-

gine.

Oil Pressure

The engine's oil pressure, during operation,

is

indicated by the oil pressure gauge on the Admirals Panel

(see page 37).

During normal operation, the oil pressure will range between 35 and 60 psi. At idle speed, the oil pressure

will range between

20 and 35 psi. At the time of cranking, the oil pressure will rise proportionately with speed.

NOTE: A newly started, cold engine can have an oil pressure reading upwards

of

60 psi. A

warmed engine can have an oil pressure reading as

low

as

35

psi. These readings will vary

depending upon the speed at which the engine is running.

Westerbeke Diesel

Engines

60

Engine

Oil

Change

(to

include

IiIter)

1.

Draining the Oil Sump

Remove the oil drain hose from its attachment brack-

et 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

the old oil out. Make sure the oil drain hose is properly secured in its holder after all of the old oil has been drained.

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

prevent serious damage. Call a

competent mechanic should water be present in the

oil. Sea water present in the oil can be the result

of

a

fault in the exhaust system attached

to

the engine

and/or

a siphoning through the sea water cooling cir-

cuit

into the exhaust, filling it up into the engine (refer

to

the installation illustrations on page 26).

2.

Replacement of 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. A small style 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 fil-

ter.

(Oil

or

any

other fluid on the engine reduces the

engine's cooling ability.

Please keep

your

engine

clean.)

Inspect the old oil filter as it is removed

to

make sure that the rubber sealing gasket came off

with the old oil filter.

If this rubber sealing gasket remains sealed against the engine block, gently remove

it.

The replaceable cartridge-type oil filter re-

quires

no

cleaning inside, so it may be properly dis-

posed of.

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 oil filter. Screw the filter

onto

the

threaded oil filter stub, and then tighten the filter firmly

by

hand.

NOTE: Generic filters are not recommended, as the material standards

or

diameters of im-

portant items on generic parts might be entirely different from genuine parts.

Immediately after

an oil filter change and oil fill, run the engine

to

make sure the oil pressure is normal and that

there are

no

oil leaks around the new oil filter.

Westerbeke

Diesel

Engines

3.

Filling the

Oil

Sump

Add fresh oil through the oil filler cap on the valve cover

(refer

to

the photographs

on

pages 6 and 7 for the W

35B, pages 8 and 9 for the W 38B, and pages

10 and

11

for the W 42B for the location

olthe

oil filler cap and lube oil dipstick). After refilling the oil, 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

quanttty

of

oil wtth the lube oil dipstick.

Fill to, but

not

over, the high mark

on

the dipstick, should

the engine require additional oil.

Westerbeke

Diesel

Engines

62

Oil

Filler

Cap

Rocker

(over

Oil

Dipstick

Upper

Li.it

INor

••

l

Leve~l~fl~

__

l~~~~==~~~

----

.. --- 0

il

Li.i

t."r

=====

--.

Crankcase

General

JS TRANSMISSION

(Standard)

The transmission's gear ratio

is

2.47

to

1.

The JS transmission

is

made

of

a lightweight, high-strength, corrosion-resistant aluminum alloy suitable for the marine environment. This manual transmission rotates opposite

to

the engine when

in

forward gear. The JS transmits its power with case-hardened helical gears and, in reverse, an intermediate gear. The reversing process is carried out by a servo double disc system. For safety reasons, the transmission

is

NOT filled with lubricating oil

lor

shipment. Before leaving the factory,

however, each transmission

is

thoroughly tested with oil in the transmission. This testing, among other things,

provides all internal parts with a coating

01

oil. This oil acts as a preservative, providing reliable protection

against corrosion for at

least one year

if

the transmission

is

property stored.

Lubrication

GEAR

BOX

tOH1ROl

LEVER

BEll

flOIlSlltG

OIL

IlRAIH

HOG

(Allen Wrench size

is

6mm)

The JS transmission

is

an immersion-lubricated type. Fill the transmission up to or near the

top

of the

machined notch cut on the dipstick with

SAE

20

W/20 or

SAE

30 weight engine oil exclusively. Multigrade

oils are not

to

be used in this transmission. DO NOT mix grades

of

oil! Lubricating oils may have an

API

specification

of

CC, CD,

SC,

SO,

or

SE.

The oil capacity for the JS transmission

is

approximately 1.0 quart (1.0 liter). Check the oil level daily after

the engine has been warmed and stopped. The

oil level

shOUld

be maintained at the

top

of

the machined

flat on the dipstick when the dipstick is

completely inserted into the transmission housing. Make sure the

two

O-ring gaskets on the dipstick are in good shape. These O-rings will help keep the dipstick in place.

Change the transmission oil after the lirst

30 hours

01

engine operation and thereafter every 250 hours (or

once per

year, minimum). The JS has a 6 mm Allen wrench drain plug for draining the old oil. To make sure

most

of

the old oil will drained from the transmission, run the engine in NEUTRAL for approximately

10

to

15

minutes so the oil may warm and flow better from the transmission. This oil may also be removed

by

insert-

ing a

small tube through the dipstick opening (where the oil

is

added) and attaching a pump onto the tube

so the oil may be sucked out. The operating

oil temperature must not exceed 2500 F

(120

0

C).

63

Wasterbeke Diesel

Engines

Alignment

Misalignment between the transmission's coupling and the propeller shaft's coupling can create serious problems. Make sure the alignment procedures

outlined

in

the "Propeller Shaft Coupling,"

the"

Propeller, "

and

the"

Alignment of the Engine" sections of this manual are followed, pages

24

and

25.

Controls

The only controls required

to

operate the

transmission

is

a single lever remote control

cable. The cable should

be

attached to the gear box lever using the cable bracket supplied with the unit. Both the gear box lever and the remote control lever must

be

in the

NEUTRAL position when the cable

is

at-

tached to the gear box lever. This

allows the

remote cable

an

equal throw distance

to

shift

the

gear

box

into

FORWARD

or

into

REVERSE

from

the NEUTRAL

position

without running out

of

cable. Allow ap-

proximately 1 1/2 inches of cable throw from

the NEUTRAL position on the transmission's

gear box lever to the each of the two drive positions.

NOTE:

lithe

throw distance (or travel)

of the remote cable

is

too short, the

gear box lever cannot

fully engage the

transmission

into

FORWARD

or

REVERSE. In

this

situation,

the transmission's internal clutches will wear prematurely and the transmission may not

properly engage, will

over heat, and eventually

fail.

NOTE:

Excessive throw distance in the

remote control lever is not detrimental

to

the transmission. Note that the position of the remote control lever should align with the NEUTRAL marking on its

bracket when the transmission

is

real-

ly in NEUTRAL.

Weslerbeke

Diesel Engines

64

GEAR

BOX

SHIFT

LEVER

REVERSE

fORIIARD

NEUTRAL

/

Shifting

To

shift the transmission from

NEUTRAL

into

FORWARD,

exert a heavy

push

to the remote control

lever.

A

gentle throw may not carry enough force to actually shift the transmission's internal

gears.

A gentle throw

is

signalled by the transmission not engaging into the desired

drive.

Make

sure

the remote control lever

is

lubri-

cated

at

lease

once

each

operating

season.

Shift

the transmission

while

the engine

is

running

at

1000

rpm

or

below.

CAUTION

NEVER

remove or loosen

the

two-bolt gear box lever cover from transmission.

The

position

of this plate

and

the actuating lever inside of the transmission

has

been

finely adjusted

at

the

factory to ensure

equal

throw distance

of

internal

mechanisms.

Loosening of this cover's

capscrews voids the transmission's warranty.

Sailing Operation The

JS

transmission should

be

left

in

NEUTRAL

while

sailing.

Leaving

the transmission

in

NEUTRAL

while

sailing alleviates unnecessary drag

on

the

vessel

because

the propeller

is

able to

freewheel

(spin).

However,

to lock the propeller shaft

and

to prevent it from rotating, place the transmission into

FORWARD

gear.

Service If

any

seal

on

the transmission

shows

signs

of leaking,

have

the transmission looked

at

by a

qualnied

Wester-

beke

Dealer.

This

problem, especially concerning

the

rear

seal,

Is

often attributed to

an

improper alignment

of the transmission's coupling

and

the

propeller shaft's coupling.

Refer

to the "Alignment of

the

Engine"

sec-

tion of this

manual,

page

24.

Never loosen the gear box lever cover

screws,

except

in

the course of qualified servicing; this upsets critical

adjustments.

