Westerbeke 71C FOUR, 82B FOUR, 108C SIX, 63C FOUR Operator's Manual

OPERATORS

MANUAL

638

and

63C

FOUR

71

8

and

71

C

FOUR

828

FOUR

1088

and

108C

SIX

MARINE

DIESEL

ENGINES

PUBLICATION NO. 038922

EDITION FIVE

OCTOBER 2006

WESTERBEKE CORPORATION' 150

JOHN

HANCOCK ROAD

MYLES STANDISH INDUSTRIAL

PARK'

TAUNTON MA 02780

WEBSITE: WWW.WESTERBEKECOM

A

WARNING

Exhaust

gasses

contain

carbon

Monoxide,

an

odorless

and

colorless

gas.

Carbon

Monoxide

is

poisonous

and

can

cause

unconsciousness

and

death.

Symptoms

of

Carbon

Monoxide

exposure

can

include:

-Dizziness

-

Throbbing

in

Temples

-Nausea

-

Muscular

Twitching

-Headache

-

Vomiting

-

Weakness

and

Sleepiness

-Inability

to

Think

Coherently

IF

YOU

OR

ANYONE

ELSE

EXPERIENCE

ANY

OF

THESE

SYMPTOMS,

GET

OUT

INTO

THE

FRESH

AIR

IMMEDIATELY.

If

symptoms

persist,

seek

medical

attention.

Shut

down

the

unit

and

do

not

restart

until

it

has

been

Inspected

and

repaired.

~---------'

'~

A

WARNING

DECAL

is

provided

by

X

WESTERBEKE

and

should

be

nxed

to

a

CO

bulkhead

near

your

engine

or

generator.

\

WESTERBEKE

also

recommends

installing

. .

.. \ CARBON

MONOXIDE

DETECTORS

in

the

WA

R N I N

GI

living/sleeping

quarters

of

your

vessel.

'C-enerators

Produye

CARBON

M9NOXIDE.

Theu are

ine""ensive

and

easil

u

Regular

M",ntenance

Required

!''''.

