Westerbeke 63B FOUR, 71B FOUR, 108C SIX, 82B FOUR, 108B SIX Operators Manual And Installation Manual

OPERATOR'S MANUAL

AND

INSTALLATION GUIDE

WESTERBEKE

63(B)&(C)

FOUR

108(B) & (C) SIX

MARINE DIESEL

Publication #038922

- 71B

ENGINES

Edition

November 1994

FOUR

Three

- 82B

FOUR

-

OPERATOR'S

MANUAL

AND

INSTALLATION

GUIDE

WESTERBEKE

63(B)&(C)

FOUR

- 71B

FOUR

- 82B

FOUR

-

108(B) & (C)

SIX

MARINE

DIESEL

ENGINES

Publication #038922

Edition

Three

November 1994

SAFETY PRECAUTIONS

The

following symbols appear

in

this manual to call

attention

to

and emphasize conditions potentially

dangerous to the operator.

II

WARNING

II

The

above symbol is

used

in

the manual to warn of

possible serious personal injury or loss of life.

I CAUTION I

The

above symbol is used

in

the manual

to

caution

personnel of possible damage to equipment. Read

the manual carefully and thoroughly before at-

tempting

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

equipment. Make

sure your clothing is dry, not damp (particular-

ly

shoes), and keep your skin surfaces dry when

handling electrical equipment. Remove wristwatch and

jewelry when working

on

electrical 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

gen-

erator may

result if this

is

not done.

Be

extremely careful when working

on

electrical components. High voltage can cause injury or death.

• Exhaust Gases Are Toxic Ensure that the exhaust system is adequate to

expel gases discharged from the engine. Check exhaust system

regularly for leaks and make sure the ex-

haust

manifolds are securely attached and no warp-

ing exists.

Be

sure

the unit and its surroundings are well-ven-

tilated.

• Use Extreme Care When Handling Engine

Fuel

(A constant danger

01

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 Modjfy the

Fuel

System

Be

sure all fuel supplies have a positive shut-off

valve. Be

certain fuel line fittings 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.

Extinguishers rated

ABC

by the NFPA

are

ap-

propriate for

all 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-ex-

plosive

gas, which can be ignited by electrical ar-

cing or by 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 arcing during servicing.

• Avoid Moving Parts Do not service the unit while the unit

is

running;

if

a

situation 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

physically incapacitated by fatigue.

FOREWORD

Thank you for selecting a

Westerbeke

marine

product for your

use.

We

at

Westerbeke

are

pleased

to

have

you

as

a customer.

Read

this

manual

carefully

and

observe

all

of the safety precautions indicated. Operating

procedures, periodic preventive maintenance procedures, installation

checks,

system

descriptions

and

minor adjustment procedures

are

included

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.

Product Software Disclaimer

Product software of

all

kind; such

as

brochures, drawings, technical

data,

operator's

and

workshop

manuals,

parts lists

and

parts price

lists,

and

other 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 responsible for the content of such software, makes no warranties or representations with respect thereto, including the accuracy, timeliness or completeness thereof, and will in no event be liable for any type of damages

or

injury incurred in

connection with, or arising out of, the furnishing or use

of

such software.

For

example,

components

and

subassemblies incorporated

in

Westerbeke's prodUcts

and

supplied

by others (such

as

engine blocks,

fuel

systems

and

components, transmissions, electrical

components, pumps

and

other products)

are

generally supported

by

their manufacturers with

their

own

software,

and

Westerbeke must depend

on

such

software for

the

design of Westerbeke's

own product software.

Such software 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 suppliers, must not

and

cannot

be

relied

upon exclusively

as

the definitive authority

on

the respective product. It not only

makes

good

sense

but

is

imperative that appropriate

representatives of Westerbeke or the supplier

in

question

be

consulted to determine the accuracy

and

currency of the product software being consulted by the customer.

1

Westerbeke Diesel Engines

Warranty Procedures

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 performance.

If,

within

60

days

of

submitting the Warranty Registration Form for your unit, you

have

not

received a Customer

Identification

Card,

shown

below,

registering your warranty,

please

contact

the factory

in

writing with model information, including the unit's

serial

number

and

commission

date.

Unit 1.0. Plates

"""" .["IRBE!.!

COR'ORllI0~

I'O~

1~1M1~IJL

PllII<

uo~

....

ona

'---(~'ff:-

Mall To:

CUSTOMER IDENTIFICATION

••••

~.;.h

II

Mopl. ~ .....

Udo

•.

U 12134

10,,,

..

"llI!1

s..

.•

""._"

Customer Identification

Card

For future service, repair or warranty

reference,

Westerbeke suggests that you

fill

in

the blank

spaces

in

the diagram below with the information from your machine.

-

o 0

•

MODEL

SPEC AVON MA USA

SER.NO..

Unit 1.0. Plates

Westerbeke Diesel Engines

2

Section

FOREWORD GENERAL

INFORMATION

MODEL

PHOTOS

TABLE

OF

CONTENTS

63B

FOUR

GENERAL

SPECIFICATIONS

63B

FOUR

SYSTEM

SPECIFICATIONS

71B

FOUR

GENERAL

SPECIFICATIONS

71B

FOUR

SYSTEM

SPECIFICATIONS

82B

FOUR

GENERAL

SPECIFICATIONS

82B

FOUR

SYSTEM

SPECIFICATIONS

108B

SIX

GENERAL

SPECIFICATIONS

108B SIX

SYSTEM

SPECIFICATIONS

INSTALLATIONS & INSTALLATION

CHECKS

EXHAUST

SYSTEM

RAW

WATER

INTAKE

SYSTEM

OPERATIONS -CAPTAIN'S

PANEL

-

ADMIRAL'S

PANEL

PREPARATIONS

FOR

STARTING

PROCEDURE

STOPPING

PROCEDURE

ENGINE

BREAK-IN

PROCEDURES

FUEL

SYSTEM

DC

CONTROL

CIRCUIT

WIRING

DIAGRAM:

#36467 #36844 #39144

COOLING

SYSTEM

LUBRICATION

SYSTEM

TRANSMISSIONS

HBW & HSW -HURTH BORG

WARNER

WALTER

V-DRIVE

ENGINE

TROUBLESHOOTING MAINTENANCE & ADJUSTMENTS LAY-UP & RECOMMISSIONINGIWINTERIZING TABLE

OF

STANDARD

HARDWARE

TORQUE

SPECIFICATIONS

SPARE

PARTS

Page

1

4

6

14

15

17

18

20 21

23 24

27 34 38

40 42

45 46

49

50

51

56 58 60

62 68

70 70 79

85

90 92 97 100 101 102

GENERAL INFORMATION

Introduction

This

manual

contains the equipment operating procedures

as

well

as

additional information

needed

to help the operator

keep

the marine 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 equipment 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

preventitive maintenance

as

a

gasoline

engine.

The

most important factors are proper ventilation

and

proper maintenance

of

the

fuel

lubricating

and

cooling

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 specifically 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

injection pump

and

fuel

injectors.

The

diesel engine does differ from the gasoline

engine;

however,

in

its handling

and

firing

of

fuel.

The

carburetor

and

ignition systems

are

done away with

and

it their place

are

two

components

- the

fuel

injection pump

and

the

fuel

injectors.

Protecting Your Investment

The

five

most important steps to insure long engine

life

are:

1.

Proper installation.

In

particular, the use of

an

anti-siphon break to preclude

raw

water intrusion into the engine

via

the exhaust elbow

is

essential.

2.

Avoid Overcranking. This

can

fill the engine with

raw

water .

3.

Change the lubricating

oil.

4.

Maintain the cooling system.

5.

Winterizing your Westerbeke product.

Ordering Parts Whenever

replacement parts

are

needed,

always provide the generator model number designation

(Le.

63B

FOUR),

engine

serial

number,

and

generator

serial

number

as

they appear

on

the

data

plates

located

on

the exhaust manifold

and

on

the generator

end.

You

!111.§1.

provide

us

with this information

so

we

may properly identify your generator

set.

In

addition, include a

complete part description

and

part number for

each

part

needed

(see

the separately furnished

Parts

List).

Also,

be

sure

to insist upon Westerbeke factory packaged parts

because

"will fit"

or generic parts

are

frequently not

made

to the

same

specifications

as

original

eqUipment.

Westerbeke Diesel Engines 4

General Information (continued)

Note that component locations

in

the

manual

are

referenced

from the front

of

the engine which

is

the pulley/drive belt

end.

(The

flywheel/generator

end

is

the

rear

end.)

Left

and

right

sides

are

deteremined

by

the engine; imagine straddling the engine

and

facing

in

the

same

direciton

as

the front of the engine: the left side

is

at your

left,

the right

side

is

at your

right.

Westerbeke generator

sets

are

thoroughly checked

and

given a

final

run

under various load

conditions before leaving the factory. Test running the generator

ensures

dependable operation,

long service I

ite,

and

a satisfied

owner.

Care at the factory during assembly

and

thorough testing

have

resulted

in

a Westerbeke diesel

engine-driven generator capable of

many

thousands

of

hours of dependable

service.

However,

what the manufacturer cannot

control

is

the manner or location

the

generator

is

installed

in

the

vessel

or the manner

in

which the unit

is

operated

and

serviced

in

the

field.

That

part

is

up to the buyer/owner-operator.

5 Westerbeke Diesel Engines

::;;

"

~

ci-

"

~

"

t::l

fi'

i:E.

i":l

'"

.0

s·

"

~

'"

70'

Exhaust

Elbow

Zinc

Anode

Domestic

Water

Heater

(Return)--

__

Instrument

Panel

Connection

___

Transmission

Shift

Lever

Fresh

Water

Coolant

Fill

Optional

DC

Charging

Alternator

Domestic

Water

Heater

Connection

(To)

63

B FOUR

Lube

Oil

Drain

Hose

Adjustable

Engine

Isolator

-..j

~

;;

~

?i

\:)

;S"

~

l'l

"

""

S"

il

Optional

Refrigeration

Compressor

\

Top

Engine

Fuel

Injection

Pump

Alarm

Oil

Pressure

Sender

Oil

Fill

Preheat

Solenoid

Lube

Oil

Dipstick

Starter

with

Solenoid

inc

Anode

Domestic

Water

Heater

(Return)

Instrument

Panel

Connection

/

,

Battery

Ground

Connection

Transmission

Cooler

Adjustable

Engine

Isolator

Lube

Oil

Cooler

Transmission

Drain

~

t>

~

ci-

t>

,...

'"

~

[

trI

"

'!S.

"

'"

~

00

Domestic

Water

Heater

Connection

Fuel

Manual

Primer

Preheat

Solenoid

________

Zinc

Anode

Domestic

Water

Heater

(Return)-

Heat

Exchanger

Marine

Transmission

(To)

Fresh

Water

Fill

Cap

71 B FOUR

Optional

Refrigeration

Compressor

Optional

DC

Alternator

'-0

::::

"

~

;:).

"

~

c

;;.

~

i"j

"

".9.

"

~

Optional

Refrigeration

Compressor

Fuel

Lift

Pump

Lube

Oil

Drain

Hose

Oil

Pressu

re

Switch

Lube

Oil

Cooler

Air

Intake

Silencer

Fuel

Manual

Primer

Lube

Oil

Dipstick

/

Fuel

Filter

inc

Anode

Domestic

Water

Heater

(Return)

Starter

with

Solenoid

Pressure

Sender

Lube

Oil

Filter

~

ci-

"

?:

I:;

[

M

::l

OQ

S·

~

-

o

Exchanger

Air

Bleed

Petcock

70°

Exhaust

Elb

Domestic

Water

Heater

(Return)

Instrument

Panel

Connection

Transmission

Shift

Lever

Domestic

Water

Fresh

Water

Unit

I.

D.

Plate

DC

Charging

Alternator

Raw

Water

Pump

Lube

Oil

Drain

Hose

(To)

Adjustable

Engine

Isolator

Starter

with

Solenoid

82

B FOUR

-

~

"

d-

"

:r.-

"

l:'

;;0

~

t'l

=

1J,S.

=

&l

Fuel

Lift

Pump

Fuel

Injection

Pump

Top

Engine

Oil

Fill

Adjustable

Engine

Isolator

f

Oil

Pressure

Sender

Preheat

Solenoid

Lube

Oil

Filter

Secondary

Fuel

Filter

Zinc

Anode

Domestic

Water

Heater

(Return)

Fresh

Water

Block

Drain

Plug

Transmission

Cooler

Transmission

Drain

• F

~

do

"

~

o

[

l'1

"

..

5"

I;;

-

IV

Domestic

Water

Heater

(To)

90'

Exhaust

Elbow

Exchanger

Air

Bleed

Petcock

Transmission

Cooler

Transmission

Dipstick

Transmission

Vent

Transmission

Drain

Plug

Fresh

Water

Fill

Cap

Starter

with

Solenoid

108 B

SIX

Top

Engine

Oil

Fill

Cap

Lu

DC

Charging

Alternator

Oil

Drain

Hose

~

w

::::;

~

'"

;:).

'"

:>:'

"

I:;)

;;.

~

1'1

"

".9.

1:

'"

Top

Engine

Oil

Fill

Cap

Water

Temperature

Alarm

Switch

Water

Temperature

Sender

Fresh

Water

Circulating

Pump

Adjustable

Engine

Isolator

Lube

Oil

r

Secondary

Fuel

Filter

Oil

Pressure

Sender

Fuel

Lift

Pump

20

A

DC

Circuit

Breaker

Zinc

Anode

Domestic

Water

Heater

(Return)

Instrument

Panel

Connection

il

Pressure

Alarm

Switch

63(B) & (C)

Four

Marine

Diesel

Engine

General

Specifications

Engine Type

Governor

Valve Mechanism

Combustion Chamber

Bore

& Stroke

Piston Displacement

Firing

Order

Direction

of

Rotation

Maximum Torque (at

2900 rpm)

Compression Ratio

Compression

Pressure

Valve Seat Angle

Valve Clearance (engine cold)

Dimensions

Inclination

Dry Weight

Engine

Speed

Fuel Consumption

Westerbeke Diesel Engines

Diesel, four-cycle, fresh water-cooled, vertical, in-line

(63

hp at 3600 rpm maximum)

Integral

of

the injection pump, mechanical flyweight type.

Overhead

Swirl chamber type

3.50 x 3.51 inches (88.9 x 89.9 mm)

134.8 cubic inches (2.21 liters)

1-3-4-2

Clockwise, when viewed from the front

93

Ib-ft (10.92 kg-m)

21:1

427 psi

(30.0 kg/cm') at 200 rpm

Intake

45° Exhaust 45°

Intake 0.12 inches (OJ mm) Exhaust

0.012 inches (0.3 mm)

Height: 25.30 inches (642.6 mm) Width: 21.19 inches (538.2 mm) Length: 38.75 inches (984.3 mm)

Continuous

14° Temporary 25° (not to exceed 30 min.)

611

lbs

(192 kgs)

Idle speed:

750 - 1000 rpm

Cruising speed:

2500 - 3000 rpm

1.2

US

gph (4.5 Iph) running

at

2500 rpm (approximate)

when the propeller allows 3600 rpm at full open throttle

while underway

in

forward gear.