Disassembly

olthe transmission

in

the field

is

not recommended. If

an

overhaul

or repair

is

needed,

the work

should

be

done by

Westerbeke

or

an

authorized

Westerbeke

service center. Cooling The

JS

transmission

is

sea

water-cooled.

Sea

water enters the transmission through a stainless

steel

inlet

pipe located

at

the

base

of the

bell

housing.

This

water

helps

to cool

the

transmission's lubricating

oiL

65 Westerbeke Diesel Engines

OPTIONAL TRANSMISSIONS

HBW

100, 150,

150V Transmissions

DIPSTICK/ FIll

PORT

DIPSTICK/FIll

PORT

HBW 150V

HBW 100 and 150

All

HBW

models

turn

right

hand

propellers.

All

HBW

models

have

their

own

oil

sumps

and

dipsticks.

All

HBW

models

use

ATF

lubricant.

All

HBW

models

should

be

shifted

into

gear

in

one

swift

motion

-

not

allowed

to

slip

in

slowly.

Control

Of

Gearbox

1.

The

gearbox

is

sui

table

for

single

lever

remote

control

using

33C

cable.

2.

The

cable

should

attach

at

right

angles

to

the

actuating

lever

using

the

cable

bracket

supplied.

33G CABLE

3.

Both

gear

box

lever

and

remote

lever

must

be

in

neutral

position

when

cable

is

attached

so

that

travel

of

gearbox

lever

will

be

equal

forward

or

reverse.

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.

Westerbeke Diesel Engines

66

A

\

o

-~

o

SHIFTING LEVER

B

"j/

TRANSMISSION

\----C""O'"

o

:r--

O.Smm

Control

of

Gearbox

6.

7.

The

position

of

the

cover

plate

underneath

the

actuating

lever

is

factory

adjusted

to

ensure

equal

lever

travel

from

neutral

to

A

and

B.

DO

NOT

LOOSEN

THE

CAPSCREWS

HOLDING

THIS

ASSEMBLY.

Doing

this

voids

transmission

warranty. Fill

gearbox

with

automatic

tr

ansmission

fluid

to

the

level

indicated

by

the

dipstick

mark.

(See the illustration

to

the right.)

DIPSTICK

TO CHECK

OIL

LEVEL

~

TRANSMISSION IN OPERATION

----

kc.....

II:

I I i

L'l'

.

~

I,

it

~

, ,

VENT

8.

Note

that

to

check

oil

level,

the

dipstick

drops

on

the

housing.

It

does

not

screw

in.

FLUID LEVEL

9.

The

HBW

gear

box

can

be

free-

wheeled

in

Neutral.

To

stop

11

h

f t

t

·

h'l

DRAIN PLUG

prope

er

sat

ro

a

10n

w 1 e

under

sail,

place

the

gear

into

Reverse.

Dipstick

Oil

Levels

NOTE: The transmission is vented through a small hole

in

the dipstick. Keep

this vent cleared.

Each engine

model can be fitted with any

of

the transmissions listed below.

Transmission

HBW

100

HBW 150

HBW 150V

1.5:1

Gear Ratios

2:1 2:1 2:1

2.5:1

These transmissions each have their own

oil

sumps and dipsticks. The HBW transmis-

sion uses Automatic Transmission

Fluid

(ATF)

type A or Dextron

II.

67

Westerbeke Diesel Engines

Warner Hydraulic

Transmissions

SHIFT LEVER

FROM

COOLER

10-13/10-14

1.

CONTROL

LEVER

POSITION

FROM COOLER

(2.10:1 ONLY)

DIPSTICK ASSEMBLY

FROM COOLER

10.1]/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

spr

ing

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

oil

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

contains

oil

before

cranking

or

starting

the

engine.

Westerbeke Diesel Engines

68

Filling and Checking the Hydraulic System

The

oil

level

should

be

maintained

at

the

full

mark

on

the

dipstick.

Check

oil

level

prior

to

starting

engine.

Check

daily

before

starting

engine.

The

hydraulic

circuit

includes

the

transmission,

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

will

be

purged

from

the

system

if

the

oil

level

is

maintained

above

the

pump

suction

opening

while

the

engine

is

running

at

approximately

1500

RPM.

The

presence

of

air

bubbles

on

the

dipstick

indicates

that

the

system

has

not

been

purged

of

air.

New

applications

or

a

problem

installation

should

be

checked

to

make

sure

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.

Starling the 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.

Shifting

Shifts

from

any

selector

position

to

any

other

selector

position

may

be

made

at

any

time

and

in

any

order

if

the

engine

speed

is

below

1000

RPM;

however,

it

is

recommended

that

all

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

properly

locates

lever

in

forward

position. Move

transmission

shift

lever

to

the

extreme

rearward

position

where

the

spr

ing-loaded

ball

enter

s

the

chamfered

hole

in

the

side

of

the

shift

lever

and

properly

locates

it

in

the

reverse

position.

Freewheeling

Under

sail

with

the

propeller

turning,

or

at

trolling

speeds

with

one

of

two

engines

shut

down,

the

design

of

the

gear

maintains

adequate

cooling

and

lubrication.

Attempting

to

place

the

gear

into

forward

or

reverse

while

under

sail

to

stop

propeller

shaft

rotation

will

have

no

effect.

TO

stop

propeller

shaft

rotation

while

under

sail,

a

mechanical

shaft

brake

would

be

needed.

69

Westerbeke Diesel Engines

Cooling Problems

Water

passages

inside

of

the

cooler

will

sometimes

become

clogged,

and

this

will

reduce

cooling

capacity

and

cause

overpressur

ing.

Back

flushing

of

the

cooler

will

sometimes

help

to

flush

the

foreign

material

from

the

cooler

passages.

The

cooler

and

hose

should

be

thoroughly

flushed

or

replaced

in

the

event

a

failure

has

occurred.

Metallic

particles

from

the

failure

tend

to

collect

in

the

case

of

the

cooler

and

gradually

flow

back

into

the

lube

system.

Replace

oil

cooler

to

prevent

contamination

of

the

new

transmission.

Water

hoses

may

collapse

and

reduce

or

completely

shut

off

all

flow

to

the

cooler.

Collapsed

hoses

are

usually

caused

by

aging

of

the

hoses

or

improper

hose

installation.

Hose

installation

should

be

made

with

no

sharp

bends.

Hoses

should

be

routed

so

there

is

no

possibility

for

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

is

possible

for

cross

leaks

to

occur

inside

the

cooler,

permitting

oil

to

flow

into

the

water

or

water

flow

into

the

oil.

Checking

transmission

fluid

levels

at

each

days

use

will

help

spot

such

a

hap-

pening,

undetectable

loss

of

fluid

and/or

emulsified

fluid.

Westerbeke Diesel Engines

70

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

trailer.

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 Checks

Drain

water

freezing

in

collecting.

General Checks

from

transmission

cooler

climates,

oil

cooler.

This

will

prevent

and

prevent

harmful

deposits

from

1.

Check

coupling

alignment

each

time

a

transmission

is

replaced

in

the

boat.

71

Westerbeke Diesel Engines

2.

Check

shift

linkage

adjustment

to

ensure

that

the

transmission

shift

lever

is

positioned

so

that

the

spring

loaded

ball

enters

the

chamfered

hole

in

the

side

of

the

shift

lever.

3.

Connect

an

oil

cooler

into

the

cooler

circuit

before

cranking

or

starting

the

engine.

various

cooler

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

ensure

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.

Westerbeke Diesel Engines

72

Walter V-Drives

Flange Alignment - Direct Coupled Models

Install

the

propeller

shaft

flange

on

to

the

propeller

shaft

and

tighten

the

two

clamping

bolts

on

the

spli

t

hub

(none

on

RV-lOD).

A

self-locking

set

screw

is

pro-

GEAR

SHAFT

vided

for

the

propeller

shaft

flange.

FLANGE

Spot

dr

ill

the

propeller

shaft

and

then

securely

tighten

the

set

screw.

Many

good

installations

are

ruined

by

improper

shaft

flange

alignment.

Accurate

alignment

will

ensure

a

smooth

operating

drive

train

and

eliminate

many

problems

that

arise

due

to

misalignment.

Final

alignment

should

not

be

attempted

until

the

boat

has

been

allowed

to

"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

FEELER

GAGE

CLAMPING

BOLTS

FLANGE

ALIGNMENT

SET

SCREW

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

descr

ibed

above.