,

l

~~~~~

J

obtainable

at

your

local

marine

store.

CALIFORNIA

PROPOSITION

65

WARNING

Marine

diesel

and

gasoline

engine

exhaust

and

some

of

its

constituents

are

known

to

the

State

of

California

to

cause

cancer,

birth

defects,

and

other

reproductive

harm.

SAFETY

INSTRUCTIONS

INTRODUCTION

Read this safety manual carefully.

Most

accidents

are

caused

by

failure to follow fundamental rules and precau-

tions.

Know

when dangerous conditions exist and take the

necessary precautions

to

protect yourself, your personne4

and your machinery.

The following safety instructions

are

in compliance

with

the American Boat and

Yacht

Council (ABYC)

standards.

PREVENT

ELECTRIC

SHOCK

A

WARNING:

Do

not

touch

AC

electrical

connections

while

engine

is

running.

Lethal

voltage

is

present

at

these

connections!

•

Do

not

operate

this

machinery without electrical

enclosures

and

covers

in

place.

• Shut off electrical power before accessing electrical
equipment.

• Use insulated

mats

whenever working

on

electrical

equipment.

• Make sure your clothing and skin

are

dry, not

damp

(particularly

shoes)

when

handlipg electrical equipment.

•

Remove

wristwatch and

all

jewelry

when

working

on

electrical equipment.

• Electrical shock results from handling a charged
capacitor. Discharge capacitor

by

shorting terminals

together.

PREVENT

BURNS -HOT

ENGINE

A

WARNING:

Do

not

touch

hot

engine

parts

Dr

exhaust

system

components. A running

engine

gets

very

hot!

•

Always

check

the

engine coolant level

at

the coolant

recovery

tame

A

WARNING:

Steam

can

cause

injury

or

death!

•

In

case of

an

engine overheat,

allow

the

engine

to

cool

before touching

the

engine

or

checking the coolant.

PREVENT

BURNS -FIRE

A

WARNING:

Fire

can

cause

injury

Dr

death!

• Prevent

flash

fires.

Do

not smoke or permit

flames

or

sparks

to

occur near the carburetor,

fuel

line,

filter,

fuel

pump,

or other potential sources of spilled

fuel

or

fuel

vapors.

Use a suitable container

to

catch all

fuel

when

removing

the

fuel

line, carburetor,

or

fuel

filters.

•

Do

not operate with the air cleaner/silencer

removed.

Backfire

can

cause severe injury

or

death.

• Do not

smoke

or permit

flames

or

sparks

to

occur

near

the

fuel

system.

Keep

the

compartment and

the

engine/generator clean

and

free

of debris

to

minimize

the

chances of

fire.

Wipe

up

all spilled

fuel

and

engine

oil.

•

Be

aware - Diesel

fuel

will

bum.

PREVENT

BURNS -EXPLOSION

A

WARNING:

Explosions

from

fuel

vapors

can

cause

injury

or

death!

•

All

fuel

vapors

are

highly

explosive.

Use

extreme

care

when

handling and storing

fuels.

Store

fuel

in a

well-ventilated area

away

from spark-producing

equipment and out of

the

reach of children.

•

Do

110t

fill

the fuel.tank(s) while the engine

is

mnning.

• Shut off

the

fuel

service

valve

at

the

engine

when

servicing

the

fuel

system.

Take

care in catching

any

fuel

that might

spill.

DO

NOT

allow

any

smoking,

open

flames,

or

other

sources

of

fire

near

the

fuel

system

or

engine

when

servicing.

Ensure proper ventilation exists

when

servicing

the

fuel

system.

• Do

not

alter or modify the fuel

system.

• Be sure

all

fuel

supplies have a positive shutoff

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

appropriate

for

all applications encountered in

this

environment.

ACCIDENTAL

STARTING

A

WARNING:

Accidental

starting

can

cause

injury

Dr

death!

•

To

prevent accidental starting

when

servicing

the

generator, remove the 8

amp

fuse

from

the

control

panel.

• Disconnect

the

battery cables before servicing

the

engine!

generator.

Remove the negative lead

first

and

reconnect

it

last.

• Make certain all personnel are clear of the engine

before

starting.

• Make certain

all

covers, guards, and hatches

are

re-installed before starting

the

engine.

Engines & Generators

SAFETY

INSTRUCTIONS

ACCIDENTAL

STARTING

A

WARNING:

Accidental

starting

can

cause

injury

or

death!

• Disconnect

the

battery cables before servicing

the

engine/

generator.

Remove

the

negative

lead

first

and

reconnect

it

last.

•

Make

certain

all

personnel

are

clear of

the

engine

before

starting.

•

Make

certain

all

covers,

guards,

and

hatches

are

re-installed

before

starting

the

engine.

BATTERY

EXPLOSION

A

WARNING:

Battery

explosion

can

cause

injury

or

death!

•

Do

not smoke or

allow

an

open

flame

near

the

battery

being

serviced.

Lead

acid

batteries emit

hydrogen,

a

highly explosive

gas,

which

can

be

ignited

by

electrical

arcing

or

by

lit tobacco

products.

Shut off

all

electrical

equipment

in

the

vicinity

to

prevent

electrical

arcing

during

servicing.

• Never connect

the

negative (-) battery cable

to

the

positive (+) connection terminal of

the

starter

solenoid.

Do

not

test

the

battery condition

by

shorting

the

terminals

together.

Sparks

could ignite battery

gases

or

fuel

vapors.

Ventilate

any

compartment containing batteries

to

prevent

accumulation of explosive

gases.

To

avoid

sparks,

do

not

disturb

the

battery charger connections

while

the

battery

is

being

charged.

•

Avoid

contacting

the

terminals

with

tools,

etc.,

to

prevent

bums or

sparks

that could

cause

an

explosion.

Remove

wristwatch,

rings, and

any

other jewelry before handling

the

battery.

•

Always

tum

the

battery charger off before disconnecting

the

battery connections.

Remove

the

negative lead

first

and

reconnect it last

when

disconnecting

the

battery.

BATTERY

ACID

A

WARNING:

Sulfuric

acid

in

batteries

can

cause

severe

injury

or

death!

•

When

servicing

the

battery or checking

the

electrolyte

level,

wear rubber

gloves,

a rubber

apron,

and

eye

protection. Batteries contain sulfuric

acid

which

is

destructive.

If

it

comes

in

contact

with

your

skin,

wash

it

off

at

once

with

water.

Acid

may

splash

on

the

skin or

into

the

eyes

inadvertently

when

removing electrolyte

caps.

TOXIC

EXHAUST

GASES

A

WARNING:

Carbon

monoxide

(CO)

Is a deadly

gas!

• Ensure that

the

exhaust system

is

adequate

to

expel

gases

discharged from the

engine.

Check

the

exhaust

system

regularly

for

leaks

and

make

sure

the

exhaust

manifolds/water-injected

elbow

L"

securely

attached.

• Be sure

the

unit

and

its surroundings

are

well

ventilated.

Run

blowers

when

running

the

generator

set

or

engine.

• Do not

run

the

generator set or engine

unless

the

boat

is

equipped

with

a functioning marine

carbon

monoxide

detector that complies

with

ABYCA-24.

Consult

your

boat builder or dealer for installation of

approved

detectors.

• For

additional

information refer

to

ABYC

T-22

(educational information

on

Carbon

Monoxide).

A

WARNING:

Carbon

monoxide

(CO)

is

an

invisible

odorless

gas.

Inhalation

produces

flu-like

symptoms,

nausea

or

death!

•

Do

not

use

copper

tubing

in

diesel

exhaust

systems.

Diesel

fumes

can

rapidly

destroy

copper

tubing

in

exhaust

systems.

Exhaust sulfur causes rapid deterioration of

copper tubing resulting

in

exhaust/water

leakage.

• Do not install exhaust outlet

where

exhaust

can

be

drawn

through

portholes,

vents,

or air conditioners.

If

the

engine

exhaust discharge outlet is near

the

waterline, water

could

enter

the

exhaust

discharge

outlet

and

close

or

restrict

the

flow

of

exhaust.

Avoid

overloading

the

craft.

•

Although

diesel

engine exhaust

gases

are

not

as

toxic

as

exhaust

fumes

from

"gasoline

engines,

carbon

monoxide

gas

is

present in diesel exhaust

fumes.

Some

of

the

symptoms

or

signs

of

carbon

monoxide inhalation

or

poisoning

are:

Vomiting

Inability

to

think coherently

Dizziness
Headache
Nausea

Throbbing

in

temples
Muscular twitching
Weakness

and sleepiness

AVOID

MOVING

PARTS

A

WARNING:

Rotating

parts

can

cause

injury

or

death!

•

Do

not

service

the

engine while it

is

running.

If a

situation

arises

in

which

it

is

absolutely

necessary

to

make

operating adjustments,

use

extreme

care

to

avoid

touching

moving parts and hot exhaust system

components.

Engines & Generators

--

II

SAFETY

INSTRUCTIONS

• Do not wear loose clothing or jewelry when servicing
equipment; tie back long hair and avoid wearing loose
jackets, shirts, sleeves, rings, necklaces or bracelets that
could

be

caught

in

moving parts.

• Make sure all attaching hardware

is

properly tightened.

Keep

protective shields and guards in their respective

places at all times.

• Do not check

fluid

levels or the drive belts tension while

the engine is operating.

• Stay clear of the drive shaft and the transmission coupling

when the engine

is

running; hair and clothing can easily

be

caught

in

these rotating parts.

HAZARDOUS

NOISE

A

WARNING:

High

noise

levels

can

cause

hearing

loss/

• Never operate

an

engine without its muffler installed.

• Do not run

an

engine with the air intake (silencer)

removed.

•

Do

not

run

engines for long periods with their enclosures

open.

A

WARNING:

Do

not

work

on

machinery

when

you

are

mentally

or

physically

incapacitated

by

fatigue!

OPERATORS

MANUAL

Many of the preceding safety tips and wamings are repeated
in your Operators Manual along with other cautions and
notes

to

highlight critical information. Read your

manual

carefully, maintain your equipment, and

foHow

all

safety

procedures.

GASOLINE

ENGINE

AND

GENERATOR

INSTALLATIONS

Preparations

to

install

an

engine should begin with a

thorough examination

of

the American Boat and

Yacht
Council's (ABYC) standards. These standards are a
combination

of

sources including the USCG and

the

NFPA.

Sections

of

the ABYC standards

of

particular interest

are:

H-2 Ventilation

P-l Exhaust Systems

PA

Inboard Engines

E-9

DC

Electrical Systems

All installations must comply with the Federal Code

of

Regulations (FCR).

ABye,

NFPA

AND

USCG

PUBLICATIONS

FOR

INSTALLING

DIESEL

ENGINES

Read the following ABYC,

NFPA

and USCG publications

for safety codes and standards. Follow their

recommendations when installing your engine.

ABYC (American Boat and

Yacht

Council)

"Safety Standards for Small Craft"
Order

from:

ABYC
3069 Solomon's Island Rd.
Edgewater,

MD

21037

NFPA

(National Fire Protection Association)

"Fire Protection Standard

for

Motor Craft"

Order

from:

NFPA

11

Tracy Drive

Avon

Industrial Park

Avon,

MA

02322

USCG

(United States Coast Guard)

"USCG 33CFR183"
Order

from:

U.S. Goverument Printing Office
Washington, D.C. 20404

Engines & Generators

iii

INSTALLATION

When

installing

WESTERBEKE

engines

and generators it

is

important that strict

attention

be

paid to

the

following

infom1ation:

CODES

AND

REGULATIONS

Strict federal regulations,

ABYC

guidelines,

and

safety

codes must be complied

with

when

installing engines and generators

in a marine

environment.

SIPHON-BREAK

For installations

where

the

exhaust manifold/water injected exhaust elbow

is

close

to

or

will

be below

the

vessel's waterline, provisions must

be

made

to

install a siphon-

break

in

the

raw

water

supply

hose

to

the

exhaust

elbow.

This

hose must

be

looped a

minimum

of 20" above

the

vessel's

waterline.

Failure

to

use

a siphon-break

when

the

exhaust manifold injection port

is

at or

below

the

load

waterline

will

result

in

raw

water

damage

to

the engine and

possible

flooding

of

the

boat.

If

you

have

any

doubt about

the

position of

the

water-injected exhaust elbow relative

to

the

vessel's waterline under

the

vessel's

various

operating conditions, install a

siphon-break.

NOTE:

A siphon-break

requires

periodic

inspection

and

cleaning

to

ensure

proper

operation.

Failure

to

properly

maintain a siphon-break

can

result

in

catastrophic

engine

damage.

Consult

the

siphon-break manufacturer for proper

maintenance.

EXHAUST

SYSTEM

The exhaust hose must

be

certified

for

marine

use.

The system

must

be

desigued

to

prevent water

from

entering

the

exhaust under

any

sea

conditions

and

at

any

angle

of

the

vessels

hull.

A

detailed

40

page

Marine

Installation

Manual

covering

gasoline

and

diesel,

engines

and

generators,

is

available

from

your

WESTERBEKE

dealer.

Engines & Generators

iv

AVAILABLE

FROM

YOUR

WESTERBEKE

DEALER

TABLE

OF

CONTENTS

Parts

Identification

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

2

Remote

Oil

Filter

(Optional)

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

21

Introduction

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

3

Water

Heat

Connections

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

22