14

63(B) & (C)

Four

Marine

Diesel Engine

General

Specifications

(Continued)

Fuel

System

Fuel

Injection

Pump

Injection Timing

Nozzle

Injection

Pressure

LiftPump

Fuel Filter (on engine)

Air Cleaner

Air Flow (engine combustion)

(engine cooling)

Cooling

System

General

Operating Temperature

Fresh Water

Pump

Sea

Water Pump

No.2

diesel oil (cetane rating

of

45

or higher)

Diesel KIKI Mechanical Governed

OOTDC

Throttle type

1920 psi (135 kg/cm

2

)

12

volt plunger type

Spin-on (replaceable)

Metal screen type-cleaner

140 cfm (3.9 cmm) at 3600 rpm 250 cfm (7.0 cmm)

Fresh water-cooled block, thermostatically-controlled

with

sea water exchanger system.

170 -

1900 F (77 - 88

0

C)

Centrifugal type, metal impeller, belt-driven

Positive displacement, rubber impeller, gear-driven

Sea Water Flow,

at

3600 rpm 12.0 gpm (45.4 Ipm) approximate

(measured before discharging into

exhaust elbow)

System Capacity (fresh water)

Lubrication

System

General

Oil Filter

Sump Capacity

Operating

Oil Pressure

Oil

Grade

10

U.S. qts. (9.9 liters)

Pressure feed, rotor type, driven

by

spiral gears from

camshaft

Full flow, paper element, spin-on type

5.3

U.S. qts. (5.0 liters) not including filter

30 - 60 psi (2.1 - 4.2

kg/cnl)

at maximum engine rpm and

at normal operating temperature.

API specification CC or

CD

15

Westerbeke Diesel Engines

63(B) & (C) Four Marine Diesel Engine General Specifications

(Continued)

Electrical

System

Starting Battery

Battery Capacity

Starter Motor

Starting Aid

DC No-Load Current

Cold Cranking Current

Alternator

Regulator

Transmission

General

Gear Ratio

(Standard)

Propeller Shaft,

Direction

of

Rotation

Propeller Recommendations (using standard transmission 2.7:1 reduction)

Lubricating Fluid

Transmission

Sump Capacity

Exhaust

Exhaust elbows

Hose

Size

Westerbeke Diesel Engines

12-

Volt, ( - ) negative ground (recommended)

300 - 400 cold cranking amp (CCA)

12-volt, 1.6KW, solenoid, actuated shift reduction geared

Glow plugs

100

Amps at

U.S

volts (3000 rpm, min)

280 - 300 Amps at

10

volts (250 rpm, min)

12-volt DC,

50

Amps

Internal regulator, built into alternator

(Hurth

Standard Transmission) Case-hardened helical gears,

with servo-operated multiple disc clutch

2.7:

I

Right handed - standard transmission

20 D x

14

P-2 blade or

18

D x

16

P-3 blade.

Propeller should allow the engine to reach its full rated RPM

(3600

+ 000 - 100) at full open throttle while underway

A TF - type A or

DeA1ron

II

0.79

U.S. qts (0.75 liters approximate)

(Fill to

"Full" mark on dipstick)

90'

Elbow,

45'

Elbow and Exhaust riser

2 inch I.D. hose

16

71

B Four Marine Diesel Engine General Specifications

Engine Type

Governor

Valve

Mechanism

Combustion Chamber

Bore &

Stroke

Piston Displacement

Firing Order

Direction of Rotation

Maximum Torque

(at

2200

rpm)

Compression

Ratio

Compression

Pressure

Valve

Seat

Angle

Valve

Clearance

(engine cold)

Dimensions

Inclination

Dry Weight

Engine

Speed

Fuel

Consumption

Westerbeke

Diesel Engines

Diesel,

four-cycle, four-cylinder, fresh water-cooled,

vertical,

in-line

(71

hp at

3600

rpm

maximum)

Intergral

of

the injection pump, mechanical

flyweight type

Overhead

Swirl

chamber type

3.50 x 4.0

inches

(88.9 x 101.6

mm)

154.0

cubic inches

(2.5

liters)

1-3-4-2

Clockwise, when

viewed

from the front

118

Ib-ft

(16.31

kg-m)

21:1

427

psi

(30

kgJcm

2

)

at

200

rpm

Intake 45', Exhaust 30'

Intake

0.012

inches

(0.3

mm)

Exhaust

0.012

inches

(0.3

mm)

Height:

26.9

inches

(684.2

mm)

Width:

22.2

inches

(563.6

mm)

Length:

39.5

inches

(1003.3

mm)

Continuous 14', Temporary 25'

(not to

exceed

30

min.)

652

Ibs

(295.9

kgs)

Idle

speed:

750 -1000

rpm

Cruising

speed:

2500 -3000

rpm

1.4

U.S.

gph

(5.2

Iph)

running at

2500

rpm

(approximate) when the propeller allows

3600

rpm

at

full

open throttle while underway

in

forward

gear.

17

718 Four Marine Diesel Engine System Specifications

Fuel System

Fuel

Injection Pump Injection Timing Injectors Injection

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 Operating

Oil

Pressure

No.

2 diesel

oil

(cetane rating of

45

or

higher)

Diesel

KiKi

mechanical governed

0°

TOC

Throttle type

1920

psi

(135

kg/cm

2

)

12

volt - plunger type Spin-on type (replaceable) Metal

screen type - cleanable

160.4

cfm

(4.5

cmm) at

3600

rpm

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 10

gpm

(37.8

Ipm)

approximate

11.5

U.S.

qts

(10.9

liters)

Pressure

feed,

rotor type, driven

by

sprial gears

from camshaft Full

flow, paper element, spin-on type

6.3

U.S.

qts

(6.0

liters) not including filter

30 -60

psi

(2.1 -4.2

kg/cm

2

)

at maixmum engine

rpm

and at normal operating temperature

Oil

Grade

API

specification

CC

or

CD

18

Westerbeke Diesel Engines

71

B Four Marine Diesel Engine System Specifications

(continued)

Electrical System

Starting

Battery

Battery Capacity

Starter Motor

Starting

Aid

DC

No-Load Current

Cold

Cranking Current

Alternator (Standard)

Regulator

Transmission

General

Gear

ratio (Standard)

Propeller Shaft Direction of Rotation

Propeller Recommendations (using

standard transmission

2.7:1

reduction)

Lubricating

Fluid

Transmission

Sump

Capacity

Exhaust

EI

bow

Exhaust

Hose

Size

Westerbeke Diesel Engines

12-Volt,

125

AH,

(-)

negative ground

(recommended)

(150

A-H

cold

areas)

125 -155

(Ampere-Hours)

12-Volt,

1.6KW,

solenoid, actuated shift

red

uction gear

Glow plug

100

Amps at

11.5

Volts

(3000

rpm,

min.)

250 -300

Amps at

10

Volts

(250

rpm,

min.)

12-Volt

DC,

50

Amps

I nternal regulator, built into alternator

(Hurth Standard Transmission) Case-hardened helical gears, with a servo-operated multiple disc clutch.

2.7:1

Right handed - standard transmission

20

D x

14

P - 2 blade or

20

D x

12

P - 3 blade

propeller should allow

the engine to

reach

its

full rated

RPM

(3600 + 000 -100)

at

full

open

throttle while underway

in

forward

gear.

A

TF

- type A Dextron

II

0.79

U.S.

qts

(0.75

liters) approximate

70' elbow

2 inch

I.

D.

hose

19

82B

Four Marine

Diesel

Engine

General

Specifications

Engine Type

Governor

Valve

Mechanism Combustion Chamber Bore

& Stroke

Piston Displacement Firing

Order

Direction of Rotation Maximum Torque

(2200

rpm)

Compression

Ratio Compression Pressure Valve

Seat

Angle

Valve

Clearance

(engine cold)

Dimensions

Inclination

Diesel,

four-cycle, four-cylinder, fresh water cooled,

vertical, in-line

(82

hp at

3600

rpm

maximum)

Integral

of

the injection pump, mechanical flyweight

type

Overhead Swirl chamber type

3.74 X 4.13

inches

(95 X 105

mm)

18.2

cubic inches

(2.977

liters)

1-3-4-2

Clockwise,

when

viewed

from the front

147

Ib-ft

(20.4

kg-m)

21

:1

427

psi

(30

..

0 kglcm

2

)

at

200

rpm

Intake 45', Exhaust 30'

Intake

0.012

inches

(0.3

mm)

Exhaust

0.012

inches

(0.3

mm)

Height:

27.3

inches

(694.0

mm)

Width:

23.3

inches

(590.6

mm)

Length:

38.8

inches

(985.8

mm)

Continuous 14' Temporary 25' (not to exceed

30

min.)

Dry Weight 678

Ibs

(307.5

kgs)

Engine

Speed

Idle

speed:

750-1000

rpm

Cruising

speed:

2500-3000

rpm

Fuel

Consumption

1.6

U.S.

gph

(6.1

Iph)

running at

2500

rpm

(approximate) when the propeller allows

3600

rpm

at

full

open

throttle while underway

in

forward gear

20

Westerbeke

Diesel Engines

82B Four Marine Diesel Engine System Specifications

FUEL SYSTEM

Fuel

Injeciton Pump

Injection Timing

ilnjectors

Injection Pressure

Lift Pump

Fuel

Filter (on engine)

Air Cleaner

Air Flow (engine combustion)

(engine cooling)

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)

LUBRICATING SYSTEM

General

Oil

Filter

Sump Capacity

Westerbeke Diesel Engines

No. 2 diesel

oil

(cetane rating of

45

or higher)

Diesel

Kiki

0"

TDC

(Static Timing)

Throttle

1920

psi

(135

kg/cm

2

)

12

Volt plunger tyupe

Spin-on (replaceable)

Metal

screen type - cleanable

189.5

cfm

(5.3

cmm) at

3600

rpm

250 cfm

(7.0

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, belt-driven

14

gpm

(53

Ipm)

approximate

21

13

U.S.

qts

(12.3

liters)

Pressure

feed,

rotor type, driven by sprial gears from

camshaft

Full

flow, paper element, spin-on type

6.3

U.S.

qts

(6.0

liters) not including filter

82B Four Marine Diesel Engine System Specifications

(continued)

Operating

Oil Pressure

Oil Grade

ELECTRICAL SYSTEM

Starting

Battery

Battery Capacity

Starting Aid

Starter Motor

DC

No-Load Current

Cold Cranking Current

Alternator

(Standard)

Regulator

TRANSMISSION

General

Gear Ratio (Standard)

Propeller Shaft

Propeller

Recommendations

(using strandard Transmission

2.0:1

reduction)

Lubricating

Fluid

Transmission Sump Capacity

EXHAUST

Exhaust Elbow

Exhaust Hose Size

30-60

psi (2.1-4.2 kg/cm

2

)

at maximum engine

rpm

and at normal operating temperature

API

Specification

CC

or

CD

12-Volt,

125

A-H,

(-)

negative ground (recommended)

(150

A-H

cold areas)

125-155 (Ampere-Hours)

Glow plugs

12-Volt,

3.0KW,

solenoid, actuated shift, reduction gear

100

Amps at

11.5

volts

(3000

rpm, min.)

250-300 Amps at

10

Volts

(250

rpm, min.)

12-Volt

DC,

51

Amps

Internal regulator, mounted on alternator

(Hurth Standard Transmission) Case-hardened helical gears, with servo-operated multiple disc clutch

2.04:1

Right handed - standard transmission

20

D X

12

P-2

blade or

20

D 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

in

forward gear

ATF-type A or Dextron

II

0.79

U.S.

qts

(0.75

liters) approximate

700 elbow

2 inch

I.D.

hose

22

Westerbeke

Diesel Engines

l08(B)

& (C) Four Marine Diesel Engine General Specifications

Engine Type

Governor

Valve Mechanism

Combustion Chamber

Bore

& Stroke

Piston Displacement

Firing Order

Direction

of

Rotation

Maximum Torque (at

2900 rpm)

Compression Ratio

Compression Pressure

Valve Seat Angle

Valve Clearance

(engine cold)

Dimensions

Inclination

Dry Weight

Engine Speed

Fuel Consumption

Diesel, four-cycle, fresh water-cooled, vertical, in-line

(108

hp at 3600 rpm maximum)

Integral

of

the injection pump, mechanical flyweight type.

Overhead

S~rlchambertype

3.62 x 3.40 inches (91.9 x 101.6 mm)

247.2 cubic inches (4.05 liters)

1-5-3-6-2-4

C1oc~se,

when viewed from the front

1881b-ft

(26.0 kg-m)

21:1

427 psi (30.0 kg/em') at 200 rpm

Intake

45° Exhaust 30°

Intake 0.12 inches (0.3 mm)

Exhaust

0.012 inches (0.3 mm)

Height: 29.3 inches (742.9 mm)

Width: 26.9 inches (682.6 mm)

Length: 53.3 inches (1353.8 mm)

Continuous

14° Temporary 25° (not

to

exceed 30 min.)

9321bs (422.8 kgs)

Idle speed:

750 - 1000 rpm

Cruising speed:

2500 - 3000 rpm

2.1

US

gph

7.91ph) running at 2500 rpm (approximate) when

the propeller allows

3600 rpm at full open throttle while

underway

in forward gear.

23

Westerbeke Diesel Engines

l08(B)

& (C)

Four

Marine

Diesel Engine General Specifications

(Continued)

Fuel

System

Fuel

Injection Pump

Injection Timing

Nozzle

Injection Pressure

Lift Pump

Fuel Filter (on engine)

Air Cleaner

Air Flow (engine combustion)

(engine cooling)

Cooling

System

General

Operating Temperature

Fresh Water Pump

Sea Water Pump

No.2

diesel oil (cetane rating

of

45

or higher)

Diesel KIKI Mechanical Governed

oomc

Throttle type

1920 psi (135 kg/cm')

12

volt plunger type

Spin-on (replaceable)

Metal screen type-cleaner

257 cfm (7.9 cmm) at 3600 rpm 250 cfm (7.0 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

Sea Water Flow, at 3600 rpm 14.0 gpm

(53

lpm) approximate

(measured before discharging into

exhaust elbow)

System Capacity (fresh water)

Lubrication

System

General

Oil Filter

Sump Capacity

Operating

Oil Pressure

Oil Grade

Westerbeke Diesel Engines

16

U.S. qts. (15.1 liters)

Pressure feed, rotor type, driven

by

spiral gears from

camshaft

Full flow, paper element, spin-on type

11.9

U.S. qts. (11.3 liters) not including filter

30 - 60 psi

(2.1

- 4.2 (135 kg/cm') at maximum engine rpm

and at normal operating temperature.

API specification

CC

or

CD

24

l08(B) & (C)

Four

Marine

Diesel Engine

General

Specifications

(Continued)

Electrical

System

Starting

Battery

Battery Capacity

Starter Motor

Starting Aid

DC No-Load Current

Cold Cranking Current

Alternator

Regulator

Transmission

General (Hurth

Standard Transmission)

Gear Ratio

(Standard)

Propeller Shaft,

Direction

of

Rotation

Propeller Recommendations

(using standard transmission 2.7:1 reduction)

Lubricating Fluid

Transmission

Sump Capacity

Exhaust

Exhaust elbows

Hose

Size

12-

Volt, ( - ) negative ground (recommended)

400 - 500 cold cranking amp (CCA)

12-volt, 1.6KW, solenoid, actuated shift reduction geared

Glow plugs

100 Amps at

11.5 volts (3000 rpm, min)

250

- 300 Amps at

10

volts (250 rpm, min)

12-volt DC,

50 Amps

Internal regulator, built into alternator

Case-hardened helical gears, with servo-operated multiple disc clutch

2.04:

I

Right handed

- standard transmission

20 D x

12

P-2 blade or

20

D 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

A

TF

- type A or Dextron II

0.79

U.S. qts (0.75 liters approximate)

(Fill

to

"Full" mark on dipstick)

70'

Elbow

3 inch

I.D.

hose

25 Westerbeke Diesel Engines

NOTES

26

Westerbeke Diesel Engines

INSTALLATIONS and INSTALLATION CHECKS

General

Since the boats

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 already well-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;

(1)

ventilation, to

aid

in

cooling

and

to

provide air for engine combustion,

(2)

the

exhaust

system,

to properly discharge

raw

cooling

water, to guiet the exhaust

and

to

expel

exhaust

gas,

(3)

the cooling water supply,

(4)

the

fuel supply,

(5)

the electrical connections

and

(6)

the

transmission/propeller connections.