The

gap

will

not

change

if

the

propeller

shaft

is

straight.

If

it

increases,

the

shaft

or

flange

is

bent

and

must

be

removed

and

straightened.

Rotate

the

propeller

shaft

flange

in

two

more

1/4

turn

increments

and

repeat

the

procedure.

The

pilot

diameters

must

be

rechecked

to

ensure

that

they

still

engage

freely.

Secure

the

two

flanges

together

with

the

heat

treated

bolts

and

spe-

cial

high

collared

lockwashers

supplied.

Engine Alignment - Independent Models

The

engine

must

be

adjusted

so

that

the

alignment

of

the

flexible

joint

is

within

3'.

An

accurate

steel

rule

should

be

used

for

this

purpose

as

shown

in

the

illustration.

On

short

installations

using

a

flexible

joint

assembly,

the

faces

of

the

flexible

joint

must

be

parallel

within

1/8".

Measure

this

in

at

least

four

places

around

the

diameter

without

rotating

the

assembly.

With

long

installations

using

the

#36

tubular

drive

shaft

(also

on

all

RV-lOD'S)

the

distance

from

the

#33A

spool

adapter

to

the

bores

in

the

universal

joint

which

is

welded

to

the

tubular

shaft

must

be

measured

on

both

sides

of

the

joint.

Rotate

the

shaft

exactly

1/4

of

a

turn

and

measure

to

the

same

joint.

The

four

distances

must

be

equal

within

1/8".

(DO

not

measure

73

Westerbeke Diesel Engines

to

the

joint

end

that

is

on

the

spool

adapter.

This

distance

will

not

"~H',,,,,",,,,,,,

vary

wi

th

misalignment

.-

?'!

~ RI":,~

Z'

Y.'NCO

-lJ'ft[ClIN('

"'''''.

Slnce

the

joint

is

bolted

and

cannot

move.)

Put

the

#31A

alignment

gauge

on

the

machined

diameter

of

the

#24

cover

and

slide

it

com-

pletely

around.

It

will

indicate

how

the

engine

must

be

moved

to

center

the

spline

shaft

in

the

oil

seal.

Re-measure

the

joints

to

see

if

they

are

still

parallel

within

1/8".

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-

cially

if

it

has

rubber

mounts.

Flange Alignmenl - Independenl Models

Install

the

propeller

shaft

flange

on

to

the

propeller

shaft

and

tighten

the

two

clamping

bolts

on

the

split

hub

(none

on

RV-IO).

A

self-locking

set

screw

is

provided

for

the

propeller

shaft

flange.

spot

drill

the

propeller

shaft

and

secure-

ly

tighten

the

set

screws.

All

V-drives

are

supplied

with

3-way

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

properly

absorb

propeller

thrust.

The

mounting

plates

can

be

removed

and

rever:

sed

to

fi

t

wider:

eng

ine

bed

centers.

Before

installing

the

V-drive,

loosen

all

the

nuts

on

the

mounting

brackets

and

check

to

see

that

the

studs

are

in

the

center

of

the

slots.

Re-

ADJUST

I!\,(,

SChEW

/"

LOCKING

NUT

LOOSEN

~

TO

AOJUS T BRACK.[

T5

RV'IO

&.

RV-20

,

MOlJ>jTING

\

HOLE

\

tighten

the

nuts.

place

the

V-drive

on

the

engine

bed,

lining

it

up

Wby

eye"

to

the

propeller

shaft

flange

as

closely

as

possible.

Firmly

bolt

it

down

through

the

holes

provided

in

the

mounting

plates.

Loosen

the

locking

nuts

on

the

adjusting

screws.

Slightly

loosen

the

nuts

on

the

mounting

brackets

just

enough

to

be

able

to

move

the

v-

drive.

Many

good

installations

are

ruined

by

improper

propeller

shaft

flange

alignment.

Accurate

alignment

will

ensure

a

smooth

operating

drive

train

and

eliminate

many

problems

that

arise

due

to

misalign-

Weslerbeke Diesel Engines

74

ment.

Final

alignment

should

not

be

attempted

until

the

boat

has

been

allowed

to

"settle"

in

the

water.

Adj

ust

the

V-dr i ve

until

the

pilot

diameters

of

the

gear

shaft

flange

and

the

propeller

shaft

flange

engage

freely.

Butt

the

flange

faces

together.

Without

rotating

either

flange,

check

with

a

feeler

gauge

in

at

least

four

places

as

shown

in

the

illustration.

If

the

maximum

feeler

gauge

that

can

slip

between

the

flange

faces

at

any

point

is

.003",

the

unit

is

properly

aligned.

If

a

thicker

gauge

can

be

inserted

at

any

point,

the

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

straight.

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-drive

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

FLANGE

ALIGNMENT

Water

and Switch Connections

SET

SCREw

~

.-ADJUSTING

SCREW

/

~/LOCKING

NUT

\

~.

~:;.?

.

"".\.L.OOSEN

SLIGHTLY

/7

,;

TO

ADJUST

~

i

BRACKETS

(.(

a i

MOUNTING

ll~'

.4'"

HOLE

a " 0

.....

p

dP

~7@~

o

\MOUNTING

PLATE

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.

With

closed

cooling

systems,

the

V-drive

should

be

incorporated

into

the

system

between

the

cooler

and

the

suction

side

of

the

water

pump.

Proper

operating

temperatures

are

from

140·

to

ISO'F,

although

safe

operating

temperatures

may

be

as

high

as

210"F.

On

the

models

equipped

with

an

oil

circulating

pump,

the

#49

oil

75

Westerbeke Diesel Engines

pressure

drop

switch

and

the

12

volt

H9A

warning

light

should

be

hooked

up

per

the

wiring

diagram.

The

switch

may

be

grounded

to

any

part

of

the

V-drive

or

engine

(either

terminal

may

be

used

for

the

ground).

Oil Fill

Pullout

the

#21

oil

level

gauge.

Unscrew

the

#12

breather

cap

and

fill

the

V-drive

with

SAE

i30

motor

oil

through

the

#12A

breather

elbow.

On

the

RV-IO

only,

the

oil

may

be

added

by

removing

the

plug

in

the

#60

top

cover.

See

table

below

for

approximate

oil

capaci

ties.

The

amount

varies

with

the

angle

of

installation.

The

oil

level

should

be

checked

wi

th

the

oil

level

gauge

fully

inserted

in

the

unit.

The

proper

level

is

between

the

"H"

and

"L"

marks

on

the

gauge.

Add a 2

ounce

tube

of

Molykote

(molybdenum

disulfide),

which

is

supplied

with

each

V-drive

for

extra

lubrication

and

break-in.

It

provi-

des

protection

against

scoring

or

galling

of

gears,

bearings

and

other

moving

parts.

"12

BREATHER

CAP

(UNSCREW

FOR

Oil

Filll

WATER

LINE

#12A

BREATHER

ELBOW

,\ATER

mAIN

~"

()L

LEVEL

c

GA(£

I

(PULL

UP

TO

J

REM:lVE)

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

capaci

ty

1

pint

2

pints

3

pints

4

pints

4

pints

(Approx.

)

Dealer Preparation

The

propeller

shaft

and

engine

alignment

must

be

checked

and

corrected,

if

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

warning

light

(if

the

V

dd

ve

is

equipped

wi

th

an

oil

circulating

pump)

should

be

checked

for

proper

operation.

Do

not

transport

the

boat

with

the

propeller

shaft

coupling

connected.

Damage

to

the

shaft,

shaft

log

and

V-drive

can

result.

Weslerbeke Diesel Engines

76

Operation

A

pressure

drop

warning

light

is

mounted

on

the

instrument

panel

on

V-drives

equipped

with

an

oil

cir-

culating

pump.

The

warning

light

will

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-dr i ve

(see

illustration),

should

be

checked

for

proper

oper

ation.

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-IO).

The

oil

level

should

be

checked

several

times

during

the

season,

especially

on

V-drives

whitout

pumps

(see

OIL

FILL).

A

clatter

or

rattle

in

the

V-drive

at

low

RPM

is

due

to

the

over-

riding

of

the

propeller

during

the

compression

stroke

of

the

engine.

Although

annoying,

it

is

not

harmful.

It

may

be

reduced

by

adjusting

the

idle

speed

and/or

tuning

up

the

engine

for

smoother

operation.

Maintenance

1.