Warranty Procedures ........................................

.3

Serial Number Location .................................. .4

Admiral

Control

Panel

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

5

Captain

Control

Panel

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

6

Wiring

Diagram

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

.26

Wiring

Schematic

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

27

Glow

Plugs

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

. 28

Starter

Motor

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

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

29

Fuel,

Engine

Oil,

and

Coolant.

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

7

Preparations

for

Initial

Start-Up

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

8

The

Daily

Operation

.....

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

9

Engine

Break-In

Procedure

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

10

Dual

Output

Alternators

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

31

Alternator

TestingJTroubleshooting

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

34

Engine

Troubleshooting

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

37

Service

Schedule

.......

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

.41

Warning

Lights,

Alarms

and

Circuit

Breaker

....

11

Cylinder Head Torque .................................... 42

Maintenance

Schedule

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

.12

Engine

Adjustments

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

43

Fuel

System

....

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

14

Oil Pressure .................................................... 44

FueliWater Separator ...................................... 14

Tachometer

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

43A

Fuel Filters ...................................................... 14

Engine

Specifications

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

.45

Cooling

System

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

15

ZF

Marine

Transmission

.........

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

49

Changing Coolant ...........................................

15

Thermostat ...................................................... 16

Raw Water Intake Strainer .............................. 16

Borg

Warner

Transmission

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

.49

Lay-Up

and

Recommissioning

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

58

Raw Water Pump ............................................

17

Torque

Data

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

60

Heat Exchanger ..............................................

18

Metric

Chart

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

6]

Zinc Anode .....................................................

18

Engine

Lubricating

Oil

....................................... 19

Suggested

Spare

Parts

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

63

Changing the Oil Filter ................................... 19

Changing the

Oil ............................................ 19

Engines & Generators

1

PARTS

IDENTIFICATION

ASSEMBLY

DC

CHARGING

ALTERNATOR

COOlANT
PRESSURE

CAP

WMERHtAltK·-------~

CONNECTION

DRIVE

BELT

RAWWATERP~

CRANKSHAFT

PULLEY

OIL

DRAIN

HOSE

FUEL

LIFT

PUMP

PREHEAT
SOLENOID

----

ZOAMP
CIRCUIT
BREAKER

HBW

HURTH

TRANSMISSION

REAR

(TYPICAL)

LEFT

SIDE

SHIFT

LEVER

FILL

ENGINE

BLOCK

DRAIN

PLUG

Engines & Generators

2

WATER

INJECTED

EXHAUST

ELBOW

Oil

PRESSURE

SENDOR

COOLER

Fill

FILTER

AIR

INTAKE

SILENCER

REAR

FILTER

FLEXIBLE

MOUNT

THERMOSTAT

_",~"o;;l"'DLY

FRONT

MANIFOLD

1.0.

PLATE

ALTERNATOR

INTRODUCTION

This

WESTERBEKE

Diesel

Engine

is

a product of

WESTERBEKE's

long

years

of

experience

and

advanced

technology.

We

take

great

pride

in

the

superior

durability

and

dependable

performance

of our

engines

and

generators.

Thank

you

for

selecting

WESTERBEKE.

In

order

to

get

the

full

use

and

benefit

from

your

engine,

it

is

important

that

you

operate

and

maintain

it

correctly.

This

manual

is

designed

to

help

you

do

this.

Please

read

this

man-

ual

carefully

and

observe

an

the

safety

precautions

through-

out.

Should

your

engine

require

servicing,

contact

your

nearest

WESTERBEKE

dealer

for

assistance.

This

is

your

operators

manual. A

parts

catalog is

also

provided

and a technical

manual

is

available

from

your

WESTERBEKE

dealer.

If

you

are

planning

to

install

this

equipment,

contact

your

WESTERBEKE

dealer

for

WESTERBEKE'S

installation

manual.

WARRANTY

PROCEDURES

Your

WESTERBEKE

Warranty

is

included

in a separate

folder.

If,

after

60

days

of submitting

the

Warranty

Registry

form

you

have

not

received a

customer

identification

card

registering

your

warranty,

please

contact

the

factory

in

writing

with

model

information,

including

the

engine's

serial

number

and

commission

date.

Customer

Identification

Card

/WO/WESTERBEKE

,

Customer

Identification

MR.

ENGINE

OWNER

__

_

NUUNSTREET

__________

_

HOMETOWN,
Model

____

_

Ser.#

___

_

PRODUCT

SOFTWARE

Product

software,

(technical

data,

parts

lists,

manuals,

brochures

and

catalogs),

provided

from

sources

other

than

WESTERBEKE

are

not

within

WESTERBEKE's

control.

WESTERBEKE

CANNOT BE RESPONSIBLE

FOR

THE

CONTENT OF

SUCH

SOFTWARE,

MAKES

NO

WAR-

RANTIES

OR

REPRESENTATIONS

WITH

RESPECT

THERETO,

INCLUDING

ACCURACY,

TIMELINESS

OR

COMPLETENESS

THEREOF

AND

WILL

IN

NO

EVENT

BE UABLE

FOR

ANY

TYPE

OF DAMAGE

OR

INJURY

INCURRED

IN

CONNECTION

WITH

OR

ARISING OUT

OF

THE

FURNISHING

OR

USE

OF SUCH

SOF1WARE.

WESTERBEKE

customers

should

keep

in

mind

the

time

span

between

printings

ofWESTERBEKE product

software

and

the

unavoidable existence of earlier

WESTERBEKE

product

software.

The

product software

provided

with

WESTERBEKE

products,

whether

from

WESTERBEKE

or

other

suppliers,

must

not

and

cannot be relied

upon

exclu-

sively

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

currentness

of

the

product

software

being

consulted

by

the

customer.

NOTES,

CAUTIONS

AND.

WARNINGS

As

this

manual

takes

you

through

the

operating

procedures,

maintenance

schedules,

and

troubleshooting of your

marine

engine,

critical

information

will be highlighted

by

NOTES,

CAUTIONS,

and

WARNINGS.

An

explanation

follows:

NOTE:

An

operating

procedure

essential to

note.

A

CAUTION:

Procedures

which,

if

nDt

strictly

observed,

can

result

in

the

damage

Dr

destruction

of

your

engine.

A

WARNING:

Procedures

which,

if

not

properly

fol-

lowed,

can

result

in

personal

injury

or

loss

of

life.

Engines & Generators

3

INTRODUCTION

SERIAL

NUMBER

LOCATION

The

engine's

model

number

and

serial

number

are

located

on

a

nameplate

mounted

on

the

side

of

the

engine's

manifold.

The

engine's

serial

number

can

also

be

found

stamped

into

the

engine

block

on

the

flat

sutface of

the

block

just

above

and

inboard

of

the

injection

pump.

Take

the

time

to

enter

this

information

on

the

illustration of

the

nameplate

shown

below,

as

this

will

provide

a quick reference

when

seeking

technical

information

andlor

ordering

repair

parts.

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 the

same general type

as

a gasoline

engine,

and

the diesel engine

has the same

type of

valves,

camshaft,

pistons, connecting

rods and lubricating

system.

Therefore, to a great

extent,

a diesel engine requires the same

preventive

maintenance

as a gasoline

engine.

The

most

important

factors

are

proper

ventilation

and

proper mainte·

nance of

the

fuel,

lubricating

and

cooling

systems. Fuel and

lubricating

filter elements

must

be replaced

at

the

time

periods

specified,

and

frequent checking for contaminant's

(water, sediment,

etc.)

in

the

fuel

system

is also essential.

Another important factor

is

the

consistent use of the same

brand

of

high detergent diesel lubrication oil designed

specifically

for

diesel engines.

The diesel engine

does

differ

from

the

gasoline engine,

however,

in

its

method

of

handling

and

firing

of

fuel.

The

carburetor

and

ignition

systems

are

replaced

by

a single

component -

the

fuel

injection

pump -which

performs the

function of

both.

GLOW

PLUG,

ENERGIZED

BY

THE

PREHEAT

1TT£'Al""""""",",

l--~-

DIESEL

FUEL

SPRAY

ORDERING

PARTS

Whenever replacement parts are

needed,

always

provide

the

engine model number

and

serial

number

as

they

appear

on

the

silver and black nameplate

located

on

the

manifold.

You

must

provide

us

with

this infonnation

so

we

may

properly

identify your engine. In addition, include a

complete

part

description

and

part

number for

each

part

needed

(see

the

separately furnished

Parts

List). Insist

upon

WES1ERBEKE

packaged parts because will fit or

generic

parts

are

frequently

not

made

to

the

same

specifications

as

original

equipment.

SPARES

AND

ACCESSORIES

Certain

spares

will

be needed

to

support

and

maintain

your

WES1ERBEKE

engine.

Your

local

WES1ERBEKE

dealer

will

assist you in preparing an

inventory

of

spare

parts.

See

the

SPARE

PARTS

page in

this

manual.

For engine

accessories,

see

WESTERBEKE'S ACCESSORIES

brochure.

RAW

WATER

COOLING

SYSTEM

Siphon-Break

For installations

where

the water injected

exhaust

elbow

is

close

to

or

will

be

below

the vessels

waterline,

provisions

must be made

to

install a siphon·break

in

the

raw

water

supply

hose

to

the

water injected exhaust

elbow.

The

siphon·

break

provides

an

air vent in the raw water

cooling

system

to

prevent raw water

from

filling

the exhaust

system

and

the

engine's cylinders

when

the engine is

shutdown.

A

CAUTION:

Failure

to

use a siphon-break

when

the

exhaust

manifold

injection

port

is at

or

below

the

load

waterline

will

result

in

raw

water

damage

to

the

engine

and

possible

flooding

of

the

boat.

If

you

have

any

doubt

about the position of

the

water·

injected

exhaust

elbow

relative

to

the

vessels

waterline

under

the

vessels various operating conditions, install a

siphon-

break.

This precaution is necessary

to

protect

your

engine.

The

siphon·break must be installed

in

the

highest

point

of a

hose

that

is

looped a minimum

of

20

inches

(51cm)

above

the

vessels waterline. This siphon·break must always

be

above

the waterline during all angles of

vessel

operation

to

prevent siphoning.

NOTE:

A

siphon·break

requires

periodic

inspection

and

cleaning

to

ensure

proper

operation.

Failure

to

properly

maintain a siphon-break

can

result

in

catastrophic

engine

damage.

Consult

the

siphon-break

manufacturer

for

proper

maintenance.

SIPHON-BREAK

WITH

STAINLESS

LOOP

FOR

314"

HOSE

PART

NO.045368

Engines & Generators

4

ADMIRAL

CONTROL

PANEL

DESCRIPTION

This manually-operated control panel

is

equipped

with

a

KEY

switch and

RPM

gauge with

an

ELAPSED TIME

meter

which

measures the engine's running time

in

hours and

in

1110

hours.

The

panel also includes a

WA1ER

1EMPER-

ATURE

gauge

which indicates water temperature

in

degrees

Fahrenheit,

an

OIL

PRESSURE gauge which measures the

engine's

oil

pressure

in

pounds per square inch,

and a DC

control

circuit

VOLTAGE

gauge which measures

the

sys-

tem's

voltage.

All

gauges are illuminated when

the

key

switch

is

turned

on

and

remain illuminated while

the

engine

is

in

operation.

The panel also contains

two

rubber-booted

pushbuttons,

one

for

PREHEAT and one

for

START.

RPM

GAUGE:

REGIS·

TERS

REVOLUTIONS

PER

MINUTE

OF

THE

ENGINE

AND

CAN

BE

RECALIBRATEO

FOR

ACCURACY

FROM

THE

REAR

OF

THE

PANEL.

HOURMETER:
REGISTERS

ELAPSED

TIME,

AND

SHOULD

BE

USED

AS

A

GUIDE

FOR

THE

MAINTENANCE

SCHEDULE.

WATER

TEMPERATURE

GAUGE:

THIS

GAUGE

IS

GRADUATED

IN

DEGREES

FAHRENHEIT

AND

IS

IlWMINATED

WHILE

THE

KEY

SWITCH

IS

TURNED

ON.

THE

ENGINE'S

NORMAL

OPERATING

TEMPERATURE

IS

170'

-190· F

(77"

-

aa·c).

PREHEAT

PRESSED,

ENERGIZES

THE

ALTERNATOR'S

EXCITER,

THE

FUEL

LIFT

PUMP,

THE

FUEL

SOLENOID

ON

THE

INJECTION

PUMP,

AND

THE

ENGINE'S

GLOW

PLUGS.

IT

BYPASSES

THE

ENGINE'S

OIL

PRESSURE

ALARM

SWITCH.

IN

ADDITION,

THIS

BUTTON

ENERGIZES

THE

START

BUTTON.

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.

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

when

electrical power

is

restored

to

the gauge.

A separate

alarm

buzzer

with

harness is supplied

with

every

Admiral Panel.

The

installer

is

responsible for electrically con-