I

CAUTIoN

I

For safety

reasons,

the engine

is

not filled with lubricating

oil

for shipment. Before leav-

ing the factory, however,

each

engine

and

transmission

is

thoroughly tested with oil.

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

is

properly stored.

Inspection

of

Equipment

The

engine

is

shipped from the factory securely mounted

and

properly crated. Accessory

equipment

is

shipped

in

a separate

small

box,

usually packed within the engine's crate.

Before accepting shipment

of

the

engine from the transportation company, the crate should

be

opened and

the

contents inspected for concealed

damage.

If

eITher

visible or concealed damage

is

noted, you should require

the

delivery agent

sign

"Received

in

damaged

condITion"

on

the

proper delivery receipt. Also check

the

contents

of

the

shipment against the packing list and

make

sure that the proper notation

is

made

if

any

discrepancies exist.

These

noted discrepancies

are

your protection against loss or

damage.

Claims concerning loss or damage must

be

made

to the

carrier, not to Westerbeke Corporation.

Please

note that the engine's installation angle cannot exceed

14'

from the horiziontal

plane.

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.

Westerbeke Diesel Engines

27

!CAUTION

I

Slings must not

be

so

short

as

to place significant stress on the engine's

lifting

eyes.

Strain placed

on

the engine's lifting

eyes

by

the lifting sling

must not

be

in

excess of

10'

from the vertical

plane.

The

general

rule

in

moving engines

is

to

see

that

all

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 accidents by avoiding

haste.

Do not lift the engine by

its

crankshaft

pulley.

In

certain situations

it

may

be

necessary to lift the engine

in

positions other than the horizontal

position. Certain 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

small,

it

is

possible

to reduce,

to

some

extent,

the outside dimen-

10'

sions

of

the engine by removing

external

components such

as

the cooling system's

piping, the heat exchanger, certain filters,

the mounting rails

and

other obstructive

equipment. This

accessory

equipment

should

be

removed

by a competent

mechanic and special care should

be

taken

to avoid damage to any exposed parts.

In

addition, be careful not

to

allow dirt to enter

any

opening created by the

removal

of equipment. Removed parts should be returned

to

their respective position once

the engine

is

in

its installation

area.

Replace

gaskets

as

needed for the parts that

were

removed.

ENGINE

SLING

LIFT

ING

ANGLE

MUST

NOT

EXCEED

10'

LIFTING

EYE

In

case

it

becomes necessary to hoist

the

engine front-end upwards or transmission-end upwards,

the attachment

of

lifting slings must

be

done carefullv to avoid the possibility of damaging

the

parts

on

which the weight of the slings

may

bear.

Special rigging work

is

best done

by

someone

experienced

and

competent

in

handling

heavy

machinery.

Engine

Bolts

Bronze or stainless

steel

hanger bolts of appropriate size

are

recommended for

use

through

the engine's flexible mounts.

Less

preferred

are

lag screws because their hold on the wood

is

weakened every time they

are

moved, whereas the hanger bolts stay

in

position.

If

the

nut

on

top

of

the hanger bolt

is

removed to allow the engine to

be

lifted from

its

resting place, the

hanger

bolt itself

remains

in

place

as a stud.

Consequently, the bond between the hanger bolt

and

the wood or fiberglass

is

not

weakened

by the removal of the nut or the engine.

28 Westerbeke Diesel Engines

Foundation for the Engine

A good engine

bed

contributes much toward the satisfactory operation

of

the

engine.

The

engine's

bed

must

be

rigidly constructed

and

neither deflect nor twist when

it

is

subjected to

the engine's weight or to the pressures that the boat may experience while operating

in

rough

seas.

The

bed

must keep the engine's alignment within one or two thousandths

of

an

inch

of

this position at

all

times.

The

bed

has

to withstand the forward

push

of

the

propeller

shaft which pushes against the thrust washer bearing which finally pushes against the engine's bolts and

bed.

In

fiberglass

hulls,

we

recommend that similar

wooden stringers

as

in

wooden hulls

be

formed

and

fitted, 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 engine and should

be

well-

glassed

to the hull when installed.

GOOD

A

BAD

B

Avoid excessive height,

use

solid

The

temptation to install the engine

on

a pair stringer construction

(A).

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

vibrations.

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/transmission either

ahead

or astern.

The

coupling 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.

29

Westerbeke Diesel Engines

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

Itt

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 boiling

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

water.

Alignment

of

the Engine

The

engine must be exactly aligned with the propeller shaft

in

the proper fashion. No matter

what material

is

used

to build a boat the material will

be

found to

be

flexible to some extent;

hence,

the boat's hull will change

its

shape to a greater extent than

is

usually realized when

the boat

is

launched

and

operated

in

the

water.

Therefore, it becomes extremely important to

check the engine's

alignment at frequent intervals and to correct any errors

when

they appear.

Misalignment between the engine

and

the propeller shaft often creates serious problems which

are

often blamed on other areas suspected

of

causing

the

trouble. Misalignment will

cause

excessive bearing

wear,

rapid shaft wear and

will,

in

many

cases,

reduce the life of the boat's

hull

by loosening the hull's fastenings. A bent propeller

shaft

will

have

the exact effect

as

those

just stated; therefore, a perfectly straight

propeller shaft

is

absolutely necessary. One particularly

annoying result of

misalignment

may

be

leakage of transmission

oil

through the transmission's

rear

oil

seal.

If

oil

is

leaking from this

seal,

check

and

make

sure

that the alignment

is

within

the limits prescribed below.

Never attempt a final

alignment with the boat on land.

The

boat should

be

in

the water and

have

had

an opportunity to assume

its

final water form.

The

best time 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.

Take

plenty of time

in

making this alignment

and

do not

be

satisfied with anything less than

perfect results.

Westerbeke Diesel Engines

30

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,

"\

.993

FEELER

GAGE

"

PROPELLER

\

""

h

~

l

.......

-'

ISTRAIGHT

EOGEI

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).

Engine -Propeller Alignment

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

go'

between

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

go'

increments, checking dimen-

sion A while

in

each

go'

position 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 Testing

alignment again. Usually it will

be

found that

A

SHAFT

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

halves

again at a later time.

Fuel System

The

fuel

system

should

be

installed

in

such a manner

as

to

allow the engine-mounted

fuel

pump to maintain a positive inlet

pressure

to the injection pump under

all

operating conditions.

The

minimum

size

of the

fuel

supply line

and

fuel

return line

is

1/4 inch, inside diameter,

and

there should

be

a primary

fuel

filter installed

between

the fuel tank

and

the

fuel

pump. Only

one

fuel filter

is

installed

on

the

engine,

between

the

fuel

pump

and

the injection pump; this

filter

has

a replaceable filter

element.

The

fuel tank's

fuel

pickup tube should

be

clear and unobstructed. No screens or

gauze

strainers should

be

incorporated

in

the

fuel

pickup tube.

31

Westerbeke Diesel Engines

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.

Ventilation

The

ventilation requirements

of

the engine include the following: combustion air

is

required for

the engine cylinders;

cooling air

is

required for the engine and also for removing the heat

produced during operation;

and

ventilating air

is

required to clear the bilges,

as

well

as

the

compartment

in

which the engine

is

located, of potentially toxic

and

flammable diesel vapors.

Keep

in

mind that hot air

rises,

so

heated

air should

be

removed from the upper

area

of the

engine compartment

and

cool

fresh

air should

be

directed to

the

lower areas

of

the compartment.

Ventilation

should

be

accomplished with the

aid

of blowers especially when the

vessel

is

not

underway.

NOTE:

DO

NOT

use

spring-loaded check

valves

in

the fuel supply line

in

lieu

of

mechani-

cal

shut-off

valves.

This

type

valve

can

create

fuel

starvation problems for the engine's fuel

system.

Fuel

tanks that are located below

the

engine's

fuel

system

level

~

have

their

fuel

return

connection at the tank extending down into

the

tank

in

the

same

manner

as

the pickup tube;

otherwise, air

will

replace fuel siphoning out of the engine's fuel system through the return.

CABIN

COCKPIT

_

___

_

__

-=,14~:.:!CA~x=-.

--=::::"..

HORXZONTAL

PLANE

XNSTRLLATXON

RNGLE

MUST

NOT

EXCEE:D

.1.4'

Please

note that the engine's installation

angle cannot exceed

14'

from the horizontal

Engine Mounting Angle

Make

sure

the

fuel

tank filler

is

property

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

property maintained.

Be

familiar with its

use.

An

extinguisher with

the

NFPA

rating of

ABC

·is

appropriate for

all

applications

in

this environment.

Westerbeke Diesel Engines

32

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

gallery 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

during

engine

operation, lubricating oil will

be

lost

and

internal engine damage

will

result.

When

additional

sensing

devices such

as

switches or sensors

need

to

be

installed that function

on engine oil

pressure,

these devices

~

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

~

be

of

steel

or malleable iron composition.

Brass

must not

be

used

for this application.

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.

I

WARNING

I

Do Not Smoke Near Batteries!

Do

not smoke or allow

an

open flame near the batteries.

Lead

acid

batteries emit hydrogen, a highly-explosive

gas.

Turn off the emergency

switch

in

the battery's positive line.

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

(engine

block).

I

WARNING

I

Protect Yourself When Servicing The Battery

When

servicing the battery or checking electrolyte

level,

wear rubber

gloves,

a rubber apron,

and

eye

protection. Battery acid may splash

on the skin or into the

eyes

inadvertently when removing electrolyte

caps.

Check

level

and

specific gravity of battery electrolyte to ensure maximum engine starting

efficiency.

Make

sure

terminals

are

clean

and

tight.

33

Westerbeke Diesel Engines

Exhaust System

The

exhaust system provides

an

outlet line to vent engine exhaust

gases

out

of

and

away

from the

vessel.

The

system also discharges

raw

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 system from the water injected elbow to the through-hull discharge.

The

exhaust

system

and the

raw

water supply to the exhaust must

be

configured to prevent

the

siphoning

of

raw

water into the exhaust through the

sea

water cooling circuit

and

to prevent the entry

of

raw

water into the exhaust through the

circuIT's

through-hull discharge port.

The

raw

water

supply hose to the exhaust system water injection elbow should

be

routed (looped) a minimum

of

12

inches above the

vessel

water line.

For installations where the exhaust manifold/water-injected exhaust elbow

is

close to or below

the vessel's water

line,

provisions

~

be

made to install a siphon-break or a vent

in

the

raw

water supply hose to the water-injected exhaust elbow.

This

stops the flow of

raw

water that

runs

through the

raw

water cooling system from filling the exhaust

and

engine cylinders when

the engine

is

shut down.

This

raw

water supply

hose

~

be

looped above

the

water line

and

the siphon-break or vent installed in the high point of the loop above the water

line.

This

siphon-break or vent

~

always

be

above the water line during

all

angles of

vessel

operation

to prevent siphoning.

The

vent,

when

used,

~

have

ITS

vent

hose

or tube routed so

it

can

remain

above the water line

and

empty of water when the engine

is

shut down.

This

allows

air to enter through this vent to prevent siphoning.

ENGINE-aboy.

wattr

lin«

1"'

I.

D.

INSULATE

ENGINE

INSTALLATIONS

WITH

EXHAUST

~ANI

~OlOJWAT[R-INJ[CTED

ELBOW

~IHIHU~

OF

G-

INCHES

ABOVE

VESSEL'S

WATER

LINE.

EHGI"(-b~low

w~t,r

..

r"HO

......

"'

....

!'flRT " :13327

WATER

LIKE

HYDRO-HUSH

EN61NE INSTALLATIONS

WITH

EXHAUST

MANI-

FOLD/WATER

INJECTED

ELBOW

AT

OR

BELOW

VESSEL'S

WATER

LINE.

Westerbeke Diesel Engines

34

HYDRO-HUSH

I

48-

MAX.

J

~:Vented

loop

.ust

be

in a IDeation

where

it

will

re.~in

above

the

water

lin.

during

~ll

angle.

of

ves.el

operation.

The

raw

water supply through-hull

sea

cock fittings must

be

of

the

flush-hull type. High-speed

scoop type of fittings should not

be

used

as

they tend to encourage siphoning when

the

vessel

is

under

sail

or being towed. 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

raw

water entry if the through-hull discharge fitting becomes submerged

when

the

vessel

heels

or rolls while under

way.

The

exhaust through-hull discharge fitting must not

be

restrictive,

otherwise

IT

will create unwanted back-pressure

in

the

system.

Exhaust Back-Pressure

The

exhaust discharge

hose

must

be

of

adequate

size

and

minimal

run

to prevent excessive

exhaust back-pressure. Exhaust back-pressure should

be

checked before the engine

is

put into

service. Excessive back-pressure will affect the engine's performance.

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

To measure for back-pressure, use a mercury

manometer, a pressure gauge, or a water column. A boatyard or marine mechanic should

have

a

manometer or a pressure gauge.

A water column

can

be

made by taking a clear

plastic tube

and

taping one

end

of

the

tube along

a yardstick

and

fitting the other

end

of

the tube

with a 1/4 inch

NPT

(National Pipe

Tap)

pipe fitting.

"

..

"

Mercury

Manometer

-Insulation

Exhaust

Elbow

Exhaust

.t:-~.

\

Measure back-pressure at the exhaust elbow when

the engine

is

running at

3600

rpm under

load.

Measuring Back Pressure

Back-pressure,

as

measured by a gauge in-

strument, should not exceed the

following

specifications:

2 inches of mercury 27

inches of water

in

a water column

15.6

ounces

PSI

1.0

PSI

Excessive back-pressure

can

be

caused

by

a

small

diameter exhaust

hose, a small

muffler,

sharp bends

in

the exhaust

hose,

improper

fittings, water pockets,

and

a high volume of

water

in

the exhaust

system

due to the length

of the exhaust discharge

hose.

The

use

of

elbows

and

fittings

in

the exhaust discharge

hose's routing should

be

limited since

these

35

'.

-

Water Column

Westerbeke Diesel Engines

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

insulated to hold

in

the

heat.

EXHAUST ELBOW INSTALLATION

Westerbeke Corporation offers a 45'

and

70'

exhaust

el

bow

as

well

as

an

exhaust riser

that you

can

install

on

your propulsion

engine.

Refer

to

the

instructions below

when

installing

the exhaust elbow you purchased for your

engine.

NOTE:

Fabricated exhaust elbows or risers attached to the exhaust manifold shall not exceed 8 Ibs when unsupported.

1.

Coat only

one

side

of the exhaust gasket

with

"High Tack" (Manufactured

by

Per-

matex Company, Brooklyn,

N.Y.)