OIL

CHANGE

AND

JOINT

LUBE

After

the

first

100

hours

of

operation

and

every

season

and/or

500

hours

thereafter,

the

oil

should

be

changed.

Run

the

boat

to

warm

up

the

V-drive

to

operating

temperature.

Turn

off

the

engine.

Remove

the

plug

in

the

#6B

bottom

cover

that

is

opposite

the

#438

oil

strainer.

Reinstall

after

draining.

Disconnect

the

oil

hose

leading

from

the

#438

strainer

(leave

the

elbow

on

the

strainer).

Unscrew

the

strainer

and

clean

the

outside

surface.

Reinstall

the

strainer

and

reconnect

the

oil

hose.

Unscrew

the

two

#22

magnetic

plugs

that

are

located

on

diagonally

opposite

corners

of

the

#lC

main

housing.

77

Westerbeke Diesel Engines

The

plugs

can

be

checked

to

see

if

they

are

magnetic

only

after

removal.

Touch

the

inside

face

with

a

metallic

object,

such

as

a

screwdriver.

Clean

them

and

reinstall.

Usually,

there

are

four

plugs

in

the

bottom

part

of

the

main

housing.

Only

two

of

these

are

magnetic.

The

other

two

need

not

be

removed

(see

illustration).

Refill

wi

th

SAE

30

motor

oil

to

the

proper

level

(see

INSTALLATION - OIL

FILL).

The

Zerk

fitting

on

the

external

uni-

versal

joint

should

be

greased

with

a

light

alemite

lubricant

(see

ENGINE

AL I GNMENT)

•

2.

WATER

DRAIN

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

in

drydock,

the

line-up

of

the

v-drive

to

the

propeller

shaft

flange

and

the

engine

to

the

V-

drive

should

be

rechecked

and

corrected

if

necessary.

Some

engines

with

rubber

mounts

may

sag

and

must

be

raised

with

adjustments

or

shims

for

proper

alignment

(see

"Flange

Alignment"

and

"Engine

Alignment

n)

•

Westerbeke Diesel Engines

78

ENGINE

TROUBLESHOOTING

Introduction

The tables which follow indicate troubleshooting procedures based upon certain problem indicators, the

probable causes

of

the problems, and the recommendations to overcome these problems.

Note that the engine's control system (electrical system)

is

protected

by

a 20-Ampere manual reset circuit

breaker located on the rear lifting bracket.

Problem

Key switch

ON

but

no

panel or

test function.

PREHEAT switch is depressed: no preheat solenoid activation: no

electric fuel pump

or

alternator excitation.

Probable

Cause

1.

Battery OFF.

2.

20

Amp circuit

breaker is tripped.

3.

Loose battery

cable connection.

1.

Faulty solenoid,

connections

or

switch.

2.

Faulty connection

or

tripped

10

Amp breaker

on the

I terminal on the

preheat solenoid.

79

Verffication/Remedy

1.

Turn Battery ON.

2.

Reset the breaker by

pushing in the button.

3.

Check the + connection

to

the starter and the -

connection

to

the ground

stud on the bell housing.

1.

Connection for

12

volts at

S terminal of the solenoid

is.

faulty.

1.

Check the preheat switch.

2.

Check for

12

volts at the

10

Amp breaker. Check

for

12

volts at

fuellifl

pump and at the R terminal on the alternator when the preheat

button

is

pushed.

Westerbeke Diesel Engines

Problem

START

switch is de-

pressed:

no

starter

engagement.

Engine cranks, but does not start.

Failure

to

stop.

Weslerbeke

Diesel

Engines

probable Cause

1.

Connection

to

starter

solenoid faulty.

2.

F aully

START

switch.

3.

Faulty solenoid.

4.

Loose battery

connection.

5.

Low batteries.

1.

Shut-off valve at

fuel tank.

2.

Faulty fueling system.

3.

Air is in the fuel

system.

4.

Fuel pump is

not

operating.

5.

Fuellilters are clogged.

1.

Mechanical Run

linkage is disconnected.

80

Verification/Remedy

1.

Check connection S at the

starter solenoid for 12

volts

with the

SWITch

depressed.

2.

Check switch with an

ohmmeter.

3.

Twelve volts is present

at the

S terminal

of

the

starter

solenoid.

4.

Check battery connections

at both the

+ and - ground.

5.

Check battery charge state.

Low voltage at the

solenoid's

S

terminal with

no

activation.

1. Return shut-off valve

to

ITS

ON

pOSITion.

Now

bleed

the fuel system.

2.

Check

for

fuel

to

engine.

3.

Bleed the fuel system.

Locate the

leak and correct

ff.

4.

Check

pump

operation.

Check

for

12-Volts at pump.

5.

Clean/replace fillers.

1 .

Stop engine

by

manually moving the RUN

linkage

to

STOP.

That failing,

shut

OFF fuel and air.

Problem Engine Stops.

Battery

runs

down.

Probable

Cause

1.

Fuel

starvation.

Fuel

shut-off

is

turned

OFF.

2.

Fuel

pump

is

inoperative.

3.

Water

is

in

the

fuel.

4.

Exhaust

system

is

restricted.

1.

Alternator output

is

low.

2.

Faulty alternator.

the alternator

when

not

operating.

3.

Bad

battery

connections.

81

Verification/Remedy

1.

Check to

see

that the

shut-off

valve

at

the

fuel

tank

is

ON.

2.

Inspect

the

fuel

pump for

12

volt

and

to

see

if

it

is

pumping.

3.

Pump water out

of

the

bottom of

the

fuel

tank(s),

change the

fuel

filters,

and

bleed

the

fuel

system.

4.

Check exhaust

system

for

some type

of

blockage

such

as

carbon buildup

at

the exhaust

elbow.

Check

for a fault

In

the muffler. Check for a collapsed exhaust

hose.

1.

Check drive belt tension.

Perform

an

output check

w~h

a voltmeter at

the

B +

terminal

on

the alternator.

2.

Voltage leak through

3.

Connections

are

corroded or loose at the battery or/and at the

engine.

Westerbeke Diesel Engines

MAINTENANCE AND ADJUSTMENTS

Introduction

This section contains a scheduled preventive maintenance program and several adjustment procedures the

owner/operator can perform without the benefit of sophisticated and expensive

tools and instruments.

Preventive

Maintenance

Perform the preventive maintenance in accordance with the schedules listed

in

the following paragraphs.

Adherence

to

these schedules will ensure the equipment is maintained in the best possible condition and

that it will perform

to

expectations. Those items marked

by

an

asterisk

(*)

are recommended

to

be per-

formed

by

an authorized dealer or distributor.

Daily

(before

each

use)

1.

Check the oil sump level. Maintain the oil level at or near upper level mark on dipstick.

2.

Check the coolant level

in

the plastic recovery tank. Maintain this level at

or

above the level marked

ADD.

3.

Check the transmission's lubricant level, and add additional lubricant as needed.

4.

Visually inspect the unit; check for loose belts, chafed or broken wires, loose brackets and fittings,

damaged hoses,

loose clamps, and other equipment not properly secured. This check should include

the

propeller shaft coupling

to

the transmission's output flange.

5.

Check the fuel supply. Fill tank(s) with a good grade

of

No.2

diesel fuel, if required.

6.

Check the primary filter/water separator. Drain and service as required.

(A

primary filter/Water separator

is

optional, but strongly recommended.)

7.

Check the engine's gauges

or

lights for proper oil pressure, operating temperature, and starting bat-

tery charging

voltage once the engine

is

operating.

8.

Check the alternator's output gauge (if installed) for proper DC voltage.

9.

Check to make sure the propeller shaft

is

securely connected

to

the transmission coupling.

Monthly

Check the condition

of

the zinc anode

in

the heat exchanger's

sea

water circuit. Clean or replace the anode,

as required. Keep the area inside the heat exchanger clean of zinc anode debris.

Westerbeke

Diesel

Engines

82

Servicing

Alter

Initial

50

Hours

01

Operation

1.

Change the engine's lubrication oil and oil filter.

2. Replace the fuel filter element in the electric fuel lift

pump

and in the engine-mounted secondary fuel fil-

ter. Change the fuel filter element and clean the optional filter/water sediment or, H a separator has been installed, and

il

the model type permits cleaning.

*3. Torque the cylinder head bolts.

*4. Adjust valve clearances.

5.

Adjust the alternator and water

pump

drive belt tension, if required.