necting 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

where

it

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

the

engine's oil pressure rises

above

15

psi

(1.1

kglcm2).

Oil

PRESSURE

GAUGE:

THIS

GAUGE

IS

GRADU-

ATED

IN

POUNDS

PER

SQUARE

INCH

(PSI)

AND

IS

ILLUMINATED

WHILE

THE

KEY

SWITCH

IS

TURNED

ON.

THE

ENGINE'S

NORMAL

OPERATING

OIL

PRESSURE

RANGES

BElWEEN

30 -60

psi

(2.1 -4.2

kg/em').

AUTOMATIC

ALARM

SYSTEM

__

-"'"

SWITCH:

PROVIDES

POWER

ONLY

TO

THE

INSTRUMENT

PANEL

CLUSTER

DC

VOLTMETER:

INDICATES

THE

AMOUNT

THE

BATTERY

IS

BEING

CHARGED.

SHOULb

SHOW

13VTO

14V.

COOLANT

TEMPERATURE

ALARM:

AN

ALARM

BUZZER

HAS

BEEN

SUPPLIED

WITH

THE

INSTRUMENT

PANEL.

IF

THE

ENGINE'S

COOLANT

REACHES

210"

F

(99"C),

THIS

SWITCH

WILL

CLOSE

SOUNDING

THE

ALARM

WHICH

WILL

EMIT A CONTINUOUS

SIGNAL.

Oil

PRESSURE

ALARM:

AN

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

5

-10

psi

(OA

-

0.7

kg/em'),

THE

SWITCH

WILL

CLOSE

SOUND-

ING

THE

ALARM.

IN

THIS

EVENT,

THE

ALARM

WILL

EMIT A PULSATING

SIGNAL

Engines & Generators

5

CAPTAIN

CONTROL

PANEL

DESCRIPTION

This

manually-operated

control

panel

is

equipped

with

a

KEY

switch,

an

RPM

gauge,

PREHEAT

and

START

but-

tons,

an

JNSTRL'MEI\TT

JEST

button

and

three

indicator

lamps,

one

for

AL1ERNATOR

DISCHARGE,

one

for

low

OIL

PRESSURE,

and

one

for

high

ENGINE

COOLANT

1EMPERATURE.

RPM

GAUGE:

REGISTERS

REVOLUTIONS

PER

MINUTE

OF

THE

ENGINE

AND

CAN

BE

RECALIBRATED

FOR

ACCURACY

FROM

THE

REAR

OFTHE

PANEL.

Oil

PRESSURE

ALTERNATOR

ALARM

LIGHT

ALARM

LIGHT

WATER

TEMPERATURE

ALARMUGHT

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.

The

panel

also

includes

an

alarm

buzzer

for

low

OIL

PRESSURE

or

high

COOLANT

1EMPERATURE.

The

RPM

gauge

is

illuminated

when

the

KEY

switch

is

turned

on

and

remains

illuminated

while

the

engine

is

in

operation.

ALARM:

THE

ALARM

WILL

SOUND

IF

THE

ENG1NE'S

OIL

PRESSURE

FALLS

BELOW

5

-10

psi

(0.4

-0.7

kg/em').

IN

THIS

EVENT,

THE

ALARM

WILL

EMIT

A

PULSATING

SIGNAL.

THE

ALARM

WILL

ALSO

SOUND

IF

THE

COOLANT

TEMPERATURE

IN

THE

FRESHWATER

COOLING

CIRCUIT

RISES

TO

210

a

F

(99°C).

IN

THiS

EVENT,

THE

ALARM

WILL

EMIT A CONTINUOUS

SIGNAL.

NOTE:

THE

ALARM

WILL

SOUND

WHEN

THE

KEY

SWITCH

IS

TURNED

ON.

THIS

SOUNDING

IS

NORMAL.

ONCE

THE

ENGINE

STARTS

AND

THE

ENGINE'S

OIL

PRESSURE

REACHES

15

pSi

(1.1

kg/em'),

THE

ALARM

WILL

SILENCE.

TEST

BUTTON:

WHEN

PRESSED,

TESTS

THE

ALTERNATOR,

THE

OIL

PRESSURE,

AND

THE

COOLANT

TEMPERA-

TURE

CONTROL

CIR-

CUITS.

WHEN

PRESSED,

THE

ALTERNATOR,

THE

OIL

PRESSURE,

AND

THE

WATER

TEMPERA-

TURE

INDICATOR

LIGHTS

ILLUMINATE

IN

ADDITION

TO

SOUND-

ING

THE

ALARM

BUZZER,

KEY

SWITCH:

PROVIDES

POWER

ONLY

TO

THE

lNSTRUMErijT

PANEL

CLUSTER.

BUTTON:

WHEN

PRESSED,

ENERGIZES

THE

ALTERNATOR'S

EXCITER,

THE

FUEL

LIFT

PUMP,

THE

FUEL

SOLENOID

ON

THE

INJECTION

PUMP,

AND

THE

ENGINE'S

GLOW

PLUGS,

AND

BYPASSES

THE

ENGINE'S

OIL

PRES-

SURE

ALARM

SWITCH.

IN

ADDITION,

THIS

BUTTON

ENER-

GIZES

THE

START

BUTTON.

Engines & Generators

6

DIESEL

FUEL,

ENGINE

OIL

AND

ENGINE

COOLANT

DIESEL

FUEL

Use

fuel1hat

meets

1he

requirements or

specification

of Class

2-D

(ASTM),

and

has a cetane rating of

#45

or

better.

Care

Of

The

Fuel

Supply

Use

only

clean

diesel

fuel!

The clearance of1he

components

in

your

fuel

injection

pump

is

very

critical; invisible dirt

particles

which

might pass through

1he

filter

can

damage

these

finely

finished

parts.

It

is

important

to

buy

clean

fuel,

and

keep

it

clean.

The best

fuel

can

be

rendered

unsatisfactory

by

careless handling or improper storage

facilities.

To

assure

that

the

fuel

going

into

the

tank

for

your

engine's

daily

use

is

clean

and

pure,

the

following

practice

is

advisable:

Purchase a

well-known

brand of

fuel.

Install

and

regularly

service a

good,

visual-type

fuel

filter/water separator between the

fuel

tank

and

the

engine.

The Raycor 500 FG or

900

FG

are

good

examples

of such

filters.

ENGINE

OIL

Use a

heavy

duty

engine oil

with

an API classification of Cf

or

CG-4

or

better.

Change the engine

oil

after

an

initial

50

hours

of

break-in

operation, and

every

100

hours of operation

1hereafter.

For recommended

oil

,use

sAE

15W-40

(oil

viscosity)

and

stay

with

1he

same

brand

of oil thru-out

the

life of

the

engine.

A

CAUTION:

Do

not

allow

two

Dr

mDre

brands

of

engine

oil

to

mix.

Each

brand

contains

its

own

additives;

additives

of

different

brands

could

reacl

in

the

mixture

to

produce

properties

harmful

tD

your

engine.

ENGINE

COOLANT

WESTERBEKE

recommends a mixture of

50%

antifreeze

and

50%

distilled

water.

Distilled water

is

free

from

the

chemicals that

can

corrode internal

engin~

surfaces.

The antifreeze performs double

duty.

It allows

the

engine

to

run

at proper temperatures

by

transferring heat

away

from

the

engine

to

the

coolant,

and

lubricates

and

protects

the

cooling circuit

from

rust

and

corrosion.

Look

for a

good

quality antifreeze

1hat

contains Supplemental

Cooling

Additives

(SCAs)

that

keep

the

antifreeze chemically

balanced,

crucial

to

long

term protection.

The distilled

water

and

antifreeze should

be

premixed

before

being poured

into

the cooling circuit.

NOTE:

Lookfor

the

new

environmentally-frierully long lasting

antifreeze that is

now

available.

PURCHASING

ANTIFREEZE

Rather

than

preparing

the

mixture,

WESTERBEKE

recommends

buying

the

premixed

antifreeze

so

that

so

that

when

adding

coolant the

mixture

will

always

be correct

There

are

two

common

types

of antifreeze, Ethylene

Glycol

(green)

and

Propylene

Glycol

(red/purple), either

can

be

used

but

do

not

mix

the

two

and

if

changing

from

one

to

another,

flush

the

engine

thoroughly.

Premixed antifreeze for

DIESEL

Engines:

Specification

#ASTM

5345.

MAINTENANCE

Change

the

engine coolant

every

five

years

regardless

of

the

number

of

operating

hours

as

the

chemical

additives

that

protect

and

lubricate

the

engine

have a limited

life.

COOLANT

RECOVERY

TANK

A coolant

recovery

tank

kit

is

supplied

with

each

generator.

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

.

.

~.

II

Engines & Generators

7

PREPARATIONS

FOR

INITIAL

START-UP

PRESTARTINSPECTION

Before

starting your engine for

the

first time or after a

prolonged

layoff, check

the

following items:

o

Check

the

engine

oil

level.

Add

oil

to

maintain

the

level

at

the

high

mark on

the

dipstick.

o

Turn

on the fuel

supply,

then

check

the

fuel

supply

and

examine

the

fuel filter/water separator bowl

for

contaminants.

o

Check

the

transmission

fluid

level.

o

Check

the

DC

electrical

system.

Inspect

wire

connections

and

battery cable connections. Make certain

the

positive

( +) battery cable is connected

to

the

starter solenoid and

the

negative (-) cable

is

connected

to

the

engine ground

stud

(this location is

tagged).

o

Check

the

coolant level

in

both the plastic recovery

tank

and

at

the

manifold.

NOTE:

If

the engine has not yet been filled with coolant,

refer

to

the

COOliNG SYSTEM section

of

this

manual.

D

Visually

examine

the

engine.

Look for loose or missing

parts.

disconnected wires, and unattached

hoses.

Check

the

threaded connections and engine attachments.

D

Make

certain there is proper ventilation around

the

engine.

An ample supply is necessary for proper engine

performance.

D

Make

sure the mounting installation is secure.

D

Ensure

the

propeller shaft

is

securely attached

to

the

transmission.

D

Open

the thru-hull and make certain

raw

water

is

primed

to

the

raw

water

strainer.

SIDE

OIL

FILL

(TYPICAL)

Engines & Generators

8

COOlANT

'RECOVERY

TANK

,-""-_-

OIL

DIPSTICK

PRESS

IN

TIGHT

/!~_

FULL

(MAX)

STARTING -STOPPING

PROCEDURE

CHECKLIST

Follow

this

check list

each

day

before starting your

engine.

D

Visually

inspect

the

engine

for

fuel,

oil,

or water

leaks.

D Check

the

engine

oil

level

(dipstick).

D Check

the

coolant level

in

coolant recovery

tank.

Periodically check

the

manifold coolant

leveL.

D Check

the

transmission

fluid

level.

D Check

your

fuel

supply.

D

Look

for

clean

fuel

in

the

fuel

filter/water separator

transparent

bowL

Check

for

loose

wires

at

the

alternator

and

make

sure

its

mounting

is

secure.

D Check

the

starting batteries

(weekly)

D Check

drive

belts for wear

and

proper tension

(weekly).

D

Visually

inspect

the

raw

water pump

for

leakage.

STARTING

THE

ENGINE

1.

Place the transmission

in

neutral,

throttle

advanced.

NOTE:

Hydraulically operated transmissions have a

neutral safety switch

through

which

the

starter solenoid

energizing circuit

passes.

This

switch

is

open

when

the

transmission

is

in

gear

so

the

starter solenoid will not

energize.

2.

Tum

the

KEY

SWITCH

to

the

ON

position

(2

o'clock).

(If

the

panel

is

energized,

gauges

are

lit)

and

the

alarm

buzzer

will

pulse.

3.

Press

the

PREHEAT

BUTfON,

and

hold

for 5 to

15

seconds

depending

how

cold it

is

..

(The foellift pump

is

priming

the

engine and

the

preheat

is

activated).

4.

Continue pressing

the

PREHEAT

BUTTON

and

press

the

START

BUTTON.

(The

starter motor

is

cranking

the

engine).

5.

Release

the

START

and

PREHEAT

BUTTON

as

the

engine

starts.

The

alarm

buzzer should silence

as

the

oil

pressure rises.

6.

With

the

engine

running, check

the

instruments for

proper

oil

pressure

and

battery charging

voltage.

Also

check for overboard discharge of exhaust

water.

The

water temperature

will

rise

slowly

until

the

thermostat

opens.

Do

not

engage

the

gear shift

until

the

temperature

is

close

to

nonnal.

NOTE:

Never attempt

to

engage

the

starter

while

the

engine

is

ntnning.

It

is

important

to

closely monitor

the

panel

gauges.

Become

aware

of

the

normal

engine

readings

and

take

immediate action if these

readings

start

to

vary.

If

a "smart" regulator is part

of

the

charging

system,

allow about 50

second~

for

the

RPM gauge

to

activate.

FAILURE

TO

START

If

the

engine

fails

to

start

when

the

start

button

is

pressed

for

5

seconds,

wait

for

at

least

30

seconds

and

repeat

the

starting

procedure.

Make

certain

the

transmission

control

is

in

th~

neutral

position

as

some

engines

have a neutral

safety

SWItch

to

prevent

starting

in

gear.

Never

run

the

starter

for

more

then

30

seconds.

If

the

engine

fails

to

start,

refer

to

the

TROUBLESHOOTING

CHART

in

this

manual.

A

CAUTION:

Prolonged

cranking

intervals

without

the

engine

starting

can

result

in

the

engine

exhaust

system

filling

with

raw

water.

This

may

happen

because

the

pump

is

pumping

raw

water

through

the

raw

water

cooling

system

during

cranking.

This

raw

water

can

enter

the

engine's

cylinders

by

way

of

the

exhaust

manifold

once

the

exhaust

system

tills.

Prevent

this

from

happening

by

clOSing

the

raw

water

supply

through-hull

shutoff,

draining

the

exhaust

muffler,

and

correcting

the

cause

of

the

excessive

engine

cranking.

Engine

damage

resulting

from

raw

water

entry

is

not

a

warrantable

issue;

the

owner/operator

should

keep

this

in

mind.

STOPPING

PROCEDURE

To

stop

the

engine,

bring

the

throttle

to

an

idle position

and

place

the

transmission

in

neutral.

Allow

the

engine

to

idle

for

a

few

moments

to stabilize temperatures,

then

shut

the

engine

down

by

turning off

the

key

switch.

NOTE:

When

starting:

A voltage

drop

will occur

when

the

preheat button

is

depressed.

Engines & Generators

9

ENGINE

BREAK-IN

PROCEDURE

DESCRIPTION

Although

your

engine

has

experienced a

minimum

of

one

hour of

test

operations at

the

factory

to

make

sure accurate

assembly

procedures were

followed

and

that

the

engine

oper-

ated

properly,

a break-in time

is

required.

The

service life of

your engine

is

dependent

upon

how

the

engine

is

operated

and

serviced

during

its

initial 50

hours

of

use.

Breaking-in a

new

engine basically

involves

seating the

pis-

ton

rings

to

the

cylinder

walls.

Excessive oil consumption

and

smoky

operation

indicate that the cylinder

walls

are

scored,

which

is

caused

by

overloading

the

engine during the

break-in

period.

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.

Perfonn

this

conditioning

carefully,

keeping

in

mind

the

fol-

lowing:

1.