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 exhaust elbow against the

ex-

haust manifold's flange so the exhaust

GASKET

CLAMP

45'

Elbow

CLAMP

70' Elbow I

90'

Elbow

manifold's flange

rests

snug against

r------------=~=------------,

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 muffler which

must

be

positioned

below the exhaust elbow.

There

should

be

no loops or

rises

in

(Note - Available for

63B

Four Only)

36 Westerbeke Diesel Engines

the

exhaust

hose

connected between the exhaust elbow

and

the muffler,

as

these would

trap water

and

possibly allow water to flow back into the engine during starting or at shut

down.

4.

Adjust the elbow

by

rotating ~ until the desired alignment with the exhaust piping

is

acquired.

5.

Carefully tighten

the

clamp between 8 to

10

Ib-ft, or

24

to

35

Ib-in, or

0.27

to

0.41

kg-m.

ICAUTIONI

10

Lb-ft Torque Limit

Approach the

10

Ib-ft torque limit with caution.

The

clamp's threads will break

if

more

than

10

Ib-ft

is

applied to the clamp.

6.

When

the engine

is

started for the first time with the

new

elbow, check this

exhaust

manifold/elbow connection for

leaks.

If a leak

eXists,

correct it immediately.

Exhaust

System Failures

When

the engine's

raw

water

is

fed

into

an

exhaust system

so

that the full stream

of

this water

strikes a surface, 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

raw

water inlet

be

positioned

so

that the entering stream

of

raw

water does

not directly strike a

surface.

In

addttion, the velocity of the entering

raw

water stream should

be

as

low

as

possible, which

can

be

achieved

by

having inlet fittings

as

big

in

diameter

as

possible.

I

WARNiNG

I

Carbon Monoxide Gas Is Deadly!

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:.

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.

The

best

protection against carbon monoxide poisoning

is

a daily inspection

of

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,

shut down the unit immediately

and

have

the

system

inspected

and

repaired at once by a

qualified mechanic.

37

Westerbeke Diesel Engines

Make

sure there

are

no unnecessary objects suspended from any portion of the exhaust

lines.

Exhaust risers installed off the exhaust manifold should not exceed 8 Ibs

in

total weight

when

rigidly constructed. Excessive weight could

cause

deflection or distortion of the manifold resulting

in

damage and/or internal leaks. Inspect insulated portions

of

the exhaust system to ensure

there

is

no deterioration of the insulation.

I

CAUTION

I

Do

Not Overcrank!

Prolonged cranking intervals without the engine starting

can

result

in

filling the engine-

mounted exhaust system with

raw

water coolant. This may happen because the

raw

water

pump

is

pumping

raw

water through the

raw

water cooling system during cranking.

This

raw

water

can

enter the engine's cylinders by way of the exhaust manifold once the ex-

haust

system fills. Prevent this from happening by closing the

raw

water supply through-hull

shut-off, drain the exhaust muffler,

and

correct the

cause

for the excessive engine cranking

needed

to obtain a start. Engine damage resulting from this type

of

raw

water entry

is

not

a warrantable

issue;

the owner/operator should keep this

in

mind.

Raw Water Intake System

Make

sure

the intake system (raw 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

raw

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

use

double clamps

on

hose

connections below water

line.

Cooling System

The

engine

is

fresh water-cooled

by

an

engine-mounted heat exchanger.

Raw

water

is

used

as

the

heat exchanger's cooling medium.

Raw

water

is

pumped into the exchanger

by a raw

water pump

and

is

then injected into the exhaust discharge, carrying with

it

the

heat

removed

from the engine's fresh water cooling

system.

Raw

water should

be

supplied to the

raw

water pump through a flush-type through-hull fitting

using a wire-reinforced

hose

between

the

through-hull fitting

and

the

raw

water pump.

This

raw

water should

be

directed through a visual-type

raw

water strainer

and

then delivered to the

pump. Hoses routed from the through-hull fitting to the strainer and to the

raw

water pump

should

be

wire-reinforced to prevent the

hose

from collapsing during the generator's operation

(suction from the pump

may

collapse a non-reinforced

hose).

Raw

water strainers should be

mounted at or below the water line to

make

sure

the

raw

water line remains primed after

shutdown.

Westerbeke Diesel Engines

38

I

CAUTION

I

Do Not Use A Scoop-type Through-hull Fitting

Do not

use

a scoop-type through-hull fitting

as a means

of supplying

raw water to the generator. Water pressure against this type fitting,

while the

vessel

is

under

way,

can push

raw

water past the

raw

water

pump's

impeller into the generator's exhaust

system,

filling it

and

the

engine

as

well.

Flush-type, clear, through-hull fittings are recommended

and

should

be

located on the

hull

so

as

to

be

below the waterline

during

all

angles of boat operation.

The

use

of common-type street elbows

is

not recommended for plumbing the

raw

water circuit.

These

generally

have

very restrictive inside diameters. Machined fittings are preferred.

Coolant Recovery Tank, Recommended

Installation

A coolant recovery tank

kit

is

supplied with

each

Westerbeke diesel engine.

The

purpose of

this recovery tank

is

to allow for engine coolant expansion

and

contraction, during engine

operation, without the

loss of coolant

and

without introducing air into the cooling

system.

This 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. 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.

COOLANT

RECOVERY TANK

PRESSURE CAP

COOLANT

PASSAGE

EXHAUST

MANIFOlD

Coolant Recovery

Tank

Installation

39

Westerbeke Diesel Engines

OPERATIONS

Control Panels

Westerbeke offers two types

of

control

panels

as

optional equipment for the models

in

this

manual.

Read

the instructions that apply to

the

panel

you purchased with your engine.

Captains Panel

This manually-operated control

panel

is

equipped with a

Key

Switch;

an

RPM

gauge;

PREHEAT

and

START

buttons; a instrument test button; three indicator lamps, one for alternator discharge,

one for low

oil

pressure ,

and

one for high

engine

coolant temperature;

and

an

alarm buzzer

for low oil pressure or high water temperature.

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. The key

switch does shutdown the engine

when

the

key

is

turned

OFF.

2.

PREHEAT:

The

PREHEAT

button energizes

the

alternator's regulator, the engine's glow plugs,

and

bypasses the engine's

oil

pressure

alarm

switch. I n addition, this button energizes the

START

button.

40

Westerbeke Diesel Engines

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

addition

to sounding the

alarm

buzzer.

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 water temperature

in

the

fresh

water cooling circuit

rises

to

205'

F.

In

this

event,

the alarm will emit continuous

signal.

NOTE:

The

alarm will sound

when

the

Key

Switch

is

turned

ON.

This

sounding

is

normal for the engines covered

in

this

manual.

Once the

engine starts, and the engine's oil pressure reaches

15

psi,

the alarm

will

silence.

Westerbeke

Diesel Engines

41

Admirals Panel

This manually-operated control

panel

is

equipped with a key switch and

an

RPM

gauge with

an

ELAPSED TIME meter which

measures

the engine's running time

in

HOURS

and

in

1/10 hours. The panel also includes a water temperature gauge which indicates water temperature in

degrees Fahrenheit

(WATER'

F),

an

oil

pressure gauge which measures the engine's

oil

pressure

in

pounds per square inch (OIL

PSI),

and a DC

control circuit voltage gauge which

measures the system's voltage

(VOLTS).

All

gauges

are

illuminated when the

key

switch

is

turned

ON

and

remain

illuminated while the engine

is

in

operation. The panel also contains

two rubber-booted push buttons,

one

for PREHEAT

and

one for START.

1.

Key Switch:

The

Key

Switch provides power only to the instrument cluster.

The

key

switch

does shutdown the engine

when

the

key

is

turned

OFF.

2.

PREHEAT:

The

PREHEAT button energizes the alternator's exciter, the engine's glow plugs,

and

bypasses the engine's protective

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.

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 water temperature

in

the fresh water cooling circuit rises to 205'

F.

In

this

event,

the alarm will emit continuous signal.

42 Westerbeke Diesel Engines

NOTE:

The

alarm

will sound when

the

Key

SWitch

is

turned

ON.

This

sounding

is

normal

for

the

engines covered

in

this

manual.

Once the

engine starts,

and

the engine's

oil

pressure reaches 15

psi,

the alarm

will

silence.

*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

shut down, with the

Key

Switch 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

oil pressure gauge will

fall

to zero when the

Key

Switch

is

turned

OFF.

The

temperature gauge will once again register the

engine's true temperature once

electrical power

is

restored to the gauge.

NOTE:

A separate alarm buzzer with

harness

is

supplied with every

Admiral

Panel.

The

installer

is

responsible for electrically connecting the

buzzer to the four-pin connection on the engine's

electrical

harness.

The

installer

is

also responsible for installing the buzzer

in

a location

will

be

dry

and

where

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.

Automatic Alarm System

High

Water

Temperature Alarm

An

alarm buzzer

has

been

supplied with the instrument

panel.

If

the engine's fresh water

coolant reaches 205° F

(96°

C), this switch

will

close sounding the alarm which will emit

a

continuous

signal.

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 the

alarm.

In

this

event,

the alarm will emit a pulsating signal.

Westerbeke Diesel Engines

43

Description of the 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 combustion 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

ll:UW.

be

depressed for the time specified

in

the

Preheat

Table

(page

46).

Then,

while keeping the PREHEAT button engaged, the START button

is

depressed to crank

the engine.

GLOW

PLUG

NOTE:

The

START switch will not energize unless the PREHEAT button

is

depressed.

When

depressing the preheat switch,

The

glow plugs

in

the cylinder

head

are

activated.

Use

the preheat intermittently to avoid

overheating the glow plugs.

44

Westerbeke Diesel Engines

Preparation For Starting

Take

the steps described below

in

starting your

engine

for the first time or after a prolonged

shutdown or layup.

Fill

your engine with

oil

up to or near the upper limit

on

the dipstick (the installation angle

may

have

an

affect

on

the dipstick

reading). Select readily available lubricating oil with

an

API

specHication of

CC

or

CD

and

an

SAE

number suitable for the

temperature

in

your operating

area.

Fill

the transmission to the FULL mark

on

the dipstick with the correct lubricant.

For the quantities of oil and transmission fluid needed

in

your engine, refer to the

"System Specification" section

of

this

manual.

Fill

the

fuel

tank with a good grade of

No.

2 diesel fuel

and

prime the

fuel

system up to the

engine.

When

returning

and the engine

is

ready to start.

Upper Limit (Normal

Limit

fuel

is

free

of

air,

the engine's

fuel

system

is

bled

Each

unit

is

supplied with a coolant recovery kit (#24977)

as

standard equipment which

!111.l&.

be

installed

and

the following applies:

A.

Remove

the pressure cap from

the

engine's exhaust

manHold,

open the air

bleed

petcock

on

the heat exchanger

and

slowly fill the engine's cooling

system

with a mixture of water

and

antHreeze

suitable for your temperature

zone.

Close the petcock on

the

exchanger

once coolant flows from it.

Operate the engine

and

observe the coolant

level

in

the manifold.

Maintain this

level

to the base

of

the filler

neck.

Once

the

engine

reaches

its

operating

temperature

(170 - 190'

F),

make

sure there

is

no

problem with coolant flow through the

manHold.

Top off the cooling

system

and

install

the pressure

cap.

B.

Make

sure the plastic recovery tank

is

properly mounted

near

the

unit

in

a location where

it

can

be

monitored

and

filled easily.

The

recovery tank should be mounted at manifold

level

or above. For installations that require

it,

the

plastic recovery tank

can

be

mounted

below the exhaust manifold's

level.

C.

Add

coolant to the plastic coolant recovery tank once

you

have

topped off the exhaust

manHold

full right to the filler neck top.

NOTE:

This

is

a closed type cooling

system

and

little or no coolant

should

be

lost from the system. If excessive coolant

is

lost, artifically

pressurize the system

and

inspect for

the

cause.

With

the

manifold filled

and

air expelled, fill the coolant recovery tank

half

full.

Monitor this

recovery tank daily

and

add coolant

as

needed.

Periodically check that

the

manHold

is

full when cold.

Westerbeke Diesel Engines

45

Make

sure the Installation Checks

have

been

made

in

accordance with those specified

in

the "Installations and Installation Checks" section of this

manual.

Starting Procedure

Place

the transmission

in

the

NEUTRAL position

and

advance the throttle to a slightly

open

posITion.

Atmospheric Temperature

Preheating Time

+

41'

F

(+

5'

C)

or higher

Approx.

05

sec.

+

41'

F

(+

5'

C)

to +

23' F (-

5'

C)

Approx. 10

sec.

+

23' F (-

5'

C)

or lower

Approx 15

sec.

limIT

of

continuous

use

30 seconds

before cranking.

Preheat Table

Turn the

Key

SWITch

to the

ON

posITion

(2

o'clock).

Depress

and

hold the PREHEAT switch.

Preheat

according to the table shown above.

This

activates the

fuel

pump

on

the engine

and

will work to

bleed

any air from the engnie's

fuel

system prior to starting.

NOTE:

Air found

in

the

fuel

system prior

to

each

start would

be

the

result of a

leak

in

the

system

or improper

fuel

system plumbing

ie.

supply

to

the engine or

return.

NOTE:

Fuel

tanks that

are

positioned below engine

fuel

system com-

ponents

~

have

the

return

fuel

entered down into

the

tank

via

a

pickup tube to prevent air entry into

the

engine

fuel

system.

While

still depressing the PREHEAT switch, depress the START switch.

As

soon

as

the engine

runs,

release the START

SWITch

but continue to hold the PREHEAT switch depressed for

an

additional 2 - 3 seconds.

This

allows

the

engine to build

up

enough

oil

pressure to close

the

oil pressure shutdown switch

and

allow the engine to continue to

run.

NOTE: Should

the

engine not start when the START switch

is

depressed

for

10 - 12 seconds,

release

both switches

and

wait 30 seconds; repeat

the previous procedure. Never

run

the starter motor for more than 30

seconds at a

time.

46

Westerbeke Diesel Engines

Check

all

the instruments on the

panel

for proper operation

and

make

sure

raw water discharges with the exhaust discharge once the engine starts.

Once the engine

starts,

allow it to

run

for a few minutes to

warm

up

and

stabilize while the engine's instruments

are checked for proper oil pressure

and

battery charging voltage. Never attempt

to engage the starter while the

engine

is

running.

Voltage

Drop

From

Glow

Plug

NOTE:

Some

unstable running

may

occur

in

a cold engine, but this

condition

should smooth out

as

the operating temperature moves into

the

170 -1900 F

(77 -880 C)

range.

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 indicate

defective

glow plugs or a faulty

preheat

circuit (check for loose connections or faulty preheat

solenoid).

I

CAUTION

I

Prolonged cranking can damage the engine!

Prolonged cranking intervals without the engine starting

can

result

in

filling

the

engine mounted exhaust system with

raw

water coolant. This

may happen because

the

raw

water pump

is

pumping

raw

water through

the

raw

water cooling

system

during cranking.

This

raw

water

can

enter

the engine's

cylinders

by

way

of

the exhaust manifold once the exhaust

system

fills. Prevent this from happening by closing the

raw

water supply

through-hull

shut-off, drain

the

exhaust muffler,

and

correct the cause

for

the

excessive

engine

cranking needed to obtain a start. Engine

damage

resulting from this type

of

raw

water entry

is

not a warrantable

issue;

the owner/operator should keep this

in

mind.

Westerbeke Diesel Engines 47

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

sufiicient

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.