6. Lubricate the throttle, the RUN linkage cable, and the transmission's remote control cable.

7. Change the transmission's oil.

8. Adjusts the engine's idle speed as needed.

9. Check

to

make sure the propeller shaft is securely connected

to

the transmission coupling.

Servicing

Alter

Every

100

Hours

of

Operation

1.

Change the engine's lubrication oil and oil filter.

2. Adjust the alternator and water

pump

drive belt tension, if required.

3. Check the transmission fluid

or

oil level.

Servicing

Alter

Every

250

Hours

of

Operation

1. Replace the fuel filter elements

in

the electric fuel lift

pump

and in the engine-mounted secondary fuel

filter.

2. Change the transmission's oil.

Servicing

Alter

Every

SOO

Hours

01

Operation

*1. Torque the cylinder head bolts.

*2. Adjust the valve clearances.

3. Drain,

flush, and refill the fresh water cooling system. The illustration on pages 6

to

11

show the heat

exchanger and the zinc anode location. The drain plug

for

the fresh water system is next

to

the zinc

anode.

*4. Check the condition of the starter

motor

drive pinion; lubricate the pinion.

83

Westerbeke

Diesel

Engines

5.

Check the resistance

of

the glow plugs.

(.4

to .6 ohms)

6.

Check the sea water pump for internal wear. Examine the pump's cover, cam, and internal housing.

Replace worn parts as needed. Check for leaks and repair as needed.

NOTE: Items highlighted by

an

asterisk

(*)

should be performed

by

a competent mechanic.

Servicing

Aller

Every 800 Hours

01

Operation

*1. Remove and check fuel injectors.

Injector spray pressure:

1991

psi + 140 psi

(140

kg/cm

2

+

10

kglcm

2

)

Eliminate undesirable injection conditions including

aller dripping.

*2. Check the engine's compression pressure.

Remove each

glow

plug

and

check

each cylinder's compression pressure. The engine's cranking speed is at 280 rpm.

Standard Minimum

POOR

(i~~.

f~~~:

i'r. , ...

4

10104i

....... '

--~dI\

GOOD

455 psi

(32

kg/cm

2

)

369.7 psi

(26 kglcm

2

)

(Maximum difference between cyfinders: 35.5 psi (2.5 kg/cm

2

)

*3. Check the battery-charging alternator for proper operation.

*4. Check the tightness of

bolts, nuts, and clamps.

Servicing

Aller

Every 1000 Hours

of

Operation

1.

Remove, clean, and pressure test the primary heat exchanger.

(A

local automotive radiator shop should

be able to clean and test the heat exchanger.)

NOTE: Operating

in

silty and/or tropical waters may require that a heat exchanger cleaning

be performed more often than every

1000

hours.

*2. Check the injection pump's timing.

Westerbeke

Diesel

Engines

84

Torquing

Cylinder

Head

Bolts

CN

35B THREE Engine)

Tighten the cylinder head

bolts according to the

sequence shown in the illustration shown

to

the right. Make sure the engine is cold when this is done. Before applying the specHied torque

to

the bolt, loosen it 1/4

to

1/2

of

a turn and then apply the torque. Follow this procedure according

to

the numbered sequence shown in

the illustration

to

the right.

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

11

are tightened be-

1ween 79.5

to

86.8Ib-ft

(11

to

12

kg-m).

Bolts # 1,2 and 3 are tightened

be1ween

50.6

to

57.8 Ib-ft

(7

to

8 kg-m).

FRONT

~

OF

ENGINE

0

7

4

0

02

Torquing

Cylinder

Head

Bolts

(W

38B FOUR and W 42B FOUR Engine)

Tighten the cylinder head

bolts according

to the sequence shown in the illustration shown to

the right. Make sure the engine

is

cold when

this is done. Before applying the spec

Hied

torque

to

the bolt, loosen

IT

1/4

to

1/2 of a turn

and then

apply the torque. Follow this proce-

dure according

to

the numbered sequence

shown in the illustration

to

the right.

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

11

are tightened be-

1ween

79.5

to

86.8Ib-ft (1110

12

kg-m).

Bolts # 1,2 and 3 are tightened

be1ween

50.6

to

57.8 Ib-ft (7

to

8 kg-m).

FRONT

OF

ENGINE

~

0

6

14

8

0

10

0

4

0

85

0

5

11

6 8

0

01

03

0

1 5

11

2

1

13

0

3

0

9

0

Westerbeke Diesel Engines

Valve Clearance

Adjustment

rN

35B THREE Engine)

CAUTION

Adjust the valve clearance when the engine is cold.

Valves are adjusted

by

cylinder in the firing order

of

the en-

gine.

Tighten the cylinder head bolts to the

specified torque before adjusting the

valves.

(See page 85.)

1.

Pull off the air breather pipe from the rock-

TO C MA

R K

er cover, and take off the rocker cover

(C

y

li

n d e r

bolts and the rocker cover.

No.3

1

2.

Adjust the valve clearances at TDC (Top Dead Center) for each cylinder when they are on

their

compression stroke (see

below). Remember the engine's firing

\

TOC

MRRK ( Cylinder

Ko.ll

TOC

MARK

(Cylinder

No.2l

order is 1-3·2. You may find that turning the engine's crankshaft

is

more easily accomplished when the

engine's glow plugs are removed before the crankshaft

is

rotated.

A.

Align the timing mark on the gear case with the timing mark on the crankshaft pulley indicated for

cylinder

NO.1 (the one next

to

the three injection timing marks). In this position, the NO.1 cylinder

is

at ks

top

Timing Mark while dead center on ks compression stroke. Check both intake and exhaust

valve clearances for this cylinder.

If the valves have no specified clearance, adjust by means of the ad-

justing screws. Remember

to

align the timing marks properly; if not, the valve may be pushed up

by

the piston, depending on the position of the cam lobe.

Be

sure

to

check the valves for this cylinder -

they both should be closed.

B.

Next the

No.3

cylinder: Turn the crankshaft clockwise

240°

so the TDC mark for the NO.3 cylinder, on

the front crankshaft

pulley, is approximately

at

the position shown in the illustration above.

Now

adjust the intake and exhaust valves for

cylinder

No.3.

Be sure

to

check the valves

for

this

cylinder-they

both should be closed. ADJUST VALVES

TO

0.010

INCHES

(0.25

MMJ

C.

Last

is

the

No.2

cylinder: Turn the crankshaft

clockwise another

240°

to

position the TDC

mark on the crankshaft

pulley approximately at the position shown in the illustration shown above.

Now

adjust the intake and exhaust

valves for cylinder

NO.2.

Be

sure to check

the valves for this cylinder -they both should

be closed.

Adjust each valve's clearance by inserting a

0.010

inch (0.25 mm) feeler gauge between the rocker

arm and the valve stem.

Westerbeke Diesel Engines

86

Valve Clearance

Adjustment

(W

38B FOUR and W 42B FOUR Engines)

CAUTION

Adjust the valve clearance when the

engine is cold.

Tighten the cylinder head bolts

to

the specHied torque before adjusting the valves. (See page 85.)

\.

TDC

MARK

Position

for

Cylinder.

No.1

and

4

1.

Pull off the air breather pipe from the rock-

er cover, and take off the rocker cover bolts and the rocker cover.

\

~'"''

'

2.

Adjust the valve clearances

atTDC

(fop

TOC

MARK

~

Dead Center) for each cylinder when they

Po.

i t

ion

for

are on their compression stroke. Remem- C y 1 i n

d.

r s

berthe engine's firing order

is

1-3-4-2. The

No.2

and

3

engine's valves must be adjusted in this order while the

valves are closed. You

may

find

that

turning

the

engine's

crankshaft

is

more easily accomplished

when

the

engine's

glow

plugs

are

removed before the crankshaft

is

rotated.

CRANKSHAFT

PULLEY

A.

Rotate the engine in the normal direction

of

rotation placing the

NO.1

cylinder at the

top

of

its compres-

sion stroke. The TDC mark on the crankshaft

pulley should be in line with the pointer on the front of the

gear case cover, and the

valves for the No.1 cylinder should be closed.

Now

adjust the intake and ex-

haust

valves for cylinder NO.1.

B.

After adjusting the valves for cylinder No.1, rotate the front crankshaft pulley clockwise 180" so the TDC

mark on the

pulley is positioned approximately in the position shown in the illustration shown above for

cylinder

No.3.

Now

adjust the intake and

exhaust

valves for cylinder NO.3.

C.