Start

the

engine

according

to

the

STARTING

PROCE-

DURE

section.

Run

the engine

at

fast

idle while checking

that

all

systems (raw water

pump,

oil

pressure, battery

charging)

are

functioning.

2.

Allow

the engine to wann

up

(preferably

by

running at

fast

idle)

until

the water temperature

gauge

moves into

the

130

- 140°F

(55 -60°C)

range.

3.

While

using

the

vessel,

run

the engine

at

various engine

speeds

for

the first

25

hours.

Avoid

prolonged

periods of

idling.

4.

Avoid

rapid

acceleration, especially

with

a cold engine.

5.

Use

caution

not

to

overload the engine.

The

presence of a

grey

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.

CHECK

LIST

D

Monitor

the

control

panel

gauges.

D Check

for

leaks of

fuel

and

engine

oil.

D Check

for

abnormal

noise

such

as

knocking,

friction,

vibration

and

blow-back

sounds.

D Confinn exhaust

smoke:

When

the

engine

is

cold

-

white

smoke.

When

the

engine

is

warm

- almost

smokeless.

When

the

engine

is

overloaded -some

black

smoke

and

soot

NOTE:

See

the

TRANSMISSION

section

of

this

manual

for

break-in

information

on

your

transmission.

Engines & G€merators

10

WARNING

LIGHTS,

ALARMS

&

CIRCUIT

BREAKER

ALTERNATOR

WARNINGS

LOW

OIL

PRESSURE

ALARM

SWITCH

The

Captain

Control

Panel

indicates

alternator

low

discharge

with

a red

warning

light

A

low

oil

pressure

alarm

switch

is

located off

the

engine's

oil

gallery.

This

switch's

sensor

monitors

the

engine's

oil

pressure.

Should

the

engine's oil

pressure

fall

to

5

-10

psi

(0.4 -0.7

kg/cm2),

this

switch

will activate a

pulsating

alarm.

The

Admiral

Control

Panel

uses a voltmeter

to

monitor

the

performance

of

the

alternator.

COOLANT

TEMPERATURE

SWITCH

A

coolant

temperature

switch

is

located

on

the

thermostat

housing.

This

switch

will

activate a continuous

alarm

if

the

coolant's

operating

temperature

reaches

approximately

210°F

(99°C).

TO

CONTROL

PANEL

TYPICAL

ARRANGEMENT

<

ENGINE

CIRCUIT

BREAKER

The

DC

harness

on

the

engine

is

protected

by

an

engine-

mounted

manual

reset circuit breaker

(20

amps

DC).

Excessive

current

draw

or

electrical overload

anywhere

in

the

instrument

panel

wiring

or

engine

wiring

will

cause

the

breaker

to

trip.

In

this

event

most

engines

will shut

down

because

the

opened

breaker

disconnects

the

fuel

supply.

If

this

should

occur,

check

and

repair

the

source of

the

problem.

After

repairing

the

fault,

reset

the

breaker

and

restart

the

engine.

COOLANT

TFIIIIPFI<llITIIIRI:\

SEND

OR

THERMOSTAT

ASSEMBLY

Engines & Generators

11

SCHEDULED
MAINTENANCE

Fuel

Supply

Fuel/Water

Separator

Engine

Oil

Level

Coolant

Level

Drive

Belts

MAINTENANCE

SCHEDULE

A

WARNING:

Never

attempt

to

perform

any

service

while

the

engine

is

running.

Wear

the

proper

safety

equipment

such

as

goggles

and

gloves,

and

use

the

correct

tools

for

each

job.

Disconnect

the

battery

terminals

when

servicing

any

of

the

engine's

DC

electrical

equipment.

NOTE:

Many

of

the

following maintenance jobs

are

simple

but others

are

more

difficult and may

require

the

expert

knowledge

of a service

mechanic.

CHECK

HOURS

OF

OPERATION

EACH

EXPLANATION

OF

SCHEDULED

DAY

50

100

250

500

750

1000

1250

MAINTENANCE

0

Diesel

No.2

rating

of

45

cetane

or

higher.

0

Check

for

water

and

dirt

in

fuel

(drain/replace

filter

if

necessary).

0

Oil

level

should

indicate

between

MAX.

and

LOW

on

dipstick.

0

Check

at

recovery

tank;

if

empty,

check

at

manifold.

Add

coolant

if

needed.

0

Inspect

for

proper

tension

(3/8"

to

112"

deflection)

weekly

and

adjust

if

needed.

Check

belt

edges

for

wear.

Visual

Inspection

of

Engine

0

NOTE:

Please

keep

engine

surface

clean.

Dirt

Check

for

fuel,

oil

and

water

leaks.

Inspect

wiring

and

oil

will

inhibit

the

engine's

ability

to

and

electrical

connections.

Keep

bolts & nuts

tight.

remain

cool.

Check

for

loose

belt

tension.

Fuel

Filter

0 0 0

0

0 0

Initial

change

at

50

hrs,

then

change

every

250

hrs.

Starting

Batteries

0

Every

50

operating

hours

check

electrolyte

levels

(and

House

Batteries)

weekly

and

make

sure

connections

are

very

tight.

Clean

off

excessive

corrosion.

Engine

Oil

(and

filter)

0 0 0 0 0 0 0

Initial

engine

oil & filter

change

at

50

hrs.,

then

change

both

every

100

hours.

Heat

Exchanger

Zinc

Anode

0

(]

0

0 0

0

Inspect

zinc

anode,

replace

if

needed,

clear

the

heat

exchanger

end

of

zinc

anode

debris.

Fuel/Water

Separator

0

0

0 0

0 0

Change

every

200

hours.

Exhaust

System

0 0

0 0

Initial

check

at

50

hrs.,

then

every

250

hrs.

Inspect

for

leaks.

Check

anti-Siphon

valve

operation.

Check

the

exhaust

elbow

for

carbon

and/or

corrosion

buildup

on

inside

passages;

clean

and

replace

as

necessary.

Check

that

all

connections

are

tig

ht.

Engine

Hoses

0

or

0

0 0

Hose

should

be

hard & tight.

Replace

if

soft

or

spongy.

Check

and

tighten

all

hose

clamps.

Engines & Generators

12

SCHEDULED

MAINTENANCE
Raw

Water

Pump

Coolant

System

Electric

Fuel

lift

Pump

Inlet

Fuel

Filter

DC

Alternator

*Fuellniectors

*Starter

Motor

*Preheat

Circuit

*Englne

Cylinder

Compression

*Torque

Cylinder

Head

Hold-down

bolts

MAINTENANCE

SCHEDULE

NOTE:

Use

the

engine

hour

meter

gauge

to

log

your

engine

hours

or

record

your

engine

hours

by

running

time.

CHECK

HOURS

OF

OPERATION

EACH

EXPLANATION

OF

SCHEDULED

DAY

50

100

250

SOD

750

1000

1250

MAINTENANCE

0 0

0

Remove

the

pump

cover

and

inspect

impeller,

gas-

ket,

cam

and

cover

for

wear.

Check

the

bearings

and

seals

(the

shaft

can

turn,

but

not

wobble).

Lubricate

when

reassembling.

0

Drain.

flush,

and

refill

cooling

system

with

appropriate

antifreeze

mixture

compatible

with

various

cooling

system

metals.

0

0 0 0 0

0

Periodically

check

the

wiring

connections

and

inspect

the

fuel

line

connections.

0 0

0 0 0

Replace.

0 0

0

Check

DC

charge

from

alternator.

Check

the

mounting

bracket;

tighten

electrical

connections.

0

Check

and

adjust

injection

opening

pressure

and

spray

condition

(see

ENGINE

ADJUSTMENTS).

0 0

Check

solenoid

and

motor

for

corrosion.

Remove

and

lubricate.

Clean

and

lubricate

the

starter

motor

pinion

drive.

0 0

Check

operation

of

preheat

solenoid.

Remove

and

clean

glow

plugs;

check

resistance

(4-6

ohms).

Reinstall

with

anti

seize

compound

on

threads.

D

0

Check

compression

pressure

and

timing

(see

Engine

Adjustments).

0 0

0

At

first

50

hours.

then

every

500

hours

(see

ENGINE

ADJUSTMENTS).

*Adjust

the

Valve

Clearances

0

0

0

Adjust

Valve

Clearances

(see

ENGINE

ADJUSTMENTS).

"Heat

Exchanger

0

Remove.

have

profeSSionally

cleaned

and

pressure

tested.

*WESTERBEKE

recommends

this

service

be

performed

by

an

authorized

mechanic.

Engines & Generators

13

FUEL

SYSTEM

DIESEL

FUEL

Use

No.2

diesel fuel with a cetane rating

of

45

or

higher.

Do

not

use kerosene or home heating

fueL

FUEL

FILTER/WATER

SEPARATOR

A primary fuel filter

of

the water separating type must

be
installed between the fuel tank and the engine to remove
water

and

other contaminants from the fuel before

they

can

be

carried

to

the fuel system on the engine.

Most installers include a fuel filter/water separator

with

the

installation package

as

they are aware

of

the problems

that
contaminants

in

'the

fuel

can cause.

A typical fuel filter/water separator

is

il1ustrated

below.

This

is

the Raycor Model 500 MA. Keep

in

mind that if a

water

separator type filter is not installed between the

fuel

supply

tank and engine-mounted fuel system, any water

in

the

fuel

will

affect the

fuel

pump, engine filter, and injection

equip-

ment.

The owner/operator is responsible for making

certain

the

fuel

reaching the engine's injection equipment

is

free

of

impurities. This process is accomplished by installing

and

maintaining a proper fuel filter/water separator.

TYPICAL

FUEL

FILTER

The fuel injection pump is a very important component of
the diesel engine, requiring the utmost care

in

handling.

The

fuel

injection pump has been thoroughly bench-tested

and

the

owner-operator is cautioned not to attempt to service

it.

If

it

requires servicing, remove it and take it

to

an authorized

fuel

injection pump service facility. Do not attempt to

disassem-

ble and repair it.

FUEL

LIFT

PUMP

Periodically check the fuel connections

to

and out

of

the

pump

and

make sure that no leakage is present and that

the

fittings

are

tight and secure. The

DC

ground connection

at

one

of

the

pump's mounting bolts should be clean

and

well
securedbi

the

mounting

bolt

to

ensure proper pump

opera-

tions.
When

energized thru the preheat circuit, the fuel lift

pump

will

purge air from the fuel system and provide a continuous

flow

of

fuel

as

the engine

is

running.

INLET

FUEL

FILTER

To

ensure clean

fuel

enters the

fuel

lift pump,

there

is

an

in-line filter

at

the incoming fuel line. This filter should

be

replaced every 200 operating hours.

FUEL

FILTERS

The

fuel injection

pump

and

the

fuel

injectors

are

precisely

manufactured and

they

must

receive

clean

diesel

fuel,

free

from

water and dirt.

To

ensure

this

flow

of clean

fuel,

the fuel

must

pass through at least

two

fuel

filters, a fuel

filter/water

separator and the engine's spin-on

fuel

filter.

Visually

inspect,

clean, and change

these

filters

according

to

the

maintenance

schedule

in

this

manual.

A

WARNING:

Shut

off

the

fuel

valve

at

the

tank

when

servicing

the

fuel

system.

Take

care

in

catching

any

fuel

that

may

spill.

DO

NOT

allow

any

smoking

,

open

flames

or

other

sources

of

fire

near

the

fuel

sys-

tem

when

servicing.

Ensure

proper

ventilation

exists

when

servicing

the

fuel

system.

LOOSEN

FITTING

-----l'-A

WHEN

PRIMING

FILL

FILTER

Changing

The

Fuel

Filter

0

1. Shut off

the

fuel

supply.

SPIN

ON

FUEL

FILTER

#24363

2. Loosen the

fuel

filter,

turning counterclockwise

with

a

filter wrench. Place the used

filter

in

a container

for

proper

disposal.

3.

Using a

rag,

wipe

clean the

sealing

face

on

the

housing

bracket so

the

new

filter

can

be

seated

properly.

4.

Lightly

oil

the sealing O-ring

on

the

new

filter.

To

rein-

staJ],

tum the

filter

assembly counterclockwise carefully

until the a-ring contacts

the

sealing surface of

the

housing

bracket.

Tum

213

further

with

the

filter

wrench.

5. The key-on preheat sequence

will

operate

the

fuel

lift

pump

and

quickly

fill

the

new

filter.

It

is

also

poSsible

to

hand prime

~he

filter using

the

lever

on

the

top.

6.

Run the engine and inspect the

filter

for

fuel

leaks.

Engines & Generators

14

COOLING

SYSTEM

FRESH

WATER

COOLING

CIRCUIT

NOTE:

Refer

to

the

ENGINE

COOLANT

page

for

the

recommended

antifreeze

and

water

mixture

to

be

used

as

the

fresh

water

coolant.

Fresh

water

coolant

is

pumped

through

the

engine

by

a

circulating

pump,

absorbing

heat

from

the

engine.

The

coolant

then

passes

through

the

thermostat

into

the

manifold,

to

the

heat

exchanger

where

it

is

cooled

and

returned

to

the

engine

block

via

the

suction

side

of

the

circulating

pump.

When

the

engine

is

started

cold,

external

coolant

flow

is

prevented

by

the

closed

thermostat

(although

some

coolant

flow

is

bypassed

around

the

thermostat

to

prevent

the

exhaust

manifold

from

overheating).

As

the

engine

warms

up,

the

.

thermostat

gradually

opens,

allowing

full

flow

of

the

engine's

coolant

to

flow

unrestricted

to

the

external

portion

of

the

cooling

system.

Coolant

Recovery

Tank

A coolant

recovery

tank

allows

for

engine

'Coolant

expansion

and

contraction

during

engine

operation,:'wjthout

any

significant

loss

of

coolant

and

without

introducing

air into

the

cooling

system.

This

tank

should

be located

at

or

above

the

engine

manifold

level

and

should

be

easily

accessible.

COOLANT
RECOVERY
TANK

NOTE:

PeriodicaUy

check

the

condition

of

the

manifold

pressure

cap.

Ensure

that the

upper

and

lower

rubber

seals

are

in

good

condition

and

check

that

the

vacuum

valve

opens

and

closes

tightly.

Carry a spare

cap.

SEAL

CHECKING

THE

PRESSURE

CAP

CHANGING

COOLANT

The engine's coolant must

be

changed

according

to

the

MAINTENANCE

SCHEDULE.

If

the

coolant

is

allowed

to

become

contaminated,

it

can

lead

to

ovetbeating

problems.

A