4.

Check for oil

and

fuel

leaks,

particularly if signs of such leaks

are

found

on

the bottom

of the engine or

below the

engine.

Start the engine

in

accordance with the "Starting Procedure" instructions found

on

page

46,

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.

Voltage

Across

The

Battery

Terminals

Drops - Make certain that the battery

is

fully charged to

minimize

voltage drop across the battery terminals.

The

Temperature Of

The

Intake Air Is Low And

The

Compression Temperature Does Not

Rise

Enough - Allow the glow plugs to operate sufficiently to

aid

in

starting during the preheat period

whenever 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

46.

48 Westerbeke Diesel Engines

Stopping Procedure

To

stop the engine bring the throttle to a idle position, place the transmission

in

neutral.

Scan

instrument

panel

gauges. Allow the engine to idle for a few moments to stablize temperatures.

Turn the key to the off position. This opens the

DC

circuit to the instrument

panel

and

engine

de-energizing the fuel solenoid

on

the injection pump stopping

fuel

flow from it

and

stopping

the engine.

Fuel Injection Pump

NOTE: Only the 636 Four model

has

a mechanical shut-off

arrn

on

the

outboard side of the injection purnp that can

be

used

to stop the

engine by mechanical

means.

When

this rnode

is

used

the

fuel

solenoid

on

the injection pump

is

disabled

by

removing

the

internal plunger

and

spring frorn the solenoid.

With the engine stopped, turn the

key

switch turned to the

OFF

position

(12

o'clock).

If

the

Key

Switch

is

left

ON,

the battery will discharge.

An

engine alarm buzzer

is

provided to warn

the operator of this condition

(Key

Switch ON).

The

best method of preventing the battery from

discharge

is

to remove the

key

from the

Key

Switch after stopping the

engine.

Westerbeke Diesel Engines

49

Engine Break-In Procedures

Although your engine

has

experienced a minimum of

one

hour of test operations to

ensure

accurate assembly

and

proper operation

of

all

systems,

break-in time

is

required.

The

service

life of your engine

is

dependent upon how

the

engine

is

operated and serviced during

its

initial

50

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 carefully, keeping

in

mind

the following:

1.

Start the engine according to the "Starting Procedure" section found on page

46;

run

the

engine at fast idle while checking that

all

systems

(sea

water pump,

oil

pressure, battery

charging) are functioning.

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.

6.

During the next

25

hours,

the

engine

may

be

operated at varying engine

speeds,

with

short runs at

full rated

rpm.

Avoid prolonged idling during this break-in period.

Breaking-in a new engine basically involves seating

the

piston rings to the cylinder walls.

This

cannot

be

accomplished by long periods

of

running at

Idle,

nor by early running

at

full

rpm.

Idle running may glaze the cylinder

walls,

resulting

in

excessive oil consumption

and

smoky

operation. Excessive 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. (Don't

baby the engine, but do not abuse

it.)

50 Westerbeke Diesel Engines

SYSTEMS

Fuel System

This diagram shows the a typical exploded view of a

fuel

system

for these engines.

REllJRN

10mm BLEED

SCREW

FLEL

FIIJ"ER

Fuel System

Priming the Fuel System (One Bleed Point)

The

on

engine

fuel

system

is

nearly

self

bleeding.

There

is

one

bleed

point

in

the

on

engine

fuel

system

to open for the

removal

of

air.

This

bleed

screw

is

located on the housing for the

spin

on

fuel

filter mounted

on

the

engine.

This

bleed

point

is

an

11

mm

hex/slotted

head

screw

that should be opened

1-2

turns to

remove

air from the upper housing

area

of the

fuel

filter.

Energizing the preheat switch for

10-20

seconds or

by

using the palm of one's hand to slowly

depress

and

release

the primer pump

on

the

top

of

the filter housing will force air

in

this

area

out through this

bleed

point. Once

all

air

is

expelled tighten

the

bleed

screw.

NOTE:

Do

not over tighten this

screw.

When

using the preheat funciton

to

bleed

air from the filter

assembly,

keep

in

mind that the preheat

elements (glow plugs)

are

being

energized.

Take

care not to overheat

them.

Westerbeke Generators

51

Once

the

fuel filter assembly

is

bled

of air

and

the bleed screw tightened

again,

depress the

preheat switch

10-20

seconds or slowly pump the primer on the

fuel

filter housing to force

any

air

in

the

system between the filter housing and the injection pump out of the

system

and

back to the fuel tank through

the

return.

Diesel Fuel

USE # 2 DIESEL FUEL WITH A CETANE RATING OF 45 OR BETTER. NEVER USE KEROSENE

OR

HEAVY OIL.

In

cold weather particularty, water vapor

is

produced by condensation when air

is

present in the

fuel

tank.

Keep

the

fuel

tank(s)

full

and completely free of dirt

and

water.

Fuel Filter/Water Separators

A primary

fuel

filter of the water separating type

l11Lill.

be

installed between the

fuel

tank

and

the

engine.

To remove water

and

other contaminants from the

fuel

before they

can

be

carried

to

the

fuel

system

on

the

engine.

Most installers included with the generator installation package a type of filter/water separator for they

are

aware of the problems contaminants

in

the fuel

can

cause

-all

of which

are

not

warrantable through Westerbeke.

A typical

fuel filter/water separator

is

illustrated

in

this diagram.

This

is

the

Raycor Model

500MA.

Keep

in

mind

that

if

a water separator type filter

is

not installed between the

fuel

supply

tank

and

engine-mounted

fuel

system,

any

water

in

the

fuel

will affect the

fuel

pump, engine

fttler,

and

injection

equipment. The owner/operator is

responsible for making certina

the

fuel reaching the engine's injection equipment

is

free

of impurities. This process

is

accomplished by installing

and

main-

taining a proper filtration/separation

system.

In

addition, any gasoline in

the

fuel

system

will

damage the engine's

fuel

injection pump assembly

and

injectors

as

gasoline does not

have

the

same

lubricating qualities

as

diesel

fuel.

52

IN

Fuel Filter/Water Separator

Westerbeke Generators

If

a filter/water separator

is

not installed between

the

fuel

tank

and

the engine-mounted

fuel

system,

water

in

the

fuel

system

will inhibit proper starts and particles will

pass

on

to the lift

pump's filter, eventually clogging

it

and

pass

on into

the

engine's injection equipment.

Notes on Fuel

System

t?VAANiNGij

Shut off the

fuel

service valve at the engine when servicing the fuel

system.

Take

care

in

catching any

fuel

that

may

spill from within the pump when the

base

is

removed.

DO

NOT

allow any smoking, open

flames,

or other sources

of

fire near the

fuel

system

when

servic-

ing. Ensure proper ventilation exists when servicing the fuel system.

On

the previous page

is

a typical exploded view

of a fuel

system for these generator

engines,

which illustrates the self-bleeding

and

priming system

used

by Westerbeke.

The Westerbeke self-bleeding fuel system

is

automatic

in

operation. While the likelihood of

having to service the

system

at

sea

is

slim,

the possibility does

exist.

Therefore,

we

recommend

that

fuel

system banjo

washers,

injector

seat

washers,

a lift pump filter

and

gasket,

and

a fuel

filter

and

gasket

be

carried on board at

all

times. Purchase

needed

spares from your local

Westerbeke Dealer or Distributor. For example, hardware kit

#32050 will supply miscellaneous

fuel

system sealing washers for the 636 Four engine.

Refer

to the last

page

in

your models

parts list for the kit part number for your specific model.

If

a leak should develop at a banjo washer that cannot be corrected by a simple tightening

of the fitting, replace the

sealing

washers.

The

engine

can

be

started by taking the steps described in the

"STARTING

PROCEDURE"

section

of

this manual.

In

cases

where excessive amounts of air exist

in

the

fuel

system,

bleed the high pressure injector lines. Loosen all these lines at the injectors and crank the engine with the starter

until

fuel

spurts from between the nut and the

line.

Then

tighten the

nuts.

Westerbeke Generators

53

Replacing Filter Elements

After the first

50

hours

of

operation, unscrew

and

discard

the

secondary

fuel

filter

element.

Reinstall a new fuel filter. This same maintenance

is

required of the filter element

in

the fuel

lift

pump.

As

with the secondary fuel filter

element

located on the engine, the

fuel

lift pump's

filter

element needs to

be

replaced.

Make

sure

that the lift pump's gasket

is

changed every

time the filter

is

replaced.

NOTE:

DO

NOT overlook replacing the filter element

in

the

fuel

lift

pump,

as

the fuel

passes

through this filter element before it reaches

the secondary filter.

After the first

50-hour filter

change,

the change period

may

be

increased to

200

hours or once

per season.

MANUAL

PRIMER

TER

GASKET

HET

LIFT

PUMP

SPIN-ON

FUEL

FILTER

The

base of the

fuel

lift pump

has a 17mm

hex

nut affixed to

it.

An

open

end

wrench

can

be

applied

to

this

in

twisting

the

base

off the pump housing to gain access to the filter

ele-

ment.

(Note - fuel

is

present

in

this

area.)

The

spin-on fuel filter's housing

has a 10mm

hex/slotted

bleed

screw

and a palm

operated

manual primer that

can

be

used

in

assisting the bleeding of air from the engine's

fuel

sys-

tem.

54

Westerbeke Generators

Fuel Injection Pump

The

fuel

injection pump

is

one

of

the most important components of the diesel engine

and

thus it calls for the utmost care

in

handling. Futhermore, the fuel injection pump

has

been

thoroughly shop adjusted

and

should never

be

readjusted carelessly.

Such

adjustment, whenever necessary, should be performed at

an

authorized service station

as

a precision pump tester

and

skills

are

required to obtain long

and

satisfactory service from

engine's your injection pump:

A.

Allways

use

#2

diesel

fuel

which

is

free

from impurities.

B.

Clean

and

renew

the

fuel filters

on

a regularty scheduled

basis.

CoNSTRUCTION

OF

"VE"

STYLE

INJECTION

PUMP

Overflow

valve

Tension lever

Regulating

valve

Fuel-cut magnet

Plunger

Westerbeke Generators

55

Captains Panel

DC

Control Circuit Wiring Diagram #36467

page 1

of

2

R

NG

0 GR M

_W_'_'_

'A

A

~

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SAFETY

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BLOCK

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56

AALTE:RNAT

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-,

,

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0

,

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1)

"'

I

I I I

I

lil

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FUEL

SO

LENOID

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(USED 0'<

,

~I

o "t]

.'l

.!':I

---<.

LIFT

PUMP

I

+

Westerbeke Generators

Captains Panel

DC

Control Circuit Wiring Diagram #36467

page 2

of

2

?

12VDC

SCHEMATIC DIAGRAM

o

I

I'------------~f_,

~~"'T

SHorTER

I

l---+--

__

-"~~I>-"~""'""'"~cc,,""--":-->:~~

, I

[

]".

~

lOA

~'~

I

.-J

I

LIFT

!'\iMP

: I

p}----l

: i FU€L

SOWiQlO

I

~----=-=-?--~

o P SNCP.

O.p.s

....

o.~

"

~.

"0

,

n

"

"',

ALARM

START:

I.

TURN

KEY

TO

ON

PQSITlor

•.

THE

ALAl=l.t~

WILL

SOUND.

Oil

PRESSURE

"NO

BATTERY

CHA!=IGE

INOiCATORS

\jILL

LIGHT.

2.PUSH

PREHEAT

SWITCH

FOR

IS

TO

60

SECONDS

AS

REQUIRED, ALARM

WILL

STOP.

3.YHHLE

CONTINUING

TO

PUSH

PAEH[AT

SWITCH,PU5H

THE

START

SWITCH

ALSO.

'"'HEN

THE

E~GINE

STARTS RELEASE

THE

START

SWITCH

ON

LV.

~WHEN

THE

Oil

pqESSURE

INDICATOR

LAMP

GOES

OUT

I:tELEASE THE

PREHEAT

SWITCH.

STOP:

TURN

THE

KEY m THE

OFF

POSITION.

~

I.

THIS

PRODuCT

IS PROTECTED

BY A MANUAL

RESET

CIRCUIT

BREAKER

LOCATED

NEAR

THE

STARTER,EXCESSIVE

Cu"RENT

D"AIN

WILL

CAUSE THE

8REAKE"

TO

TRIF

AND

THE

ENGINE

WILL

SHuT

Dmm.

TI4E

BUILDER/OWNER

MUST

8E

Su"E

THAT

THE

L~STHUMENT

PANEL,WIRING AND ENGINE

AI=lE

INSTALLED

TO

PREVENT

CONTACT

8ETWEEN

ELECTRICI.L

DEVICES AND SALTWATEI=l.

2.AN

ON-OFF

SWITCH

SHOULD

BE

INSTALLED

BETWEEN

THE BATTERY AND STARTER

TO

OISCONNECT THE BATTERY IN

AN

EMERGENCY AND WHEN

lEAVI.'1G

TME

EOAT.

A SWITCH

WITH

A

CONTI"IUOUS

RATING

OF

17':>AMPS

AT

IZVDC

WILL.SERVE

THIS

FUNCTION

THIS

SWITCH SHOULD NOT

6E

USED

TO

MAKE

Un

BREAK

THE

CIRCUIT.

PINK

WI"E

AT

PLUG

l IS UNUSEi"

AND

SHOULD

8E

IfISULATED.

57

Admirals Panel DC Control Circuit Wiring Diagram #36844

page 1

of

2

r-::..