Rotate the crankshaft pulley clockwise

another

180" and adjust the valve clearances

for

the Intake and exhaust valves for cylinder

No.4.

D.

Rotate the crankshaft pulley clockwise

another 180" and adjust the valve clearances for the intake and exhaust valves for cylinder NO.2.

Adjust each valve's clearance

by

inserting a 0.010

inch (0.25 mm) feeler gauge between the rocker

arm and the

valve stem.

87

ADJUST

VALVES

TO

0.010

INCHES

(0.25

MMJ

Westerbeke Diesel Engines

Injection

Pump

Timing

Adjustment

(Spill

Timing)

If your engine's fuel injection timing is not property adjusted, the engine will not operate property and will be difficult

to

start. Have the injection pump delivery rate checked by a well-established fuel Injection shop. Ad-

just the injection timing as follows:

NOTE: The fuel shut-off lever must be

In

the RUN posHion while making the adjustment or

no

fuel will flow from the fuel injection pump.

Refer

to

the illustration below when servicing the fuel injection pump. First remove the high-pressure fuel

line from between the No.1 injector and the

No.1

fuel delivery valve holder. Remove the NO.1 fuel delivery valve holder and remove the delivery valve spring beneath the holder. Reinstall only the delivery valve holder and re-attach the high pressure fuel

line

to

the delivery holder. Attach H so that the end that would connect

to

the fuel injector

is

pointing away from the engine. Fuel will flow from this line during the timing check.

Rotate the engine's crankshaft in

Hs

normal direction

of

rotation

to

posi-

tion piston No.1 at the beginning

of

its compression stroke

Move the throttle lever

to

Hs

full open position and operate the electric lift pump.

Slowly rotate the crankshaft

clockwise

(as

viewed

from

the

front), catching the fuel from the No.

1 fuel

line, until the Instant the fuel completely stops flowing (no drips). At this instant, the

230 BTDC timing

mark

on

the

crankshaft

pulley

should be directly aligned

wHh

the

timing indicator on the front of the

gear case (refer

to

the illustrations

on pages 86 and 87).

DELIVERY

VALVE

HOLDER

DELIVERY

VALVE

SPRING

DELIV

VALVE

BAR

R E L

'-::::"':17'TtJt;1

PLUNGER

CONTROL

PINION

PLUNGER

SPRING

7';I"'-::'-~-CONTROL

RACK

TAPPET

If the specified injection timing

(230 BTDC) cannot

be

attained, adjust the timing

by

increasing or decreas-

ing the thickness

of

shim material under the injection pump's mounting flange to change the injection timing

point. Changing the shim thickness

by

0.004 inch

(0.01

mm) changes the injection timing

by

approximately one degree. To advance the timing, decrease the shim thickness, as required. To retard the timing, increase the shim thickness, as required. Refer

to

your engine's Parts List for shim part numbers.

Weslerbeke

Diesel

Engines

88

LAY-UP

AND

RECOMMISSIONING

General

Many

owners rely on their boatyards

to

prepare their cralt, including engines and generators, for lay-up

during

the off-season

or

lor

long periods

of

inactivity. Others prefer

to

accomplish lay-up preparation them-

selves.

The

procedures

which

follow will allow you

to

perform

your

own

lay-up and recommissioning,

or

to

use as

a

check

list

il

others

do

the

procedures.

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

Shall

Coupling

The transmission and propeller half couplings should always

be

opened

up

and

the

bolts removed when-

ever

the

boat

is hauled out of

the

water

or

moved

Irom

land

to

water, and

during

storage in a cradle. The

flexibility

01

the

boat

often

puis

a severe strain on the propeller shalt

or

coupling,

or

both, while

the

boat

is

taken

out

or

put

in the water. In some cases,

the

shalt has actually been bent

by

these strains. This

does

not

apply

to

small boats that are hauled

out

01

the

water when not in use, unless

they

have been

dry

for

a

considerable period of time.

Fresh

Water

Cooling

System

A 50-50 solution

01

antifreeze and fresh water is recommended

for

use in

the

fresh water cooling 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

amountfrom

the engine

block

and

add a more con-

centrated mixture. Operate the engine

to

ensure a complete circulation and mixture of

the

antifreeze con-

centration

throughout

the cooling system.

Now

recheck the antifreeze solution's strength.

Engine

lubrication

System

With rhe engine warm, drain all the lubricating 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

during

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. (Refer

to

the"SYSTEM

SPECIFICATIONS"

section of this manual, page

13

forthe

W 358,

page

16

for

the

W 38B, and page 19 for

the

W 42B.) Use an oii with an

API

specification

01

CC

or

CD. Run

the

engine and

check

for

proper

oil pres-

sure and make sure there are no leaks.

89

Weslerbeke

Diesel

Engines

CAUTION

Do

not

leave

the engine's old lubricating

oil

in

the

sump

over the lay-up period. Lubricating

oil

and

combustion deposits combine to produce harmful chemicals which can reduce the

life of your engine's internal

parts.

Transmission

lubrication

System

Fill

the transmission completely

full

of the

same

oil

that

was

use

during its operating

season.

DO

NOT

mix

grades of

oil.

Filling the transmission immerses the transmission's internal components

in

oil

which protects

them against corrosion during the lay-up period.

Fuel System Top off your

fuel

tanks with NO.2 diesel

fuel.

Fuel

additives should

be

added at this time to control algae

and

condition the

fuel.

Care

should

be

taken that the additives

used

are

compatible with the primary fil-

ter/water separator used

in

the

system.

Change

the element

in

your primary

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

fuel

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.

Sea

Water Circuit

Close

the through-hull

sea

cock.

Remove

the

sea

water intake hose from the

sea

cock.

Place

the

end

of

this hose into a

5-gallon bucket of clean fresh water. Before starting the

engine,

check the zinc anode found

in

the primary heat exchanger

on

the engine

and

clean or replace it

as

required,

and

also clean any zinc

debris from inside the heat exchanger where the zinc anode

is

located.

Clean

the

sea

strainer, if

one

is

in-

stalled

in

the inside of the hull.

Start

the engine and allow the

sea

water pump to draw fresh water through the system.

When

the bucket

is

empty, stop the engine

and

refill

the bucket

wah

an

antifreeze solution slightly stronger than needed for

winter freeze protection

in

your

area.

Start the engine and allow

all

of this mixture to

be

drawn through the

sea

water

system.

Once the bucket

is

empty, stop the engine. This antifreeze mixture should protect the

sea

water circuit from freezing during

the winter lay-up,

as

well

as

providing corrosion protection.

Remove

the impeller from your

sea

water pump

(some

antifreeze mixture will accompany

it,

so

catch it

in

a

bucket). Examine the

impeller. Acquire a replacement, if

needed,

and

a cover gasket.

Do

not replace the

impeller (into the pump) until recommissioning,

but

replace the cover

and

gasket.

Weslerbeke

Diesel Engines

90

Intllke

Manifold and Through-Hull Exhaust

Place a clean clolh, lightly soaked in lubricating oil, in the opening of the intake manifold

to

block the open-

ing. Do

not

shove the cloth out

of

sight. (If it is not visible at recommissioning, and an attempt is made

to

start the engine, you may need the assistance of a servicing dealer.) Make a note

to

remove the cloth prior

10 start-up. The through-hull exhaust part can be blocked

in

the same manner.

Starter

Molor

Lubrication and cleaning of the starter drive pinion is advisable,

if

access

to

the starter permits its easy

removal. Make sure the battery connections are shut off before attempting

to

remove the starter. Take care

in properly replacing any electrical connections removed from the starter.

Cylinder

Lubrication

It is not necessary

to

remove the fuel injectors from the cylinder head

to

squirt light lubricating 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

recommended that this procedure be performed. The light oil in the cylinders will prevent the

pistons rings from sticking

to

the cylinder walls. Make sure you have replacements for the injector and return

line sealing washers.

Spares

Lay-up time provides a good opportunity

to

inspect

your

Westerbeke engine

to

see

ff

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.

Batleries

If batteries are

to

be left on board during the lay-up period, make sure they are fully charged, and will remain

thaI way,

to

prevent them from freezing. If there exists 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 environment.

Recommissioning

The recommissioning

01

your Westerbeke engine after a seasonal lay-up generally follows the same proce-

dures

as

lhose

presented in the "PREPARATIONS

FOR

STARTING" seclion, page 33, regarding preparation

for starting

and normal starts. However, some

of

the lay-up procedures will need

to

be counteracted before

slarting the engine.