CAUTION:

Proper

cooling

system

maintenance

is

,t:riflcal; a substantial

number

of

engine

failures

can

be

traced

back

to

cooling

system

corrosion.

Drain

the

engine

coolant

by

removing

the

drain

plug

on

the

engine

block

and

opening

the

manifold

pressure

cap.

Flush

tQe

,system

with

fresh

water,

then

reinstall

the

drain

and

start

the

refill

process.

Refer

to

the

illustration

below.

NOTE:

The

drain

petcock

on

the

heat

exchanger

can

also

be

used

to

help

drain

engine

coolant.

A

WARNING:

Beware

of

the

hot

engine

coolant.

Wear

protective

gloves.

Refilling

the

Coolant

After

replacing

the engine

block

drain

plug,

close

the

heat

exchanger's coolant

petcock.

Then

run

!he

engine

at

idle

and

slowly

poor

clean, premixed coolant

into

the

manifold.

Monitor

the

coolant in the

manifold

and

add

as

needed.

Fill

the

manifold

to

the

filler

neck

and

install

the

manifold

pressure

cap.

Remove

the

cap

on

the coolant recovery

tank

and

fill

with

coolant

mix

to

halfway between LOW

and

MAX

and

replace

the

cap.

Run

the

engine

and

observe

the

coolant

expansion

flow

into

the

recovery

tank.

After

checking

for

leaks,

stop

the

engine

and

allow

it

to

cool.

Coolant

should

draw back

into

the

cooling

system

as

the

engine

cools

down.

Add

coolant

to

the

recovery

tank

if

needed

and

check

the

coolant in the

manifold.

Clean

up

any

spilled

coolant.

TO

COOLANT

RECOVERY

TANK

FROM

COOLANT

RECOVERY

TANK

KEEP

THE

COOLANT

PASSAGE

CLEAR

COOLANT

EXPANSION

,/PRESSURE

,CAP

Enfline! & Generators

15

COOLING

SYSTEM

THERMOSTAT

A thennostat,

located

near

the

manifold

at the front of

the

engine,

controls

the

coolant

temperature

as

the coolant

continuously

flows

through

the

closed

cooling

circuit.

When

the

engine is

first

started,

the closed thennostat

prevents

coolant

from

flowing

(some

coolant

is

by-passed

through

a

hole

in

the

thennostat

to

prevent

the

exhaust

manifold

from

overheating).

As

the

engine wanns

up,

the

thennostat

gradually

opens.

The

thennostat

is

accessible

and

can

be

checked,

cleaned,

or replaced

easily.

Cany a

spare

thennostat

and

gasket

Replacing

the

Thermostat

Remove

the

cap

screws

and

disassemble the thennostat

housing

as

shown.

When

installing

the

new

thennostat

and

gasket,

apply

a

thin

coat of sealant

on

both sides of

the

gasket

before

pressing it into

place.

Do not over-tighten the

cap

screws.

Run

the

engine

and

check

for

nonnal

temperatures

and

that

there

are

no

leaks

at

the

thennostat housing.

~:(

TEMPERATURE
SENDER

THERMOSTAT

ASSEMBLY

(TYPICAL)

RAW

WATER

INTAKE

STRAINER

NOTE:

Always

install

the

strainer

at or

below

the

waterline

so

the

strainer

will

always

be

self-priming.

A

clean

raw

water

intake strainer

is a vital

component

of

the

engine's

cooling

system.

Include a visual

inspection

of

this

strainer

when

making

your periodic

engine

check.

The

water

in

the

glass

should

be

clear.

Perfonn

the

following

maintenance

after

every

100

hours

of

operation:

1. Close the

raw

water

seacock.

2.

Remove

and

clean

the

strainer

filter.

3.

Clean

the

glass.

4.

Replace

the

washer

jf

necessary.

5.

Reassemble

and

install

the

strainer.

6. Open the seacock.

7.

Run

the

engine

and

check

for

leaks.

NOTE:

Also

follow

the

above

procedure

after

having

run

hard

aground.

If

the engine temperature

gauge

ever

shows

a higher

than

nonnal

reading,

the cause

may

be

that

silt,

leaves

or

grass

may

have

been

caught up

in

the

strainer,

slowing

the

flow

of

raw

water

through

the

cooling

system.

SEALlNG~~~-

WASHER

TYPICAL

RAW

WATER

STRAINER

(OWNER

INSTALLED)

INCOMING
RAW

WATER

SEACOCK

INSPfCTAND

CLEAN

EVERY

100

HOURS

Engines & Generators

16

COOLING

SYSTEM

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

blades

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

warrantable,

and

operators

are

cautioned

to

make

sure

raw

water

flow

is

present at start-

up.

The

raw

water

pump

should

be

inspected periodically

for

brokeno! tom impeller blades. See

MAINTENANCE

SCHEDULE.

NOTE:

Should a failure occur

with

the pump s iliternal parts

(seals

and

bearings),

it

may

be

more

cost efficient to

purchase a new pump

and

rebuild the original pump

as

a

spare.

AIR

INTAKE

NOTE:

To

operate efficiently a diesel

engine

must

intake

a

continuous

volume

of

clear

air.

Hard

starting,

an

erratic

idle,

and black e¥zaust smoke

are

all

symptoms

of

a restricted air

intake.

Changing

the

Raw

Water

Pump

Impeller

Close

the

raw

water intake

valve.

Remove

the

pump

cover

and,

with

the

aid

of

two

small

screwdrivers,

carefully

pry

the

impeller out of

the

pump.

Install the

new

impeller

and

gasket

Move

the

blades

to

confonn

to

the

curved

cam

plate

and

push

the

impeller into

the

pump's

housing.

When

assembling,

apply

a thin coating of lubricant

to

the

impeller

and

gasket.

Open

the

raw

water intake

valve.

A

CAUTION:

If

any

of

the

vanes

have

broken

off

the

impeller,

they

must

be

found

to

prevent

blockage

in

the

cooling

circuit.

They

often

can

be

found

in

the

heat

exchanger

or

in

the

discharge

fitting

of

the

pump.

RAW

WATER

PUMP

ALIGN

WITH

THE

SLOT

IN

THE

SHAFT

l

'INSPECTION:

CHECK

ATTHE

BASE

OF

I

EACH

BLADE

BY

BENDING

VIGOROUSLY.

/

REPLACE

THE

IMPELLER

IF

THERE

RAW

WATER

IN

ARE

ANY

CRACKS.

WHEN

INSTALLING:

TAKE

CARE

TO

ALIGN

THE

IMPELLER

KEYWAY

WITH

THE

SHAFT

KEY.

FOLD

THE

IMPELLER

BLADES

IN

EITHER

DIRECTION

(THEY

WILL

TURN

IN

THE

CORRECT

POSITION

WHEN

THE

PUMP

STARTS).

APPLY

LIQUID

SOAP

AT

ASSEMBLY

Engines & Generators

17

COOLING

SYSTEM

Zinc

Anode

A

zinc

anode,

or pencil, is located

in

the

raw water

cooling

.circuit

within

the

heat exchanger.

The

purpose

of

having

the

zinc

~ode

is

to sacrifice them

to

electrolysis

action

taking

place

ill

the

raw

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.

NEW

REPLACE

REPLACE

CLEAN

AND

REUSE

ZINC

ANODES

~OTE:

E~ectrolysis

action is the result

of

each particular

uzstallation

and

vessel location; not that

of

the

engine.

ZINC

ANODE

DO

NOT

USE

SEALANT

ON

THE

THREADS

TYPICAL

HEAT

EXCHANGER

ASSEMBLY

If

the

zinc

anodes

need

replacement,

hold

the

hex

boss

into

which

the

zinc

anode

is

threaded

with a wrench

while

loos-

ening

the

anode

with

another

wrench.

This

prevents

the

hex

boss

from

possibly

tearing

off

the

exchanger

shell.

After

removing

the

Zinc,

note

the

condition

Qf

it

If

the

zinc

is

in

poor

condition,

there

are

probably

a lot of

zinc

flakes

within

the

exchanger.

Remove

the

end

of

the

heat

exchanger

and

clean

the inside of

all

zinc

debris.

Always

have a spare

heat

exchanger

end

gasket

in

case

the

present

one

becomes

dam-

aged

when

removing

the

end

cover.

Replace

the

gasket

(refer

tc your engine model's

heat

exchanger end

gasket

part

num-

ber),

O-ring

and

cover,

and

install a

new

zinc

anode.

NOTE:

The

threads

of

the

zinc

anodes

are

pipe

threads

and

do

,not

require

sealant.

Sealant

should not

be

used

as

it

may

insulate

the zinc

from

the

metal

of

the

heat exchanger

hous-

ing

preventing

electrolysis

action

on

the

zinc.

Heat

Exchanger

Service

After

approximately

1000

hours

of

operation,

remove,

clean

and

pressure

test

the engine's heat

exchanger.

(A

local

auto-

motive

radiator

shop

should

be .able

to

clean

and

test

the

heat

exchanger.)

NOTE:

Operating

in

silty

and/or

tropical

waters

may

require

that a

heat

exchanger

cleaning

be

perfonned

more

often

than

every 1000

hours.

IR

BLEED

PETCOCK

COVER
SECURING

BOLT

WATER

CLEAN

our

EVERY

DRAIN

INSPECT
BOTH

ENDS

100

HOURS

CL'fAN

OUT

DEBRis

HEAT

EXCHANGER

NOTE:

When installing

the

heat exchanger end

covers.

Be

sure

that the end cover securing bolt's sealing

O-ring

is

installed.

Failure

to install this sealing

O-ring

can

result

in

end plate failure/sea water

leakage.

Engines & Generators

18

ENGINE

LUBRICATING

OIL

DESCRIPTION

The lubricating system

is

a pressure

feeding

system using

an oil

pump.

The engine

oil

is

drawn

from

the oil

sump

by

the oil

pump,

which drives the

oil,

under pressure, through

the oil

filter,

oil cooler and various lubricating points

in

the

engine.

'The

oil then returns

to

the

oil

sump

to

repeat the

continuous cycle. When the oil pressure exceeds

the

speci-

,

fied

pressure, the

oil

pushes

open

the

relief valve

in

the

oil

pump

and

returns

to

the

oil

sump,

keeping

the

oil pressure

within

its

specified range.

LUBRICATION

DIAGRAM

OIL

PRESSURE

RELIEF

VALVE

OIL

PUMP

OILDRArN-~""W

OIL

PRESSURE

The engine's oil pressure, during operation,

is

indicated'

by

the

oil

pressure gauge

on

the instrument panel. During

nonnal operation, the oil pressure

will

range between

40

and

60 psi

(2.8

and

4.2

kglcm2).

NOTE:

A

newly

started,

cold engine

can

have

an

oil

pressure

reading

up

to

60 psi (4.2

kglcm

2

).

A warmed engine

can

have

an

oil

pressure

reading

as

low

as

35

psi (25kg/cm2).

These

readings

will

vary

depending

upon

the

temperature

of

the

engine

and

the

rpms.

..

A

CAUTION:

oD

not

allow

two

Dr

more

brands

of

engine

oil

to

mix.

Each

brand

contains

its

own

addi-

tives:

additives

of

different

brands

could

react

in

the

mixture

to

produce

properties

harmful

to

your

engine.

-

ENGINE

Oil

CHANGE

1.

Draining the Oil Sump. Discharge

the

used

oil througn

the

sump

drain hose (attached

to

the

front

of the engine)

while

the

engine

is

wann.

Drain

the

used

oil

completely,

replace

the

hose

in

its bracket, and replace

the

end

cap

securely.

NOTE:

Thread

size for

the

lube

oil

drain

hose

capped end

is

114NPT.

Always

observe

the

used

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

qualified

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 of

raw

water

through

the

raw

water cooling

circuit into

the

exhaust,

filling

the

engine.

This

problem

is

often

caused

by

the

absence

of

an

anti-siphon

valve,

its

poor location or lack of maintenance.

2. Replacing the Oil Filter.

When

removing

the

used oil

filter,

you

may

find

it helpful and cleaner

to

punch a

hole

in

the

upper

and

lower portion of

the

old filter

to

drain

the

oil

from

it into a container before removing it.

This

helps

to

lessen

spillage. A small automotive filter wrench

should be helpful in

removing

the old oil

filter.

NOTE:

Do

not punch

this

hole

without first

loosening

the

jilter

to

make

certain

it

can

be

removed.

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.

Keep

your

engine clean.) Inspect

the

old

oil

filter

as

it

is

removed

to

make

sure that

the

rubber

sealing

gaSket

comes off

with

the

old oil

filter.

If

this

rubber sealing gasket

remains

sealed against the

filter

bracket,

gently

remove

it.

amm-11/16"

SOCKET

Engines & Generators

,

19

ENGINE

LUBRICATING

OIL

When

installing the

new

oil

filter

element,

wipe

the

filter

gasket's sealing surface

on

the

bracket

free

of

oil

and

apply

a thin coat of

clean

engine

oil

to

the

rubber

gasket

on

the

new

oil

filter.

Screw

the

filter

onto

the

threaded

oil

filter

nipple on

the

oil

filter

bracket,

and

then

tighten

the

filter

firmly

by

hand..

NOTE:

The

engine oil

is

cooled

by

engine coolant flowing

through

passages

in

the

oil jilter bracket

housing

assembly.

A

WARNING:

Used

engine

oil

contains

harmful

contaminants.

Avoid

prolonged

skin

contact.

Clean

skin

and

nails

thoroughly

using

soap

and

water.

Launder

Dr

discard

clothing

Of

rags

containing

used

oil.

Discard

used

oil

properly.

NOTE:

Generic jilters

are

not

recommended,

as

the

material

standards

or

diameters

of

important

items

on

generic parts might

be

entirely different from genuine

parts. Immediately after

an

oil jilter change and oil

fill,

run

the

engine

to

make

sure

the

oil

pressure is nonnal

and that

thef¥l

are

n~o

oil leaks around the new oil

filter.

3. Filling the Oil Sump. Add

new

oil

through

the

oil

filler

cap

on

the

top

of

the

engine

or

through

the

side

oil

fill.

Mter refilling, run

the

engine

for a few

moments

while

checking

the

oil

pressure.

Make

sure

there

is

no

leakage

around

the

new

oil

filter

or

from

the

oil

drain

system,

and

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.

ENGINE

OIL

Use a heavy

duty

engine

oil

with

an