WATER

GLOW

PLUGS

~....,'

TEMP,

~~~~-:'~G

ON

~,

SENDER

NliMBEROF

c:::

~

~I

Q

WATER

TEMP.

SWITCH

liS

#10

RED

cYUNDEPlS

~

I'

CIRCUIT

...."

~

BREAKER

I +

;; i

~

r+

_____

-+

______

--"I'ttlL·~'::'"LC:T."B::L:::UE'___..;.....;...,

PREHEAT D,

...

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fID

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2"

~

SEE

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(:1~~l~--~

----I'

r'

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NOTE

2!

,..' _ PRESSURE

!..s'.J

'1>"7

f'Tl

~

SENDER

CIRCUIT

~.

~"

-,.J

C I BREAKER

12~A

I GROUND

~

STARTER I

TO

ENGINE

BLOCK

GRO~NO

TO

NEUTRAL

ENGINE BLOCK ®

SAFEn'

SWITCH

t I

IUSEDON

SOME

~=~~S·,

__

M"O"O"E=LS:c'

___

-+

__

+--+-h

BATTERY I I

,

I I I

r70iLPRESS

I-WATER'fEMPT-----j---1

I

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_{

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KEY SWITCH VOLTMETER

~CH

SWITCH

, f""---]

\.!b

'''10

Bt"

..

,OBLK

I

L

________

-----------J

58

Westerbeke Generators

Admirals Panel

DC

Control Circuit Wiring Diagram #36844

page 2 of 2

SCHEMATIC DIAGRAM

012VOLTDC

START

SOL

STARTER j

'-~

~

__

~

________

~~~

PREH~SOLI

}I'