1.

Remove the oil-soaked cloths from the intake manifold and from the through-hull exhaust port.

2. Remove Ihe sea water pump cover and gasket and discard the old gasket. Install the sea water pump

impeller removed during lay-up (or a replacement, if required). Install the sea water pump cover with a new cover gasket.

91

Weslerbeke Diesel

Engines

3. Drain the transmission of all oil. Fill the transmission

to

the proper level with the correcttype

of

oil specified

in

your

engine's "SYSTEM SPECIFICATIONS" section of this manual.

IWARNINGI

Wear rubber gloves, a rubber apron, and eye protection when servicing batteries.

Lead acid batteries emit hydrogen, a highly-explosive gas, which

can be ignited

by

electrical

arcing

or

a lighted cigarette, cigar,

or

pipe. Do not smoke

or

allow an open flame near the

battery being serviced.

Shut off all electrical equipment in the vicinity

to

prevent electrical ar-

cing during servicing.

3.

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 that the batteries are

fully-charged.

4. Check the condition

of

the zinc anode

in

the sea water circuit and clean

or

replace the anode as needed.

Note that it is not necessary

to

flush the antifreeze/fresh water solution from the sea water coolant sys-

tem. When the engine is put into operation, the system will self-flush in

a short period

of

time with no ad-

verse affects.

5.

Start the engine in accordance with procedures

in

the "PREPARATIONS

FOR

STARTING" section

ofthis

manual, page 33.

Weslerbeke

Diesel

Engines

92

TABLE

OF

STANDARD

HARDWARE

TIGHTENING

TORQUES

Unless stated otherwise

for

a specific assembly. use

the

following

torque

values

when

tightening standard

hardware.

Pitch

Ib-ft

kg-m

Grnde

4T

6mm

bolt

head/nut

1

2.9 -

5.1

0.4-

0.7

Bmm

bolt

head/nut

1.25

7.2-

11.6

1.0 - 1.6

10mm

bolt

head/nut

1.25

13.7 - .22.4

1.9 -

3.1

10mm

bolt

head/nut

1.5

13.0 - 21.7

1.8 -

3.0

12mm

boll

head/nut

1.25 (ISO)

25.3 - 39.8

3.5 - 5.5

12mm

bolt

head/nut

1.5

25.3 - 39.8

3.5 - 5.5

12mm

bolt

head/nut

1.75

21.7 - 36.2

3.0 - 5.0

13mm

bolt

head/nut

1.5

32.5 -

50.6

4.5 - 7.0

14mm

bolt

head/nut

1.5

36.2 - 57.9

5.0 - 8.0

14mm

bolt

head/nut

2

34.0 - 55.7

4.7 - 7.7

16mm

bolt

head/nut

1.5

54.2 - 79.6

7.5-11.0

16mm

bolt

head/nut

2

51.4-76.7

7.1

-10.6

Grade6T

6mm

bolt

head/nut

1

4.3 -

6.5

0.6 - 0.9

8mm

bolt

head/nut

1.25

10.8 - 15.9

1.5 - 2.2

10mm

bolt

head/nut

1.25

21.7 - 32.5

3.0 - 4.5

10mm

bolt

head/nut

1.5

19.5 - 30.4

2.7 - 4.2

12mm

bolt

head/nut

1.25 (ISO)

36.2 - 57.9

5.0 - 8.0

12mm

bolt

head/nut

1.5

36.2 - 50.6

5.0 - 7.0

12mm

bolt

head/nut

1.75

34.7 - 49.2

4.8 - 6.8

Grade 7T aT a[]d !l.!l

Smm

bolt

head/nut

5.8 - 8.7

0.8 - 1.2

Bmm

bolt

head/nut

1.25

14.5-

21.7

2.0 - 3.0

lOmm

bolt

head/nut

1.25

28.9 - 39.8

4.0 - 5.5

1 Dmm

bolt

head/nut

1.5

26.8 -

37.S

3.7 - 5.2

12mm

bolt

head/nut

1.25 (ISO)

54.2 - 75.9

7.5-10.5

12mm

bolt

head/nut

1.5

50.6 - 65.1

7.0 - 9.0

12mm

bolt

head/nut

1.75

43.4 - 61.5

6.0 - 8.5

13mm

bolt

head/nut

1.5

.57.9

- 86.8

8.0 -12.0

14mm

bolt

head/nut

1.5

72.3 -108.5

10.0 -15.0

14mm

bolt

head/nut

2

68.7 -101.3

9.5 - 14.0

16mm

bolt

head/nut

1.5

108.5 - 166.4

15.0 - 23.0

16mm

bolt

head/nut

2

101.3 - 159.1

14.0 - 22.0

Grade

(;

QapSQ[9W

1/4

UNC

9 -

11

1.2 - 1.5

1/4

UNF

11

-

13

1.5-

1.8

5/16

UNC

18

- 20

2.5 - 2.8

5/16

UNF

21

- 23

2.9 - 3.2

3/8

UNC

28 - 33

3.7 - 4.6

3/8

UNF

30 - 35

4.1

- 4.8

7/16

UNC

44

- 49

6.1

- 6.8

7/16

UNF

50 - 55

6.9 - 7.6

1/2

UNC

68

- 73

9.4-10.1

1/2

UNF

73 -

80 10.1-11.1

93

Westerbeke

Diesel

Engines

Cylinder head bolt

TORQUE SPECIFICATIONS

(M10)

(M12)

50.7 - 57.9

79.6 - 86.8

7.0 - 8.0

11.0-120

(See

the"

Torquing

Cylinder

Head Bolts" section of this manual on page 85.)

Crankshaft pulley nut

108.5 -180.8 20.0 - 25.0

Main bearing

cap

bolt

36.2 - 43.4 5.0 - 5.5

Connecting rod

cap

nut

23.1

- 25.3

3.2 - 3.5

Flywheel bolt -

WITh

separate washers

83.2 - 90.4 11.5 - 12.5

Flywheel bolt - washer attached

95.0 -100.0 13.0

-14.0

Oil pan drain plug

36.2 - 43.4 5.0 - 6.0

Oil filter

8.0 - 9.4

1.1

-1.3

(or tighten firmly

by

hand)

Delivery valve holder (injection pump) 28.9 - 36.2 4.0 - 5.0

Nozzle mounting bolt 10.8

-14.5

1.5 - 2.0

Nozzle holder

and retaining nut 43.4 - 57.9 6.0 - 8.0

Glow plug

10.8

-14.5

1.5 - 2.0

* NOTE: M8 indicates Metric, 8 mm thread diameter

Westerbeke

Diesel

Engines

94

SPARE

PARTS

Since a possibility exists

in

which the engine may need to

be

serviced at

sea

or while

in

a port other than

your home port, certain spare parts should

be

kept

on

board to help minimize delays

in

your voyage.

Please

refer to your engine's Parts List for part numbers when ordering spare parts.

Listed below are those spare parts that should

be

carried

on

board at

all

times.

1.

An

Impeller Kit

2. A

Fuel

System hardware

Kit

3.

An

Electric

Fuel

Lift

Pump Filter and a Secondary

Fuel

Filter.

4.

An

Alternator/Sea Water Pump Belt

5. Hose Clamps

6. A Spare

Oil

Filter with a Spare Quart of

Diesel

Service Engine

Oil

along with a Quart of Transmission

Oil

and a Gallon of Premixed Antifreeze.

Other parts, whose

Ine

expectancy cannot

be

accurately predetermined, should

be

carried

on

board

(in

ad-

dition

to

those listed above) especially if the

vessel

is to

be

taken on long ocean voyages. These parts

are

listed below.

1.

Fuel

Injectors

2. Glow Plugs

3. Cooling System Hoses

4.

An

Alternator

5.

A Starter

6. A 20 Amp

DC

Circuit Breaker

7.

An

Electric

Fuel

Lift Pump

8.

A

Sea

Water Pump

ora

Major Overhaul

Kit

(the pump's part number

is

found

on

the cover of the pump).

9. Battery Terminal Connectors

The

spare parts listed directly above are those

we

recommend

be

carried

on

board during long ocean

voyages. You may wish to ask other boat owners who

have

similar crafts and who

have

completed long

ocean voyages

as

to what spare parts they carried

on

board and what parts were needed at specific times

of the voyage. From the list provided directly above

and

from these inquiries, you can determine what spare

parts may

be

needed.