API classification of

CF,

CG-4,

CHA or

CI-4.

Change

the

engine

oil

after

an

initial

50

hours

ofbreak-in

operation,

and

every

100

hours

of

operation

thereafter.

For

reconnnended

oil

use

SAE

15W-40

(oil

viscosity).

WESTERBEKE

reconnnends

the

use

of

synthetic

oil.

Engines & Generators

20

REMOTE

OIL

FILTER

(OPTIONAL)

JNSTALLATION

!fhls

popular

accessory

is

used

to

relocate

the

engine's

oil

fil-

ter

from

the

engine

to a more

convenient

location

such

as

an

NOTE:

Westerbeke

is

lWt

responsible

for

engine

failure

due

to

incorrect

installation

of

the

Remote

Oil

Filter.

~ngine

room

bulkhead.

.

NOTE:

Refer

to

ENGINE

OIL

CHANGE

in

this

rna:rw.alfor

instructions

on

removing

the

oil

filter.

'lro

install,

'simply

remove

the

engine

oil

filter

and

thread

on

WBSTERBEKB's

remote

oil

filter

kit

as

shown.

Always

1nstall

this

kit

with

the

oil

filter

facing

down

as

illustrated.

Contact

your

WESTERBEKB

dealer

for

more

information.

THE

OUT

CONNECTION

MUST

ATTACH

TO

THE

IN

CONNECTION

AT

THE

REMOTE

Oil

FILTER.

APPLY A THIN

COAT

OF

ClEAN

OIL

TO

THE

O·RING

WHEN

INSTALLING

THIS

KIT.

THREAD

THE

KIT

ON,

THEN

HAND

TIGHTEN

AN

AODlTIONAL

3/4

TURN

AFTER

THE

O·RING

CONTACTS

THE

BASE.

THE

IN

CONNECTION

HOSE

MUST

ATTACH

TO

THE

OUT

CONNECTION

ATTl1E

*---RI'MO'TI'

Oil

FILTER.

A

CAUTION:

It

is

vital

to

Install

the

oil

lines

cor-

rectly.lf

the

011

flows

In

the

reverse

direction,

the

by

..

pass

valve

in

the

filter

assembly

will

pf!1vent

the

oil

from

reaching

the

engine

causing

an

Intemal

engine

failure.

If

there

is

no

011

pressure

reading,

shutdown

immediately

and

check

the

hose,

Ci

rmnirlcti'ons.

APPLY A THIN

COAT

OF

CLEAN

OIL

TO

THE

FIlTER

GASKET

WHEN

INSTALLING.

AFTER

TliE

FILTER

CQ.NTACTS

IHE

BASE,

TIGHTEN

IT

AN

ADDITIONAL'

f-.M'IWESTERBEKE

i

Engines

& Generators

21

WATER

HEATER

CONNECTION

KIT

(71B & C,

82B

FOUR, & 107

B &

C)

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

ofthe

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

3/4

I.D.

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.

Air

Bleed

Petcock

\

\

,

"Heat

Exchanger

HEATER

BELOW

ENGINE

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.

Engines & Generators

22

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

petccek

when filling the freshwater system

to

allow air in

the

exchanger

to

escape. Close tightly once all air is removed.

\

'",,~eat

Exchanger

Pressure

Cap

is

Rated

Lower

than

Manifold

Cap

HEATER ABOVE

ENGINE

Engines & Generators

23

Heater

Coils

Located

Above Manifold Pressure

Cap

WATER

HEATER

CONNECTIONS

(71

C &

828

FOUR)

FOR

PRODUCTION

MODELS

FROM

MARCH

2004

ON

WESTERBEKE provides easy access

for

connecting

to

an

on-board hot

water

system.

These connections

allow

for

the

engines hot water (coolant)

to

flow

to

the

ships

hot

water

tank,

heating

the

fresh

water and

then

cycling

back

to

the

engine.

The water heater should

be

mounted in a convenient location

either in a high

or

low

position in relation

to

the

engine,

so

that

the

connecting hoses from the heater

to

the

engine can

run

in a reasonably direct line without

any

loops

which

might

trap

air.

Hoses should rise continuously

from

their

low

point at

the

heater

to

the engine

so

that air

will

rise naturally

from

the

heater

to

the

engine.

If

trapped air

is

able

to

rise

to

the

heater,

then

an

air bleed petcock must be installed at

the

higher

fitting

on

the

heater

for

bleeding air

while

filling

the

system.

THERMOSTAT
HOUSING

TD

CONNECT

TO

THE

WATER

HEATER

AIR

BLEED

PETCOCK

\

NOTE:

An air bleed petcock

is

located

on

the

engine:V

heat

exchanger

and

on

the

thermostat

housing.

Open

these

petcocks

when

filling the engine s coolant system

to

allow air

to

escape.

Close

both

tightly after all

the

air

is

removed.

NOTE:

If

any portion

0/

the

heating

circuit

rises

above

the

engine S closed cooling system pressure

cap,

then

a

pressurized (aluminum)

remote

expansion

tank.

(Kit #024177)

must

be installed

in

the circuit

to

become

the

highest point.

Tee

the

remote

expansion tank into

the

heater

circuit,

choos-

ing

the higher a/the

two

connections/or

the

return.

Tee

at

the

heater;

and plumb a single line

up

to

the

tanks

location

and the other back

to

the engine's

return.

Install the

remote

expansion tank

in

a convenient

location

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.

DISCONNECT

THE

EXISTING

HOSE

AND

ATTACH

THE

HEATER

HOSE

AT

THIS

COUPLING

REMOVE

THE

EXISTING

BY-PASS

HOSE

DISCONNECT

THE

EXISTING

HOSE

AND

ATTACH

THE

HEATER

HOSE

TO

THIS

FITTING.

Engines & Generators

24

WATER

HEATER

CONNECTION

KIT

(638

AND

63C

ONLY)

HOSE

CONNECTION

TO

THE

TANK

Remove the hex head plug at the thermostat assembly and
install the WATER HEATER

CONNECTION

KIT.

Attach
the heater hose to the water heater connection kit and check
that all connections are tight.

THERMOSTAT

HOUSING

MAKE

CERTAIN

THE

RESTRICTOR

NIPPLE

IS

INSTALLED.

WATER

HEATER

CONNECTION

KIT

OPERATION

Remove the manifold cap and replace any lost coolant. Run
the engine at idle (1800 rpm for generators) with the heat
exchanger petcock open, slowly add coolant as needed.

Once coolant flows from the petcock, close it and replace the

manifold cap. When circulation

is

present to and from the hot
water tank (feel hoses), recheck the manifold-it should be
topped off with coolant. Also fill the coolant recovery tank
half

fulL

With the engine running, inspect for leaks and

check for normal temperature.

RETURN

HOSE

CONNECTION

FROM

THE

TANK

Locate the hose and piping that comes off the engines fresh
water pump and cut into the smaller hose that leads to the oil
cooler.

Install the

'T'

fitting, reconnect the cooler hose and install

the hot water tank return hose to the bottom

of

the

"T'

fitting

as shown below. Make certain all connections are tight.

5/8" T FITTING

OWNER

INSTALLED

HEATER

HOSE

TO

HOT

WATER

TANK.

A7TACH

HOT

WATER

HOSE

FROM

HOT

WATER

TANK.

A

CAUTION:

Bewam

of

the

hot

engine

coo/ant,

wear

proper

gloves.

TO

OIL

COOLER

A

WARNING:

With

the

engine

running,

stay

clear

of

the

drive

belts.

Generator·

keep

ben

guards

in

place.

NOTE:

For

additional information

on

the

proper

installation

of

your hot water

system,

refer

to your engine/generator

operators manual or contact your

WESTERBEKE

dealer.

Engines & Generators

25

I~

1 1

$EE

HOT[

2,

I .J

I

,

,

IIOTE:

An

on-off

switch

should

be

installed

In

this

circuit

to

disconnect

the

starter

from

the

battery

in

811

emergency

and

when

leaving

the

.boat

Twelve

volt

engine

staffers

typically

draw

200

to

300

amps

when

cranking,

A

switch

with a continuous

rating

of

175

amps

at

12

VDC

will

normally

serve

this

function,

but a switch

must

never

be

used

to

. I

"make»

the

starter

circuit.

I

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,

I

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,

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26

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Engines &

Generators

27

51

AMP,

ALTERNATOR

sr

ANDARO

ALTERNATOR

ON

IHE

6;8

a,

Be

a,

716

01:.

826

a,

I

aee

11l. &

loec

11l

GLOW

PLUGS

DESCRIPTION

The

glow

plugs

are

wired

through

the

preheat

solenoid.

When

PREHEAT

is

pressed

at

the

control

panel

this

solenoid

should

"click"

on

and

the

glow

plug

should

begin

to

get

hot.

INSPECTION

To

inspect

the

plug,

remove

the

electrical

terminal

cOJmec-

tions,

then

unscrew

or

unclamp

each

plug

from

the

cylinder

head.

Thoroughly

clean

each

plug's

tip

and

threads

with

a

soft

brush

and

cleaning

solution

to

remove

all

the

carbon

and

oil

deposits.

While

cleaning,

examine

the

tip

for

wear

and

burn

erosion;

if

it

has

eroded

too

much,

replace

the

plug.

TESTING

An

accurate

way

to test

glow

plugs

is

with

an

ohmmeter.

Touch

one

prod

to

·the

glow

plug's

wire

connection,

and

the

other

t~

the

body

of

the

glow

plug,

as

shown. A good

glow

plug WIll

have a 1.0 -1.5

ohm

resistance.

This

method

can

be

used

with

the

plug

in

or out of

the

engine.

You

can

also

use

an

multimeter

to

test

the

power

drain

(8

- 9

amps

per

plug).

A

WARNING:

These

glow

plugs

will

become

very

hot

to

the

touch.

Be

careful

not

to

burn

your

fingers

when

testing

the

plugs.

GLOW

PLUG

Re--install

the

plugs

in

the

engine

and

test

them

again.

The

plugs

should

get

very

hot

(at

the

terminal

end)

within 7 to

15

seconds.

If

the

plugs

don't

heat

up

quickly,

check

for a short

circuit

When

reinstalling

the

glow

plugs,

use

anti-seize

compound

on

the

threads.

A

WARNING:

00

not

keep a g/owplug

on

for

more

than

30

seconds.

GLOW

PLUG

TIGHTENING

TORQUE

1.0·

1.5

M-KG

(7

·11

FT-LB)

TESTING

WITH

.

AN

OHMMETER

PREHEAT

ON

USING

A

TEST

LIGHT

I

TERMINAL

END

+

Engines & Generators

28

STARTER

MOTOR

DESCRIPTION

The starter is a

new

type,

small, light-weight

and

is

called a

high-speed internal-reduction

starter.

The pinion shaft

is

separate

from

the motor shaft;

the

pinion slides only

on

the

pinion shaft. A reduction gear

is

installed between the motor

shaft

and

a pinion shaft. The pinion sliding part

is

not

exposed outside

the

starter so that

the

pinion

may

slide

smoothly without becoming fouled

with

dust

and

grease.

The
motor shaft is supported at both ends on ball bearings. The
lever mechanism, switch and overrunning clutch inner circuit
are identical

to

conventional ones.

MOTOR

TYPICAL
STARTER

MOTOR

REFER

TO

THE

WIRING

DIAGRAM

IN

THIS

MANUAL

TROUBLESHOOTING

SOLENOID

A

WARNING:

The

following

emergency

starting

procedures

must

not

be

used

with

gasoline

engines.

Sparks

could

cause

an

explosion

and

fire.

Prior

to

testing, make certain

the

ships batteries

are

at

full
charge and that the starting system wiring connections
(terminals) are clean

and

tight. Pay particular attention

to

the

ground wire connections

on

the engine

block.

To

check

the

wiring, try cranking

the

starter for a

few

seconds, never more

than

10

seconds at a

time,

then

run

your

hand

along

the

wires

and terminals looking for

warm

spots

that indicate resistance. Repair or replace

any

trouble

spots.

Using a multimeter, test

the

voltage between

the

positive

terminal stud on the start solenoid

and

the

engine block

(ground).

If

you read 12

volts,

the starter

is

faulty.

IGNITION

/

TERMINAL

J-E'----(M)

TERMrNAL

To

test the ignition circuit, locate the ignition(s) terminal (it

is

one of the small terminal studs

and

is wired

to

the ignition

circuit).

Use a screwdriver, don't touch the blade,

to

jump

from

that ignition terminal

to

the positive battery connection

terminal

on

the solenoid.

If

the starter cranks, the fault lies with the ignition

circuit.

If

the solenoid clicks but nothing happens, the starter

motor is probably faulty.

SOLENOID

IGNITION

TERMINAL

">

~

If

nothing happens

at

all, the solenoid

is

not getting

current.

Check the battery isolation switch and inspect the
wiring connections. it is also possible that the solenoid is
defective.

A

WARNING:

There

will

be

arching

and

sparks

will

fly

when

jumping

terminals.

Be

certain

the

engine

space

is

free

of

potentially

explosive

fumes,

especially

gasoline,

and

that

there

are

1!!1

flammable

solvents

Dr

materials

stored

nearby.

Engines & Generators

29

STARTER

MOTOR

A

WARNING:

When

performing

these

procedures,

position

yourself

safely

away

from

the

moving

parts

of

the

engine

in

case

the

engine

starts-up_

Also

warn

other

crew

members

of

the

danger.

~.--

-------,-'~""

(+)

POSITIVE

)TERMINAL

~;:----~-(M)

TERMINAL

IGNITION

TERMINAL

Test

again

by

jumping

the

two

large

terminal

studs.

Hold

the

screwdriver blade finnly

between

the

studs.

Do

not

allow

the

screwdriver

blade

to

touch

the

solenoid

or

starter

casing,

this

would

cause a

short.

A

WARNING:

There

will

be

arching

as

the

full

starting

current

should

be

flowing

thru

the

blade

of

the

screwdriver.

If

the

starter

spins,

the

solenoid is faulty.

If

the

starter

fails to spin, the motor is probably faulty.

If

no arching occurred, there is no juice reaching the

solenoid.

NOTE:

Starter motors

are

either

inertia

type

or

pre-engaged.

In

the pre-engaged

model,

the

solenoid

also

moves

an

arm

that

engages

the

starter motor

to

the

flywheel

of

the

engine.

using

a screwdriver

to