I I

~~~,-Gs

__

.......

j

) CB

I 20 A

NOTE:

NEUTRAl

IT

:

•

I

•

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 BETIVEEN ELECTRICAL

DEVICES AND

SALTWATER.

2.

AN ON-OFF SWITCH SHOULD BE INSTALLED BETWEEN

THE

BATIERY

AND STARTER TO D[S·

CQNNECTTHE

BATTERY IN AN EMERGENCY,AND 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.

59

,

.~

~~

BATTERY

Marine Diesel Propulsion Engines Diagram #39144

page 1 of 2

TEST

SWITCH

, , ,

- -

,

, ,

-

,

~

10

,,8

0'"

'1

~

Ol;

"8

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i

PI , II

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---I

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60

,

ADMiRAL

PANEL

CAPTA~~~

?Ar~LL

Westerbeke Generators

Marine Diesel Propulsion Engines Diagram #39144

page 2

01

2

PR(H;:A7

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Westerbeke Generators

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ONLI

61

COOLING SYSTEM

Description

Westerbeke marine diesel engines are designed and equipped for fresh water cooling. Heat produced in lbe engine

by

combustion and friction

is

transferred to fresh water which circulates lbroughout lbe engine

This circulating fresh water cools the engine block and its internal moving parts. The heat

is

transferred

externally from the fresh water to sea water

by

means

of

a heat exchanger, similar in function

to

an

automotive radiator. Sea water flows through the tubes

of

the heat exchanger while fresh water

flows

around lbe tubes; engine heat transferred to the fresh water

is

conducted lbrough the tube walls to lbe sea water which is lben pumped into the exhaust system where finally it 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

lbe 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 following paragraphs.

Fresh

Water

Circuit

NOTE: Refer to paragraphs A and B in this section on the recommended ethylene glycol antifreeze and water mi,,1ure to be used as the fresh water coolant, and for information on filling the fresh water system.

Fresh water

is

pumped through lbe engine

by

a belt-driven circulating pump, absorbing heat from lbe engine. The fresh water coolant circulates lbrough the engine's block absorbing heat, then passes Jbrough lbe lbermostat into the exhaust manifold,

to

lbe heat exchanger where it

is

cooled, and then is returned

to

lbe engine block through the suction side

of

the fresh

water circulating pump. When the engine

is

starred cold, external fresh water flow is prevented

by

lbe

closed lbermostat (allbough some fresh water flow

is

bypassed around lbe thermostat to prevent exhaust

manifold from overheating).

As

lbe engine warms up, the thermostat gradually opens, allowing full flow

of

the engine's fresh water coolant to flow unrestricted

to

the e,,1ernal porrion

of

the cooling system.

A.

Fresh

Water

Coolant (Antifreeze) Mixture.

A freshwater and ethylene glycol antifreeze mixture should be used year-round. Water, when it freezes, expands sufficiently

to

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

of

proper concentration will prevent freezing, reduce boil over and provide corrosion protection.

Use

soft

water

"ith

few

impurities, such as tap water (potable water) or rainwater. Never use hard or

foul

water.

Use

of

hard 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

proper inhibitors

''''ill

cause corrosion within the cooling system. Always use antifreeze which is

compatible with aluminum cooling system components and is made

by

a reliable manufacturer. Never

mix different brands

of

antifreeze. Make sure the engine's cooling system

is

well cleaned before adding

antifreeze. Recommended antifreeze for year round use

is

ZEREX or PRESTONE with rust inhibitors.

In order

to

control the concentration

of

the mixture, mix the antifreeze and freshwater thoroughly before

adding it

to

the cooling system.

ANTIFREEZE CONCENTRATION DATA

Antifreeze

Concentration

%

13

23

30

35 45

50

60

OF

23

14

5

-4 -22

-40

-58

Freezing

Temperature

eC)

( -5) (-10)

(-15)

(-20)

(-30)

(-40) (-50)

- -

A

)0/)0

ethylene glycol mIxture

IS

recommended for year round use even

III

southern areas. MIxtures

below

30%

or above 65% are not recommended.

62

Westerbeke

Diesel Engines

B.

Filling the Fresh Water System

A coolant recovery tank kit

is

supplied with each Westerbeke diesel engine. The purpose of this recovery tank

is

to

allow for engine coolant expan-

sion and contraction,

during

engine operation,

without any significant 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

tt can be easily monitored and where coolant can be easily added if needed. 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 and

the hose spud on the base of the recovery tank. Coolant from the engine, when heated during engine

operation,

wni

expand, lifting the spring-loaded manifold pressure cap, and enter the recovery tank via 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 contraction of the engine coolant, allowing some of the coolant

in

the recovery tank

to

be drawn back into the engine's

cooling system, free of air and without loss. Periodically check that the passage

(Al

between

the

900 fitting on the manifold

and

the

filler

neck

in

the

manifold is clear so coolant can flow

in

etther direction.

Fill

the

fresh

water

system

as

follows:

1.

Remove the pressure cap from the manifold.

FUNCTION

OF MANIFOLD

PRESSURE

CAP

2.

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

to

fill

the fresh water

cooling system.

Note:

Open the air bleed petcock on the heat exchanger

to

help remove air from the

exchanger during filling, close when coolant flow is present.

3.

Start the engine and allow

tt

to

come up

to

tts

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. Add coolant mixture

to

the recovery tank

as

required. Some coolant will be lost through evaporation.

63

Westerbeke Diesel Engines

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.

Sea

Water Circuit

The

sea

water flow

is

created by a positive dis-

placement, neoprene impeller pump.

The

pump

draws

sea

water directly from the ocean through

the

sea

cock

and

sea water strainer and passes the water to the heat exchanger's sea water inlet. The

sea

water

passes

through

the

heat exchanger's tubes, absorbing heat from the fresh water circulating around the tubes. The

sea

water

is

then discharged from the cooling system overboard through the water-injected wet exhaust system.

One

or two zinc pencil anodes are located

in

the sea water cooling circuit within the heat exchanger. (Refer to your model's parts list for quan-

HEW

ANODE

REPLACE REPLACE

Zinc Anode Conditions

CLEAN

OR

REPLACE

tity.)

The

purpose of the zinc anode is to sacrrrice itself to electrolysis action taking place in the sea water cooling

circuit, thereby 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. Zinc anode debris should be cleaned from the area inside of the heat exchanger where the zinc

is

located. If this zinc debris

is

allowed to accumulate, it will block the tube openings through which the cooling sea

water should flow.

Raw Water Pump

The

raw water pump is a self-priming, rotary pump with a non-ferrous housing and a neoprene impeller. The impeller has flexible vanes which wipe against a curved cam plate within the impeller housing, producing the pumping action.

On no account should this pump be run

dry. There should always be a spare impeller and impeller cover gasket aboard (an impeller kit). Raw

water pump impeller failures occur when lubricant (raw water) is not present during engine operation.

Such failures are not warrant-

able,

and

the

operators

are

cautioned

to

make sure raw water

flow

is

present at start-up.

Westerbeke Diesel Engines

EYED

DftlYE

.HA~T

IIEOPJlEIlE

IIiPELLER

RAW

""ATER

PUMP

CURVED

CAlli

PLATE

64

aCPlEWDRIVER

1

....

ELLE"

COYEIII

GASKET

IIiPELLER

COV£R

Alternator and Water Pump Drive Belt Tension

IIWARNINGU

Never attempt

to

adjust the drive belt's

tension while the engine

is

in

opera-

tion.

ICAUTIONI

Excessive alternator and water pump drive

belt tension can cause rapid wear

of the

belt and

red

uce the service life of

the fresh water pump and

alternator

shaft bearings. Excessive slack

or

the

presence of oil on the

belt can cause

belt slipping, resulting

in

high operat-

ing temperature, as

well

as

insufficient

alternator output.

APPROX

Vt-

DEFL.ECTION

\

I

The illustration below shows the basic layout of the cooling system for the models referenced

in

this manual.

FRESH

WATER

~

RAW WATER

~

WATER

II'IJECTfD

f:l90W

65

WATER

TEMPERATURE

SWITCH

EXCHANGER

THERMOSTAT

./

Westerbeke Diesel Engines

Domestic Hot Water

The models refered

to

in

this manual are equipped with connections for the plumbing of engine freshwater coolant

to a domestic hot water heater.

One connection (to) is located on the lower side of the exhaust manifold. The other

connection (return)

is

located

on

the center outer surface of the heat exchanger. Both of these connections

have

square head 1/2

N.P.T.

plugs

in

them

to

plumb a domestic hot water heater into the engine's freshwater system.

Remove both of these plugs and install the appropriate hose nipple 1/2 N.P.T. x

3/41.0.

to

route hose

to

and return

from the domestic water heater.

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.

\

,

"Heat

Exchanger

.

-----.

--

-

---

..

,

~I·'

/

,~

, \

/ " .... I {

.....

/~

HEATER

BELOW

ENGINE

Air

Bleed

PetcQck

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. Tee the remote expansion tank into the heater circuit at the heater connection, choosing the higher of the two for the return. Tee right at the heater and plumb a single line up

to

the tank's location and the other back to the engine's return. Install the remote expansion tank

in

a convenient location such

as

in a sail

locker so the fresh water coolant level can

easily

be

checked. The remote expansion tank will now serve

as

a check and system fill point. The plastic coolant recovery tank is not used when the remote expansion tank kit is installed, since this tank serves the same function.

Westerbeke Diesel Engines

66

The pressure cap on the engine's manifold should be installed once the engine's cooling system is filled with coolant. Finish filling the cooling system from the remote tank once the system is filled and is free of air and exhibits

good coolant circulation. During engine operation, checking the engine's coolant should

be

done at the remote

tank and not at the engine manifold cap. The hose connection from the heater

to

the remote expansion tank should be routed and supported

so

as

to

rise

continuously from the heater

to

the tank, enabling any air

in

the system

to

rise.

\

NOTE:

An

air bleed petcock is located at the top center

of

the engine's heat exchanger.

Open this petcock when filling the freshwater system

to

allow air

in

the exchanger

to

escape. Close tightly once all air is removed.

'~eat

Exchanger

Pressu

re

Cap

is

Rated Lower

than

Manifold

Cap

Metal

Remote

Tank

(Kil#024177)

Heater

Coils Located

Above

Manifold Pressure

Cap

HEATER

ABOVE

ENGINE

67

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

600 F (20

0

C)

or

higher

400 F

(50

C)

- 60

0

F (20

0

C)

400 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

engine.

Oil Pressure

The oil pressure during operation

of

the engine is indicated

by

the oil pressure gauge on the Admiral Panel.

During normal operation. the oil pressure will range between

30

and

60

psi.

At

idle speed. the oil pressure will range

between 15 and

30

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

15

psi. These readings may

also vary depending upon the speed at which the engine is running.

Westerbeke Diesel

Engines

68

Engine Oil Change (to include filter)

1.

Draining the Oil Sump Remove the oil drain hose from its attachment bracket

and lower it into a container and allow the oil to drain, or attach a pump to the end of the drain hose and pump 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.

Raw

water present

in

the oil

can

be the result

of a fault

in

the exhaust system attached to the engine and/or

a siphoning through the raw water cooling circuit into the

exhaust, filling it up into the engine.

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. An automotive filter wrench

should be helpful

in

removing the old oil filter. Place some paper

towels and a plastic bag around the filter when unscrewing

it

to catch any oil left in the filter.

(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 requires no cleaning inside, so

it may be properly

disposed

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

important items

on

generic parts might

be

entirely different from genuine parts. Immedi-

ately

after an oil filter change and oil fill, run the engine for a few minutes to make sure

the oil pressure

is

normal and that there are no oil

leaks around the new oil filter.

3.

Filling the

Oil

Sump

Add fresh oil through the oil filler cap

on

the valve cover (refer

to the photos at the beginning of this manual for

filler cap

location

on

your unit 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 quantity of oil with the

lube oil dipstick.

Fill

to, but not over, the high mark on the dipstick, should the

engine require additional

oil.

69

Top

Oil

Fill

--,..,..."

Rocker

((lver

_~-

Side [Jil

Fill

----'\>0:,.1

Oil

Dip&ticJc

----r-

--

Oil

lower

li.i

t.,..r

::-:--

--:

'._

Crankcase

Westerbeke Diesel Engines

HBW TRANSMISSION

General Information All

HBW

marine transmissions are test-run on a test stand at the factory prior

to

delivery. For safety reasons the oil

is

drained before shipment. Initial Operation Fill

the gearbox with Automatic Transmission Fluid

(DEXRON

II)

as

recommended. The fluid level should be up

to

the index mark on the dipstick

(see

illustration)

To check the fluid level, just insert the dipstick,

do

not screw in. Screw the dipstick into the case after the fluid level

is

checked and tighten. Do not forget the sealing ring under the hexhead of the dipstick.

Operation

of

Gearbox

To

Check Oil

Level

-<!'-

~

..

~

Transmission

in

Operation .

,

, ,

: '

, ,

-'u

Drain Plug

.....

Fluid Level

Dipstick

Oil Level

The

neutral position of the operating lever on the control console must coincide with the neutral position of the

actuating lever on the transmission. Shifting

is

initiated by a cable

or

rod linkage via the actuating lever and an

actuating cam. The completion of the gear changing operation

is

servo-automatically controlled within the gear.

Gear changing should be smooth, not too slow, and continuous (without interruption). Direct changes from forward to reverse are permissible, since the

multiple.<Jisc clutch permits gear changing at high rpm, including sudden

reversing at

top

speeds

in

the event of danger.

Sailing and Moving

in

tow

Rotation of the propeller without load while the boat

is

sailing, being towed, or anchored

in

a river, as well

as

operation

of the engine with the

propeller stopped (for charging the battery), will have no detrimental effects on the gearbox.

Important: When the boat is sailing (engine stopped), the gear lever must

be

in

neutral position. The propeller

is

at

idle and can free wheel.

Locking of the

propeller shaft by an additional brake

is

not required: use the gear lever position opposite your

direction of travel for this purpose. Never put the gear lever

in

the position corresponding

to

the direction of travel

of the boat.

Westerbeke Diesel Engines

70

The gearbox

is

suitable for single lever remote control. Upon loosening the retaining screw, the actuating lever

(see illustration) can be moved

to

any position required for the control elements (cable or rod linkage). Make cer-

tain that the

lever does not contact the actuating lever cover plate: the minimum distance between lever and

cover should be

O.5mm.

The control cable

or

rod should be arranged at right angles

to

the acutating lever in the neutral position of the

lever. The neutral position of the operating

lever on the control console should coincide with the neutral position

of the lever. The neutral position of the operating

lever on the control console should coincide with the neutral

position of the actuating

lever on the gearbox.

The shifting travel, as measured at the pivot

pOint of the actuating lever, between the neutral position and

end

positions A and B should be at least 35mm for the outer and 30mm for the inner pivot point. A greater amount of shift

lever travel

is

in no way detrimental and is recommended.

However,

if the lever travel is shorter, proper clutch engagement might be impeded which, in turn, would mean

preamature wear, excessive heat generation and clutch

plate failure. This would be indicated

by

slow clutch

engagement

or

no engagement at all.

Remote Control Shifting

Cable

Bracket

..

-.

. Neutral

Forward

0 Reverse

A B

\ /

Transmission Cover Plate 0 0

Shifting Lever

Shifting Lever Hub

Cover

Plate Hub

~,

Transmission Shifting Positions

The position of the cover

plate underneath the acutating lever

is

factory-adjusted

to

ensure equal lever travel

from neutral position

to

A and

B.

If this side shift cover

is

removed

or

in anyway tampered with, the transmission warranty will be void. Authorized

Hurth personnel

only

may adjust

or

remove this cover.

71

Westerbeke Diesel Engines

When installing the gearbox, make certain that shifting

is

not impeded

by

restricted movability of the Bowden

cable or rod linkage,

by

unsuitably posITioned guide sheaves,

too

small a bending radius, etc.

I n order to mount a support bracket for control cable connections use the two threaded holes

M8 X 12

deep lo-

cated above the shift cover on

top

of the gear housing. Reference parts list.

Maintenance Transmission Fluid To

ensure trouble-free operation of the clutch only use Automatic Transmission Fluid

(ATF)

, (DEXRON II).

Fluid Quantity

HBW

360 HBW 360 A HBW

450 HBW

630

When filling gearbox with fluid, proceed as follows:

- fill with fluid quantity from above chart.

1.5

Itr (plus quantity of cooling device)

1.4

Itr (plus quantity of cooling device)

2.0 Itr (plus quantity of cooling device)

2.5

Itr (plus quantity of cooling device)

-

run

engine until pipes and cooling device is filled with fluid.

-

refill fluid quantity up

to

the index mark on the dipstick.

Fluid Change Change the fluid for the first time after about 25 hours of oepration, then at intervals of at least one year. Attention: When changing fluid,

also drain cooling device, clean it if necessary.

Checking

the

Bowden

Cable

or

Rod Linkage

The

Bowden cable

or

rod linkage should be checked at shorter time intervals. Check the neutral position of the

operating lever (on the control console) and

to

the acutating lever (on the gearbox) on this occasion. The minimum

lever travel from the

neutral

pOSITion

to

operating

pOSITions

(O-A = O-B)

should be 35mm for the outer and 30mm

for the inner pivot point. Make certain that these minimum values are safely reached. Check the cable

or

rod linkage

for easy movability. Connection

of

Gearbox

with

Propeller

We

recommend a flexible connection between the gearbox and the propeller shaft if the engine is flexibly mounted,

in

order to compensate for angular deflections. The installation of a special propeller thrust bearing

is

not required,

since the

propeller thrust will be taken

by

the transmission bearing, provided the value specified under Technical

data'

is

not exceeded. However, the output shaft should be protected from additional loads. Special care should

be taken to prevent torsional vibration. When using a universal joint shaft, make certain

to

observe the

manufacturer's instructions. Even

with the engine solidly mounted the use of flexible coupling reduces stresses

in

gearbox bearings caused by

hull distrotions, especially in wooden boats

or

where the distance between gearbox output flange and sterngland

is

less than about

800

mm.

Lay-up If the transmission

is

not used for periods of more than one year

IT

should be completely filled with fluid of the

same grade

to

prevent corrosion. Protect the input shaft and the output flange by means of

an

anticorrosive

coating if required.

Westerbeke

Diesel Engines

72

HSW

TRANSMISSION

1. Operation

All HSW transmissions have been submitted

to

a test run before shipment.

In

normal operation, the transmission should only be shifted with the engine at idle speed. In emergency

eases it is also admissible to shift at higher speeds.

Optimum effectiveness

of

fluid

can

only be assured

if

fluid and filter are changed regularly according

to

maintenance schedule.

Visual checks for leakage should be made from time to time.

I WARNING I

Work

on the transmission must only be peIiormed with the engine and propeller

at

standstill.

II

CAUTION

II

Before the first stali-up, the transmission must be filled with transmission fluid.

For filling procedure, fluid type, quantity and level refer pages 76 - 78.

II

CAUTION

II

Using the transmission with

an

insufficient oil lc,'cl will damage the gears. An excessive oil level

may cause leakage at the shaft seals and transmission breather, and raise the operating temperature

considerably.

73

Westerbeke Diesel Engines

2.

Operation Procedure

II

CAUTION

II

Before operating the transmission, check fluid level. In

normal

operation, the transmission should only be shifted with the engine at idle speed. Shifting at higher engine speed may lead to overstress

of

the friction linings

of

the

coupling

and

flywheel

damper

plate

and

should be avoided

in normal operation.

NOTE: The transmission may be shifted from forward

to

reverse in case

of

emergency even up

to

an

engine speed

of

3200 rpm. The transmission is shifted

by

actuating the shifting lever (figure IV-I, item I)

at

the control block (figure IV-I, item

2).

Shifting positions:

A

~

Propeller rotation Right Hand.

N

~

Neutral position

B

~

Propeller rotation Left Hand

I

WARNING

I

Stali

engine with transmission in neutnll only.

The operating temperature

of

the

transmission

should not exceed 176° F (80°C). A connection for a temperature probe has been

provided. At maximum output

of

the engine,

the

fluid temperature may reach 220°F (105°C).

II

CAUTION

II

If

the fluid temperature is too high, stop engine

immediately and chcck transmission fluid level

and oil cooler for propcr water flow. Do not

stmi

the

engine again until the malfunction is

eliminated.

Wcsterbeke Diesel Engines

74

'2

\

1

Rgure

IV·1

2.1 Moving

in

tow or anchoring

When the boat moves in tow or is anchored, the propeller may turn with the water current This

represents no danger for the transmission.

In

a boat

with two engines, the propeller

of

the unused transmission may idle freely, When the engine is off, the position

of

the shifting lever is irrelevant.

I

WARNING

I

• Do not work

on

the transmission when being

towed, or anchoring

in

a river because the

propeller may rotate.

• Do not work on the transmission

in

a twin

engine boat, when one unit is

under

(lOWer.

The

propeller

shaft

of

the

inoperative

transmission will rotate.

• When the engine runs

at

idle, (such as when

charging

the

battery

with

the

alternator),

the

shifting lever (figure IV-3, item

1)

must

be

held in

the

neutral

position (N) to prevent

the

boat from moving.

Figure

lV-3

75

l

!

,

~//

///

~

..

///

..

,"'

..

,,~

'~.~~~.

.......

~'.

~

..

Figure

!V-2

Westerbel<e Diesel Engines

MAINTENANCE

HSW

TRANSMISSION

I

WARNING

I

Do not work

on

transmission when engine and

propeller are running. Always

wear

gloves when

working on a hot transmission.

1.

Fluid level check.

Transmission fluid level can be checked

in

a cold or

a hot condition.

Always

check

fluid level before

operating

transmission.

1.1

Loosen fluid dipstick (figure VI-I, item

1)

by turning

the handle counterclockwise.

1.2 Wipe dipstick with a clean and dustfree cloth.

1.3

Insert dipstick

to

its stop. Remove dipstick and check fluid level again. NOTE: Quantity of fluid level between minimum and maximum marks is 0.53 US-qts. (0.5 liters).

1.4 Insert the dipstick to its stop and lock it in place by turning the handle clockwise.

II

CAUTION

II

Depending on the type and arrangement

of

the cooler

and

hoses, a cCliain

amount

of fluid will remain

in

these

after stopping the engine and may flow back into the transmission after a long

period

of

non-usc. This may

cause

the

fluid level in

the

transmission to exceed

the

max. mark. Do not

rcmO\"c

this surplus fluid but

proceed

according

to steps 1.5

and

1.6.

1.5 Let engine rnn at idle speed with shifting lever

in

neutral position until fluid cooler and all pipelines are filled

with fluid.

1.6 Stop the engine and check fluid level again.

If

necessary, top fluid level up to the dipstick max. mark. The fluid level on the dipstick (figure V-2. item 1) should be between the min. and max. marks. The fluid levels should

be checked again after a short period of vessel use.

Wcstcrbckc Diesel Engines

76

Rgure

V~l