In

addition, if you are planning a long ocean voyage, consult your local Westerbeke

dealer for a listing of the Westerbeke dealers located

on

your route.

95

Westerbeke Diesel Engines

INDEX

A

Adjustment, Injection Pump Timing ............................................................................................................

88

ADJUSTMENTS,

MAINTENANCE

AND

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

82

Adjustment,

Valve

Clearance

0N

35B

THREE

Engine)

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

86

Adjustment,

Valve

Clearance

0N

38B

FOUR

and W 42B

FOUR

Engines)

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

87

Admirals

Panel

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

37

Admirals

Panel

Control Circutt

DC

Wiring

Diagram #

36844

........................ _ ..............................

50

and

51

Alignment

of

the

Engine

(Installation

Checks)

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

24

Alternator ......................................................................................................................................................

46

Alternator

and

Water Pump

Drive

Belt

Tension

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

55

ANTIFREEZE

CONCENTRATION

DATA.

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

53

Automatic

Alarm

System .............................................................................................................................

31

B

Batteries (Lay-up

and

Recommissioning) ...................................................................................................

91

Battery Specification ...................................................................................................................................

.46

Belt Tension, Alternator

and

Water Pump

Drive

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

55

Bolts,

Engine (Installation

Checks)

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

23

Bolts, Torquing Cylinder

Head

0N

35B

THREE

Engine)

............................................................................ 85

Bolts,

Torquing Cylinder

Head

0N

38B

FOUR

and W 42B

FOUR

Engines)

.............................................. 85

Break-in Procedures,

Engine

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

.41

C

CAUTIONS

SHIPPING ENGINE WITHOUT

ENGINE

OIL ......................................................................

'"

21

LIFTING SUNGS ...................................................................................................................

22

TIGHTENING

THE

EXHAUST ELBOW CLAMP .....................................................................

29

THROUGH-HULL FITTINGS ..................................................................................................

30

PROLONGED ENGINE CRANKING ......................................................................................

39

SHUTTING

DOWN

THE

ENGINE

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

41

PROLONGED ENGINE CRANKING ......................................................................................

44

BATTERY CIRCUIT ...............................................................................................................

46

QUICK-CHARGING

THE

BATTERIES ...................................................................................

46

TESTING

THE

ALTERNATOR ...............................................................................................

46

EXCESSIVE BELT

TENSION

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

55

TRANSMISSION

GEAR

BOX

LEVER

COVER

BOLTS ...........................................................

65

ADJUSTING VALVE CLEARANCES .....................................................................................

86

ADJUSTING VALVE CLEARANCES .....................................................................................

87

LEAVING

OLD

ENGINE

OIL

IN

SUMP

OVER

LAY-UP

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

90

Captains

Panel

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

35

Captains

Panel

Control Circuit

DC

Wiring

Diagram #

36467

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

48

and

49

Change,

Engine

Oil,

(to

include filter) .........................................................................................................

61

Charging Voltage

Test

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

.47

CHECKS,

INSTALLATION

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

21

Westerbeke Diesel Engines

96

Circuit,

Fresh

Water ....................................................................................................................................

52

Circutt,

Sea

Water .......................................................................................................................................

55

Clearance Adjustment,

Valve

0N

358

THREE

Engine) ..............................................................................

86

Clearance Adjustment,

Valve

0N

388

FOUR

and

W 428

FOUR

Engines) ................................................

87

Connecting Pressure Sensing Devices to

Oil

Galleries (Installation Checks) ..........................................

30

CONTENTS,

TABLE

OF

................................................................................................................................ 3

Cooling

(JS

Transmission) ..........................................................................................................................

65

COOLING

SySTEM

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

52

Cooling System (Installation Checks) ........................................................................................................

30

Controls

(JS

Transmission) ........................................................................................................................

64

Coupling, Propeller Shalt (Installation Checks) .........................................................................................

24

Coupling, Propeller Shalt (Lay-up

and

Recommissioning) .......................................................................

89

Cylinder

Head

Bolts, Torquing

0N

358

THREE

Engine) ...........................................................................

85

Cylinder Head Bolts, Torquing

0N

38B

FOUR

and W 42B

FOUR

Engines) .............................................

85

Cylinder Lubrication (Lay-up

and

Recommissioning) ...............................................................................

91

DC

Wiring Diagram #

36844,

Admirals

Panel

Control Circuit .......................................................

50

and

51

DC

Wiring Diagram # 38467, Captains

Panel

Control Circuit ......................................................

48

and

49

DESCRIPTION

OF

INSTRUMENT

PANELS

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

35

Description of Starting System ...................................................................................................................

34

Diesel

Engine,

Understanding the ................................................................................................................ 5

Diesel

Fuel

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

43

DISCLAIMER,

IMPORTANT

PRODUCT

SOFTWARE

.................................................................................. 1

Domestic

HoI Waler ....................................................................................................................................

58

Drain

Hose,

Oil

(Installation Checks) .........................................•...............................................................

30

E

ELECTRICAL

SYSTEM

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

46

Electrical System (Installation

Checks)

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

32

Engine, Alignment of the (Installation Checks) ..........................................................................................

24

Engine Bolts (Installation Checks) ..............................................................................................................

23

Engine Break-in Procedures .................................................•.....................................................................

41

Engine,

Diesel,

Understanding the ............................................................................................................... 5

Engine,

Foundation

lor

the (Installation Checks) ......................................................................................

23

Engine Lubrication System (Lay-up

and

Recommissioning) ....................................................................

89

Engine

Oil

.................................................................................................................................................... 60

Engine

Oil

Change (to include filter) ..........................................................................................................

61

Engine

Oil

Viscosity

(SAE

Number) ........................................................................................................... 60

ENGINE

TROUBLESHOOTING

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

79

EqUipment,

Inspection of .............................................................................................................................. 2

Exhaust Back-Pressure

(Installation

Checks)

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

27

Exhaust Elbow Installation (Installation Checks) .......................................................................................

29

Exhaust System (Installation

Checks)

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

26

Exhaust System Failures (Installation Checks) ..........................................................................................

28

91

Westerbeke Diesel Engines

F

FORWARD

...................................................................................................................................................... 2

Foundation for the Engine (Installation

Checks)

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

23

Fresh

Water Circuit ......................................................................................................................................

52

Fresh

Water

Cooling System

(Lay-up

and

Recommissioning) ........................................................ , .........

89

Fuel,

Diesel

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

.43

Fuel

Filters

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

.43

Fuel

Filter

Elements,

Replacing ...................................................................................................................

44

Fuel

Injection Pump ....................................................................................................................................

.45

Fuel

System

(Installation

Checks)

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

31

Fuel

System

(Lay-up

and

Recommissioning) .............................................................................................

90

Fuel

System,

Priming the ............................................................................................................................

.44

FUEL

SYSTEM

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

43

G

GENERAL.

...................................................................................................................................................... 5

GENERAL

SPECIFICATIONS W 35B

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

12

GENERAL

SPECIFICATIONS W 38B

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

15

GENERAL

SPECIFICATIONS W 42B

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

18

H

HARDWARE

TIGHTENING

TORQUES,

TABLE

OF

STANDARD

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

93

Head

Bolts, Torquing Cylinder

(W

35B

THREE

Engine)

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

85

Head

Bolts, Torquing Cylinder

(W

38B

FOUR

and W 42B

FOUR

Engines)

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

85

Hose,

Oil

Drain

(Installation

Checks)

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

30

Hot

Water,

Domestic ...................................................................................................................................

58

Hydraulic Transmissions, Warner ...............................................................................................................

68

IMPORTANT

PRODUCT

SOFTWARE

DISCLAIMER

.................................................................................... 1

INDEX

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

96

Injection

Pump,

Fuel

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

.45

Injection Pump Timing Adjustment .............................................................................................................

88

Inspection of Equipment ............................................................................................................................... 2

INSTALLATION

CHECKS

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

21 INSTRUMENT

PANELS,

DESCRIPTION

OF

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

35 Intake Manifold

and

Through-Hull Exhaust (Lay-up

and

Recommissioning) ............................................

91 Intake

System,

Sea

Water (Installation

Checks)

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

31

J

JS

Transmission ...........................................................................................................................................

63

Weslerbeke Diesel Engines

98

Westerbeke 35B THREE, 38B FOUR, 42B FOUR Operator's Manual

Specifications and Main Features

Frequently Asked Questions

User Manual