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

'---

___________

J

Figure

V~2

2.

Fluid

Change

The first fluid change must be performed after

25

hours

of operation. All subsequent fluid changes are to made after every

300 hours

of

operation or once in a year (according to

the time which is reached first).

NOTE: The filter element (figure V-4, item

1)

must be

rene\ved whenever the fluid is changed.

Replacement filter elements should be obtained from a local

Hurth Transmission service center. The filter part number is embossed

on

the filter element. Always carry a spare!

2.1 Remove Fluid

Filter

2.1.1

Turn

the filter cover (figure V-3, item

1)

counterclockwise and gently pull out

of

the housing.

2.1.2

Pull filter element (figure V-4, item

1)

off.

2.1.3

Check

a-rings

(figure V-4, item 2 and 3) for

damage, replace if necessary.

2.2 Draining Transmission

Fluid

2.2.1 Push the hose

ofa

suction pump (figure V-5, item

1)

through the suction pipe (figure V-5, item

2)

that the filter

rests on down to bottom

of

the housing and such the fluid

approx. 3.7 US-qts. (3.5 liters) out.

NOTE: Maximum outside diameter

of

suction hose

is

5/8

inch (16

0101).

77

Figure

V-3

Figure

V-4

Figure V-5

Westerbeke

Diesel

Engines

2.3 Filling

the

Transmission Fluid

2.3.1 Fill with 3.7 US-qts. (3.5 liters)

of

Automatic

Transmission Fluid (ATF) or Dexron

II

figure

6.

and add

the amount required for cooler and hoses.

II

CAUTION

II

Only use automatic transmission fluid such as

Dexron II-D,

or

Ford M2C-33G.

2.4 Inscrt fluid filter into housing

2.4.1 Place new filter element onto cover.

2.4.2 Lock filter cover

in

place

by

turning clockwise. Figure V-7 The fluid level should be checked again after a short period

of

running.

3.0

Trial

Run

3.1 Carry out a trial run after the fluid change.

3.2 Set shifting lever

to

neutral position

(N).

Start the engine and let it run idle for a short time to fill the cooler and hoses with transmission fluid.

3.3 Stop the engine and check fluid level again. If necessary. add additional fluid

to

bring the level

to

the max. mark. Do not over filii

The fluid level

on

the dipstick (figure V-2, item I) should be between the min. and max. marks. The fluid level should be checked again after a short period

of

operation.

4.0 Storage

If

the transmission

is

stored for a long period

of

time

12

months or more, it should be topped up with fluid

through the dipstick hole

to

prevent the unit from the

unit

from

corroding

on

the

inside.

II

CAUTION

II

Reduce

the

fluid to the

proper

level when putting

the unit back into sen'ice again.

Wcsterbckc Diesel Engines

78

Figure

V-6

L

Figure

V-7

I

i

I

,

i

Borg Warncr Transmission

OI)Cl'ation

Perform all pre-operation maintenance on the Velvet Drive transmission. (Page 82)

At the helm place the transmission selector control in Neutral before starting engine.

Shifting from one

selector position

to

another selector position may be made at any time below 1000 rpm and in any order.

Shifts should be made at the lowest practical engine speed.

Too low

of

an idle speed will produce a chattering noise from the gear and damper plate. In such cases

idle speed should be increased.

II

CAUTION

II

Shifting above 1000 rpm can severely damage boat, transmission and engine.

a.

Neutral - Move selector lever to the middle position. You should feel the detent center the shift

lever on the transmission through the linkage

to

the selector lever. With the control in this position,

hydraulic power is completely interrupted and the output shaft

of

the transmission does not turn.

b.

Fonvard - Move selector lever

to

the fonvard position. You should feel the detent. The shift lever

on the transmission is in the

fomard

position. The output shaft and the propeller should move the

boat

in a forward

direction.

WARNING

If

boat moves backwards with the selector control in the fonvard position, shut

off engine.

NOTE: This problem can be a result

of

improper installation

by

the boat

builder or service facility.

II

CAUTION

II

Vcrs earl,y gear failurc will occur when the transmission is operated in reverse

to

obtain for'ward motion.

c.

Rev-erse - Move selector lever to the reverse position. You should feel the detent. The shift lever

on the transmission is in the reverse position. The output shaft and the propeller should move the boat in a reverse direction. (Astern).

Velvet Drive Transmission Operation

a.

Place selector control in the Neutral position. (Neutral Safety Switch Closes)

b.

Start

engine

and

set

throttle

at

idle

speed

and

warm

up

transmission

oil

for a few

minutes.

C.

Be

aware

of

any

unusual

noises

or

\-;brations

and

investigate

to

determine

the

cause.

79 Westerbeke Diesel Engines

II

CAUTION

II

Before checking oil, shut off engine. Hot oil could cause burns.

d.

Shut off engine and check transmission oil level and add oil,

if

required, to the full mark on the

dipstick.

e.

Restart engine.

Westerbeke Diesel Engines

80

Shift Lever Position

The selector control mechanism and linkage must position the shift lever on the transmission exactly

in

Forward

(FL

Neutral (N), and Reverse (R ) shifting positions. A detent ball located behind the

transmission shift lever must

work

freely

to

center the lever in each position. The selector control

positions at the helm(s) must

be

coordinated with those of the Velvet Drive shift lever through shift

mechanism adjustments. An improperly adjusted shift mechanism can cause damage to the transmission.

NOTE: When moving the transmission shift lever from Neutral Position

to

Fonvard

is

always towards

the

engine.

Reverse

is

always

away

from

the

engine.

FORWARD

II

CAUTION

II

Clutch failure will occur if the transmission shift lever does

not

fully

engage the detent ball positions.

The shifting mechanism and transmission shift lever should

be

free of dirt to ensure proper operation.

Do not remove detent ball!!!

Maintenance

a.

Visually check

for

oil leaks

at

hydraulic connections,

worn hydraulic lines.

b.

Check for broken or loose fasteners.

c.

Replace all worn hydraulic lines, tighten all

connections where

an

oil leak

has

occurred,

and

secure

all hydraulic lines. Add oil

as

needed.

d.

Visually check all electrical connections

for

loose

terminals

and

\\.'orn

wires.

e.

Repair or replace all worn or broken wires to

U.S.

Coast Guard specifications and tighten all loose

connections.

f.

Lubricate detent bal

so

it engages properly.

Transmission Bolts

a.

Check all exterior transmission bolts for tightness.

b.

Tighten all loose bolts

to

recommended torque

specifications.

c.

Tighten all coupling bolts.

81

Westerbeke Diesel Engines

Change

Transmission Oil

A seasonal transmission oil change is recommended for all pleasure boats. Work boats require tranmsission oil changes every

1,000 hours. Oil must be changed anytime it becomes contaminated,

changes color, or becomes rancid smelling.

OIL FILLER CAP AND

DIPSTICK

ASSEMBLY

HOLE

Shift

Lever

From

Cooler

,

-l----

FULL

... MARK

Dipstick

Assembly

,

10-13110-14

Westerbckc

Diesel Engines

WARNING

Do not use gasoline or any other volatile or highly

combustible liquid as a solvent.

Removing Transmission

Oil (Oil Filler Cap)

a.

Place an appropriate size container near oil cooler

return line.

b.

Remove oil filler cap and dipstick assembly.

C.

Remove oil cooler return line.

d.

Allow oil from return line to drain into container.

e.

Connect oil cooler return line and torque to 25-35 ft.-

Ibs. (34-47

Nom).

f.

Use a suction pump

in

the oil filler cap hole to remove

remaining oil in the tranmsission.

g.

Remove suction pump from transmission.

Fill Tranmsission

With

Oil

The quantity

of

oil depends upon the model Velvet Drive

angle

of

installation and oil cooling system capacity.

a.

Using a suitable transmission oil (see Recommended

Transmission

Oil Table below), fill transmission through

dipstick hole until oil reaches full mark on dipstick.

b.

Replace oil filler cap and dipstick assembly in hole.

Press to bottom and turn clockwise until finger tight.

II

CAUTION

II

Before running engine replace oil filler cap and dipstick assembly. Hot oil expelled through the dipstick hole during operation

of

the gear could cause burns.

c.

Connect battery and run engine to fill oil cooling system. With engine off promptly recheck oil with dipstick and fill as required.

82

Recommended Transmission Oil

Oil

+

Dextron II, Type F

Transmission Fluid *

SAE #30 * SAE #40 *

Mnlti-Viscosity Oil

Conditions

Recommended Recommended

Preferred

**

Acceptable

**

(High Temperature Only) Not Acceptable

* Detroit Diesel Anision Type

C3

Specification

**

Detroit Diesel Anision Type

C3

Specification, Engine Speed Below 3,000 rpm.

+ SAE - API Service Class CD Recommended, Class C Acceptable

Pre-operation

Pre-operation Maintenance

is

a precaution against a potentiany costly major overhauL The pre-operation

maintenance procedure needs to be completed on a daily basis before starting engine.

a.

Check transmission oil level on dipstick before operation. Add suitable oil as required.

b.

Check for oil leakage in the ben housing, output shaft and other gasket sealed areas.

c.

Visually check

the

general

condition of

the

transmission

and

wipe

clean.

During operation,

be

aware

of

any

unusual

noises

or

vibrations

and

investigate

to

determine

the

cause.

HCAUTION

II

System related noises

or

vibrations can occur at low engine speeds which can cause gear

rattIe

resulting in damage to the boat engine and/or transmission. Warner Gear is not responsible for total system related torsional vibration

of

this type.

Oil temperature maximum

is

190°F (105°C) during operation. A transmission warning light (optional)

will inuminate

if

oil temperature is too high. Should this occur, check transmission level or consult your

nearest Velvet Drive distributor.

II

CAUTION

II

If

drainback occurs, oil level must be compensated. To correct this, see your authorized Velve

Drive transmission service facility.

83

Westerbeke

Diesel Engines

Service

manuals

can

be

obtained

by

contacting

the

nearest

Velvet

Drive

distributor.

Warranty Note: Gear failures the result

of

shock leads.

Reference Westerbeke

Service Bulletin #142

Dated

12

September 1984

Borg Warner is aware of the shock loads that can be placed on it's gears the result

of

mechanical propeller operation with opening or fully reversing

of

propeller blades while

shifting. Therefore torque loads and directional changes should

be

made at low engine

speeds.

Borg

Warner

reserves

the

right

to

make a determination

as

to

cause

of

failure

of

its

gear

involving a

warranty

claim.

If

it is found that the failure was caused

by

a shock load, the warranty claim will be denied.

Lay-up

Storage requires special care. Before winter storage one must:

a.

Disconnect the battery.

b.

Drain

water

from

the

transmission

oil

cooling

system.

c.

Wipe transmission free

of

dirt, grime and grease.

d.

Touch

up

unpainted

areas

of

the

transmission

using

suitable

paint.

e.

Loosen attaching hardware from transmission output flange and propeller shaft coupling flange before

removing

boat

from

water

and

separate

flanges.

TRANSMISSION CONNECTION & REFERENCE POINTS

Shift Lever

From Cooler

Westerbel{c Diesel Engines

Di~)sti(:k

Assembly

10-13/10-14

84

From Cooler

(2.10: 1 Only)

From Cooler

(Except2.10:1)

10-17/10-18

Walter V-Drives

Operation

A pressure drop warning light

is

mounted

on

the instrumeut panel on V-drives equipped with an oil circulating pump. The warning light will sta

on

until the

boat gets under way

and

the

engine speed increases

to

sufficient 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

ro

12

psi.

The light will

go

on when the oil pressure drops below 2

psi. Loss

of

oil andlor 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 wiring should

be

checked for

loose andlor corroded connections. If the wiring

is

correct and the light remains lit, the #49 pressure drop

switch, which

is

mounted on the side of the V-drive (see

illustration), should be checked for proper operation.

*49

PRE'SSIURE'..1

DROP SWITCH

WATER

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

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 without pumps

(see Oil Fill).

A clatter or rattle in the V-drive at

low

rpm

is

due

to

the overriding

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 up andlor tuning up the engine for smoother operation.

Maintenance

I.

Oil Change And Joint Lube

After the first

100

hours or operation and every season

andlor 500 hours thereafter, the oil should be changed.

Run

the

boat

to

warm

up

the V

-drive

operating

temperature. Turn off the engine. Remove the plugs in the #4B bottom cover that

is

opposite the #43S oil strainer from the #43S 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 # I C main housing.

"lC

HOUSING

ON

*435

OIL

STRAINER

lREMOVE

& CLEAN

OUTSIDE SURFACE)

SERIAL

NUMBER

2

MAGNETIC

PLUG

121

DIAGONALLY

OPPOSITE

The plugs can be checked

to

see

if they are magnetic only after removal. Touch the insides face with a

85

Westerbeke Diesel Engines

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.

Refill with

SAE

30

motor

oil

to the proper level

(see

Oil Fill). The Zerk fitting on the external universal

joint should

be

greased with a light alemite lubricant (see Engine Alignment).

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". On the RV-lO 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 engine with rubber

mounts

may

sag and must

be

raised with adjustments or shims

for

proper alignment (see "Flange

Alignment" and "Engine Alignment").

Dealer Preparation

The propeller shaft and engine alignment must

be

checked and corrected, if necessary, before the boat

is

delivered. Final alignment 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-drive is equipped

with 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.

Flange Alignment - Direct Coupled Models

Install the propeller shaft flange

on

to

the propeller

shaft and tighten the

two

clamping bolts on the split

hub (none on

RV-IOD). A self-locking

set

screw

is

provided for the propeller shaft flange. Spot drill the

propeller shaft and 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 flange engage freely. Butt the flange

faces

together. Without rotating either flange, check with a

feeler gauge

in

at

least

four

places

as

ShmY11

in

the

illustration.

GEAR

SHAFT

FLANGE

FEELER

GAGE

FLANGE

ALIGNMENT

SETSCREW

If

the maximum feeler gauge that can slip between the flange faces at any point is .003", the unit is

properly aligned.

If

a thicker gauge can

be

inserted at any point, the engine must be readjusted until

proper alignment

is

obtained. Turn the propeller shaft flange 1/4 of a turn without moving the gear shaft

change. Try inserting the

.003" feeler gauge

as

described above. The gap will not change

if

the propeller

shaft

is

straight.

If

it

increases, the shaft or flange

is

bent and mllst

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 special high collared lockwashers supplied.

Wcstcrbcke Diesel Engines

86

Engine Alignment -

Independent

Models

The engine must be adjusted

so

taht 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

118".

II;

23

ANGLE

HOUSING

GAGE

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 al

RV-IOD'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

DEPTH THAT SPLINE

SHAFT

ENTERS

V-DRIVE

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

118".

(Don not measure

to

the joint end that is on the spool adapter. This distance will not vary with misalignment since the joint is bolted and cannot move.)

Put the #31A

alignment gauge on the machined diameter

of

the #24 cover

and slide it completely around.

It

will indicate how the engine

must be moved to center the spline shaft in the oil seal.

Re-

measure the joints

to

seal

if

they are still parallel within 1/8".

It

is important that both alignments be check thoroughly.

It

is

possible for the spline shaft

to

be perfectly centered and the

flexible joint not

be

out more than

3°,

Premature failure

of

the

#26 self-aligning bearing and seals may occur due

to

misalignment. The zerk fitting (Iocaled 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, especially

if

it has rubber mounts.

Flange Alignment

-

Independent

Models

Install the propeller shaft flange on

to

the propeller shaft and

tighten the two clamping bolts on the split hub (none. on

RV-

10). A self-locking set screw is provided for the propeller shaft flange.

Spot drill the propeller shaft and securely tighten the set

scrc\vs.

All V-drives are supplied with 3-way adjustable mounting brackets (2-way on the RV

-10 and RV -20)

as

standard equipment. The brackets must face downward as shown in the illustration to properly absorb propeller thrust. The mounting plates can be removed and reversed

to

fit wider engine bed

centers.

87

ADJUSTIN:)

SCHEW

""LOCKIf'fj

NUT

RV-IO & RV-20

\

MOLfmNG

HOLE

Westerbeke

Diesel Engines

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. Retighten the nuts.

Place the V -drive on the engine bcd, lining

it

up

"by

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

eliminated

many

problems

that

arise

due

to

misalignment.

Final alignment should not be attemptcd until the boat has been allowed

to

"settle" in the water. Adjust

the V-drive 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

.oor, 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 propeller shaft flange

114

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

114

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 lockwashers supplied.

GEAR

Sr-!A.F

T

FLANGE

FEELER

GAGE

(HECK-

CLAMPING

BOLTS

FLANGE

ALiGNMEN

T

Water

and Switch Connections

SET

SCREW

MOUNTING

PLATE

RV·30. RV'40 & RV-48

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-drive and another from the V-drive 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 180°F, although safe operating temperatures

may

be

as

high

as

210°F. On the models equipped with an

oil circulating pump. the #49

oil

pressure drop switch and the

12

volt #49A 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).

Westerbeke Diesel Engines

88

Oil

Fill

Pull out the

#21

oil level gauge. Unscrew the #12 breather cap and fill the V-drive with SAE #30 motor

oil through the #12A breather elbow. On the RV-IO only, the oil

may

be added

by

removing the plug in

the #6D top cover. See table below for approximate oil capacities. The amount varies with the angle

of installation. The oil level should be checked with 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

provides protection

against scoring or galling

of

gears, bearings and other moving parts. Additional Molykot 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.

Oil Capacity (approx.)

RV-IO RV-20 RV-30 RV-40

I

pint 2 pints 3 pints 4 pints

# 12 BREATHER CAP

(UNSCREW FOR

OIL FILL)

WATER LINE

OIL

FILL

'""12A

BREATHER

ELBOW

WATER

DRAIN

OIL LEVEL

GAGE

(PULL

UP

TO

REMOVE)

WATER LINE

RV-48

4 pints

89

Westerbcke Diesel Engines

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 lis protected

by

a 20-

Ampere

manual

reset

circuit

breaker.

Reference engine

photo

for

location.

Problem

Probable Cause

Key switch

ON but

no

panel or I. Battery OFF.

test function.

2.

20

Amp circuit breaker is

tripped.

3.

Loose battery cable

connection. '

PREHEAT switch is depressed:

1.

Faulty solenoid.

no

preheat

solenoid activation,

no electric fuel pump or

alternator

excitation.

START switch

is

depressed:

no

starter

engagement.

Westcrbcke Diesel Engines

2.

Faulty connection or

tripped

10

Amp breaker on the terminal on the preheat solenoid.

1.

Connection

to

solenoid

faulty.

2.

Faulty START switch.

3.

Faulty solenoid.

4.

Loose

battery

connection.

5.

Low

batteries.

Low

voltage at the solenoid's S

terminal

with

no

activation.

90

Verification / 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.

Check for

12

Volts at the S

terminal

of

the solenoid when

preheating.

la. Check the preheat Switch.

2.

Check for

12

volts at the

10

Amp

breaker. Check for

12

volts at the R terminal on the alternator when the preheat button is pushed.

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.

Problem

Engine cranks, but does not

start.

Failure to stop.

Engine stops.

Battery runs down.

Probable

Cause

l.

Shut-offvalvc at fuel tank.

Verification

I

Remedy

l.

Return shut-off valve to its

ON

position. Now bleed the fuel system.

2.

Faulty fueling system.

2.

Check for fuel to engine.

3.

Air is in the fuel system.

3.

Bleed the fuel system. Locate the

leak and correct it.

4 Fuel pump is not operating. 4. Check pump operation.

5.

Fuel filters are clogged.

5.

Clean/replace filters.

6.

Blockage

in

exhaust.

6.

Remove exhaust hose from the

engine and crank to start.

7.

Injection pump fuel solenoid

7.

Check solenoid for activation.

faulty.

1.

Key switch

2.

Alternator.

1.

Fuel starvation. Fuel shut-

off

is

turned OFF.

l.

Check switch will not open run

circuit.

2.

Check EXC terminal from

alternator with harness unplugged.

1.

Check to see that the shut-off valve

at

the fuel tank is

ON.

2.

Fuel pump is inoperative.

2.

Inspect the fuel pump to see

ifit

is pumping. Manually prime the system and check the return flow.

3.

Water

is

in the fuel.

3.

Pump water out

of

the bottom

ofthe

fuel tank(s) and change the fuel filters

and bleed the fuel system.

4.

Exhaust system is restricted.

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.

Alternator output is low.

2.

Faulty alternator.

3.

Bad battery connections.

91

1.

Check drive belt tension. Make an

OUlput

cheek with a voltmeter at the B+

terminal on the alternator.

2.

Voltage leak through the alternator

when not operating.

3.

Connections are corroded or loose at

the batterv orland 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

performed

by

an authorized dealer or distributor.

Daily (before each use)

1.

Check the oil sump level. Maintain the oil level at or near the 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 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.

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

battery charging voltage once the engine is operating.

8.

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

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.

Sen'icing After Initial 50 Hours

of

Operation

1.

Change the engine's lubrication oil and oil filter.

2.

Replace the secondary fuel filter and the filter element in the base

of

the fuel pump. Service the

primary system filter

is

installed.

*3.

Torque the cylinder head hold-down bolts.

*4.

Adjust

valve

clearances.

5.

Adjust the alternator and water pump drive belt tension,

if

required.

Westerbeke Diesel Engines

92

6.

Lubricate the throttle and the transmission's control cable check for proper operation and movement.

7.

Change

the

transmission's

lubricant.

8.

Adjust the engine's idle speed (750 - 1000 rpm).

Servicing

After

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.

Lubricate panel keyswitch (use "Lockeze" only).

Servicing

After

Every 250 Hours

of

Operation

Replace the fuel filter elements in the on-engine fuel filter and in the optional water/sediment separator.

NOTE: Items marked

by

an asterisk (*) should be performed

by

a competent mechanic.

Servicing

After

Every 500 Hou rs

of

Operation

*1.

Torque the cylinder head hold-down bolts.

*2.

Adjust the valve clearances.

*3.

Drain, flush, and refill the fresh water cooling system. For an illustration showing the heat

exchanger

and

block

drain

locations,

see

engine photos

at

beginning of this

manual.

*4.

Check

the

condition

of

the

starter

motor

drive

pinion; lubricate pinion.

5.

Check the resistance

of

the glow plugs. Check circuit operation.

6.

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

Replace worn parts as needed. Check for leaks at seals or gaskets and repair them

as

needed.

7.

Check the internal condition of the water injected exhaust elbow. Inspect exhaust and water

passages. Remove any carbon andlor corrosion build

up.

Replace elbow

if

needed.

Sen-icing

After

Every 800 Hours of Operation

*

1.

Remove and cheek fuel injectors.

Injector

spray

pressure:

1920 psi +

71

psi

(135 kg/cm'

+ 5 kg/cm')

NOTE: Poor fuel quality and contaminants will shorten the injector and injector pump service life.

Eliminate undesirable injection conditions including after dripping.

93

f. ~ -,

.

~

..

,,,..~.-

-~

.'

,I

,

POOR

GOOD

Westerbeke Diesel Engines

*2. Check the compression pressure. Remove each glow plug and check each cylinder's compression pressure. The engine's speed is at 280 rpm.

*3.

Check the battery-charging alternator for proper operation.

*4. Check the tightness

of

bolts, nuts, and clamps.

Westerbcl{c Diesel Engines

94

Westerbeke 63B FOUR, 71B FOUR, 108C SIX, 82B FOUR, 108B SIX Operators Manual And Installation Manual

Specifications and Main Features

Frequently Asked Questions

User Manual