bypass

the

solenoid

on

such

a starter

will

run

the

motor without

engaging

the

flywheel.

Tum

the

starter switch

on

to

provide

power

to

the

solenoid.

Hopefully

it

will

create

enough

magnetic field for

the

arm

to

move

even

though

the

contacts

inside

the

solenoid

are

bad.

EMERGENCY

START

Corrosion

to

the

starter

brushes

and/or

the

solenoid

contacts

can

cause

the

sporadic

problem

of

the

engine starting one

time

but

not

another.

If

corrosion

is

the

problem,

the

starter

will

need

to

be

rebuilt.

It

is

however,

sometimes

possible

to

get

started

by

taping

the

starter

lightly

with a small

hammer.

With

the

battery

switch

off

and

no

ignition,.

tap

lightly

on

the

starter/solenoid

casing

as

shown,

then try to start

the

engine.

CAREFULLY

NOT

TO

HIT

/'

FITTINGS

OR

WIRE

CONNECTioNS

I

\

TAP

LIGHTLY

WHERE

.

INDICATED

If

that

fails,

tum

the

battery

switch

on

and

have a crew

member

tum

the

ignition

on

and

off

rapidly

as

you

tap

again

with

the

hammer.,

This

may

loosen

the

brushes

and

allow

contact

to

start

the

engine.

When

you

reach

a repair

facility,

the

starter

will

need

to

be

repaired.

SERVICE

WESTERBEKE

uses

a standard starter

motor

which

can

be

serviced

or

rebuilt

at

any

starter

motor

automotive

service

center,

If

replacing

the

starter

motor,

make

certain

the

new

motor

is

certified

for

marine

use.

Automotive

starters

do

not

meet

USCG

standards.

If

in

doubt,

contact

your

WESTERBEKE

dealer.

TO

REMOVE

FOR

SERVICE

1.

Disconnect

the

negative

battery

cable.

2.

If

necessary,

remove

any

components

to

gain

full

access

to

the

starter

motor.

3.

Label

and

disconnect

the

wiring

from

the

starter.

(Do

not

allow

wires

to

touch,

tape

over

the

terminals).

4.

Remove

the

starter

mounting

bolts.

5.

Remove

the

starter

from

the

engine.

In

some

cases

the

starter

will

have

to be turned

to

a different

angle

to

clear

obstructions,

En Jines & Generators

-3D

DUAL

OUTPUT

ALTERNATORS

DESCRIPTION

Dual

output

and

high

output

alternators

are

available

as

optional

equipment

on

most

WESTERBEKE

engines. These

altemators

can

be installed during

factory

assembly or

as

add-on

equipment at

anytime.

Dual

alternators can

be

configured

to

charge

two

banks of

batteries

at

the

same

time

or,

using a battery selector switch,

charge

each

set

of batteries separately.

TO

INSTALLATION

If

an

optional

dual

alternator

has

already

been

factory installed,

simply

follow

the

WESTERBEKE

wiring diagram and

the

engine

installation instructions.

If

the

new dual alternator is being added

to

an

existing "in-

the-boat"

engine, carefully

follow

the

alternator installation

instructions

below:

1.

Disconnect

the

alternators negative cable

from

the

battery.

2.

Remove

the

alternator

and

disconnect

or

tape

off

the

output

[positive]

cable.

Do

not

reuse.

3. Install

the

new

alternator.

4. Attach a

new

heavy

gauge output cable[s]

from

the

alternator's output

terminal

[s).

Using

the

cable sizes

indicated.

LENGTH

REQUIRED

UP

TD-7.6'..---;c#4~W~rRE

------iJPro

12'

#2

WIRE----

UP

TO

20'

#(lWIRE

_

[ALWAYS

USE

FINE

STRAND

CABLE1

S.

Make certain that

the

batteries negative post ground

cable

to

the

engine block

is

the same

heavy

gauge

as

the

positive cable.

6. Mount

the

regulator

to

a flat surface

in

a cool dry

location.

a. Connect

the

black

wire

to

the

ground

terminal

on

the

alternator.

A

CAUTION:

Do

not

connect

any

power

source

with-

out

first

grounding

the

regulator.

b.

Plug

the

2-pin

connector into

the

alternator,

make

certain

it

is

firmly

seated.

c.

The

red

"battery sense" wire should

be

connected

to

the

batteries positive [+] post [or

the

positive cable],

d.

The

brown

wire

"keyed ignition"

is

the

key

circuit

which

actuates

the

regulator, this wire

must

connect

to

a switched

[+]

12

volt source. Refer

to

the

WESTERBEKE

WIRING

DIAGRAM

for the proper

connection.

Dual

Pulleys

A

variety

of accessory

pulleys

for

high

powered

and

dual

charging alternators

are

available

from

your

dealer.

BATTERY

1

Engines & Generators

31

SPACER

TO

MOUNTING

BRACKET

DUAL

OUTPUT

ALTERNATOR

[CHARGING

ONE

BATTERY]

~;:::.....c=--

"BATTERY

SENSE"

TO

BATTERY

POSITIVE

POST

IJl(OlY.

~ONNECTS

TO

PINK

AND

;st.

BLUE

LEADS.

THE

PINK

,

WIRE

CONNECTS

TO

THE

'ALARM

BUZZER.

THE

BLUE

WIRE

CONNECTS

TO

THE

OIL

PRESSURE

SWITCH.

DUAL

OUTPUT

ALTERNATOR

[CHARGING

TWO

BATTERIES1

DUAL

OUTPUT

ALTERNATORS

TROUBLESHOOTING

NOTE:

Before

troubleshooting, make certain that

the

drive

belts

are

tight

and

the

batteries

are

in

good condition.

Regulator

Testing

The red "battery sensing" wire A connects

to

the

battery,

it

must

always

read

battery voltage. If battery voltage

is

not

present,

trace

the

wire

for

a bad connection.

The

orange

wire S should read 0 volts with

the

key

off,

12

volts

[approximately]

with the

key

on.

If

the readings

are

incorrect,

trace

the

wire

for a bad connection.

The

blue

wire F supplies current

to

the alternator

fields,

its

voltage

will

vary

depending on the battery charge

or

actual

load/rpm.

The

readings can vary from 4

to

12

volts

with

the

key

on, 0 volts

with

the

key off.

KEY

ON -NO

VOLTAGE

REGULATOR

IS

DEFECTIVE

KEY

OFF -BATTERY

VOLTAGE

REGULATOR

15

DEFECTIVE

REGULATOR

TEST

POINTS

AND

PROPER

VOLTAGE

Terminal/COlor

Ignition

Off

Ignition

On

Engine

Running

I

Brown

o

volts

2

-12

volts

14.2

volts

A

Red

12.6

volts

12

volts

14.2

volts

5

Orange

o

volts

o

volts

6·

holts

F

Blue

o

volts

10

·11

volts

4 ·12

volts

Alt.

Output

12.6

volts

12

volts

14.2

volts

Alternator

Testing

The regulator

is

functioning properly

and

the batteries

are

in

good condition.

1.

Test

the

voltage

at

the

alternator plug

with

the

engine

off-key on. The voltage

at

the

alternator

terminal F and

the voltage

in

the

plug [blue

wire

F]

from

the

regulator

should

read

the

same.

2.

Hold a

screw

driver close

[112")

to

the

alternator

pulley.

If

voltage is present

you

should

feel

the magnetic

field.

If

.not,

the problem

may

be

the brushes [worn J or

the

rotor

(open circuit].

3.

Start the engine, at

fast

idle

the

output terminals should

indicate

14.2

volts

[no

load]. A reading

of

12.6

would

indicate

the

alternator is not performing

properly.

Apply a load

such

as

an electric bilge pump,

the

voltage

should maintain at least

13.8

volts.

13

volts

or

less

indicates

the

alternator

is

faulty.

NOTES:

When

the

engine

is

first started, it takes a few

moments

for the alternator

to

"kick

in"

and

take the

load.

There

is a noticeable change

in

the sound

of

the

engine and

the

RPM gauge will excite.

D A slight whine

is

normal when running with a full load

on the

alternator.

D

When

the alternator

is

producing high amperage,

it

will

become very

hot.

D

When

replacing the alternator drive

belts,

always

purchase and replace dual belts

in

matched

pairs.

Engines & Generators

32

DUAL

OUTPUT

ALTERNATORS

DESCRIPTION

Dual output

and

high output alternators

are

available

as

optional

equipment

on most

WESTERBEKE

engines. These

alternators

can

be

installed during

factory

assembly

or

as

add-on

equipment

at anytime.

Dual

alternators

can

be

configured

to

charge

two

banks of

batteries

at

the

same time

or,

using a battery selector switch,

charge

each

set of batteries

separately.

INSTALLATION

If

an

optional

dual

alternator has

already

been

factory

installed,

simply

follow the

WESTERBEKE

wiring

diagram

and the

engine

installation instructions.

If

the

new

dual

alternator

is

being

added

to

an

existing "in-

the-boat"

engine,

carefully follow

the

alternator and regulator

instructions

below:

1.

Disconnect

the alternators

neg~tive

cable

from

the

bat-

tery.

2.

Remove

the

alternator and disconnect

or

tape off the

output

[positive]

cable. Do not

reuse.

3. Install

the

new

alternator.

4.

Attach a

new

heavy gauge output

cable[s]

from the

alternator's output terminal

[s].

Using

the cable sizes

indicated.

LENGTH

REQUIRED

UP

TO

6'

#4

WIRE

UP

TO

12'

#2

WIRE

,

UP

TO

20'

#0

WIRE

{ALWAYS

USE

FINE

STRAND

CABLE]

#4

RED

TO

STARTING'

BATTERY

8+

WHEN

USING

TWO

BATTERIES

#14

BWElI14

PINK

IGNITIONB+

#14

BWE/#14

PINK

MALE

CONNECTOR

.

TH'E!JDE\

'-

IGNITiON

B1'

~~:,,,,,,,

__

_

'14

BROWN'

TACHOMETER

.;

---------

5. Make certain that the batteries negative post

ground

cable

to

the engine block is

the

same heavy gauge

as

the

positive cable.

6.

Mount the regulator

to

a flat surface in a

cool

dry

location.

a. Connect the black wires

to

the

mounting bolt

on

the

alternator (ground)

A

CAUTION:

Do

not

connect

any

power

source

without

first

grounding

the

regulator.

b. Plug the

2-pil'f

connector into the alternator

connection

and

make

certain it is fmnly seated.

c.

The red "battery sense" wire should

be

connected

to

the

batteries positive

[+]

post

[or

the positive

cable].

d. The brown wire "keyed ignition"

is

the

key

circuit

which actuates the regulator, this

wire

must

connect

t«,

a switched [+]

12

volt source.

Such

as

the

oil

pressure switch.

e.

A brown wire

from

the

electric tachometer

connects

to

the regulator.

Dual

Pulleys

A variety

of

accessory pulleys for high powered

and

dual

charging alternators

are

available from your

WESTERBEKE

dealer.

U 0

o

.#4

RED

TO

STARTING

'BA1TERY

Bf

WHEN

#14

RED

SENSE

#18

BROWN

NOTUSED

114

BLUE

FIELD

BALMAR

100

AMP

AlTERNATOR

#14

BlACK/GROUND

AlTERNATOR

MOUNT

(GROUND)

USING

TWO

BArrERIES.:'=-===::;::;;~!-i

-~-

~--

114BWE

FlEW

#14

WHITE

STATOR.

'...",WESTERBEKE

~ngineS

& Generators

33

ALTERNATORS

TESTING/TROUBLESHOOTING

SEE

WIRING

DIAGRAM

FOR

WIRE

CONNECTIONS

TO

OPTIONAL

ALTERNATORS

50AMP
ALTERNATOR

EXCITER

TERMINAL

l!.

NOTE:

FOR

CORRECT

WIRING

HARNESS

CONNECTIONS

TO

THE

ALTERNATOR,

REFER

TO

THE

WIRING

DIAGRAMS

IN

THIS

MANUAL.

DESCRIPTION

The following infonnation applies

to

the standard alternators
that are supplied with WESTERBEKE'S Marine Engines
and Marine Generators.

ELECTRICAL

CHARGING

CIRCUIT

The charging system consists

of

an

alternator with a voltage

regulator,

an

engine DC wiring harness. a DC circuit breaker

and a battery with connecting cable and wires. Because

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

is

very compact and

is

mounted internally or on the

back

of

the alternator.

It

is desirable to test the charging system (alternator and

voltage regulator)

in

the boat using the wiring harness and

electrical loads that are a pennanent part

of

the system.

In-boat testing will then provide the technician with

an

operational test

of

the charging system as well as the major

components

of

the electrical system.

ALTERNATOR

DESCRIPTION

The stator

is

connected to a three-phase, full-wave bridge
rectifier package which contains six diodes. The bridge
converts the

AC

generated

in

the stator to a DC output for

battery charging and accessories such

as

a radio, heater,

lights, refrigerator, depth sounder,

etc.

Power

to

the regulator and the

field

of the integral regulator

alternator

is

provided by the

field

diode (or diode trio)

package contained in the alternator.
These alternators produce a rated output

of

50 or

51

amps.

Rated output is achieved at approximately 6000 alternator

rpm at

an

ambient temperature of75°F (23.8°C). The

alternators are designed to operate

in

an

ambient temperature

range

of

40°

to 212°F (-400 to

100°C).

VOLTAGE

REGULATOR

The integral voltage regulator

is

an

electronic switching

device which senses the system voltage level

and

switches

the voltage applied to the

field

in order

to

maintain a proper

system voltage.
The regulator design utilizes all-silicon semi conductors

and

thick-film assembly techniques. After the voltage

has

been

adjusted

to

the proper regulating value,

the

entire circuit

is

encapsulated to protect the circuit and the components

from

possible damage due to handling or vibration and moisture

encountered

in

a vessel.

ALTERNATOR

TROUBLESHOOTING

Use this troubleshooting section to determine

if

a problem

exists with the charging circuit or

with

the

alternator.

If

it

is

determined that the alternator or voltage regulator

is

faulty,

have a qualified technician check it.

LOW

BATTERY/FAULTY

CIRCUIT

If

the starter only moans or makes a clicking sound instead

of

spinning the engine

to

life it is likely a low battery or a

faulty connection

in

the starting circuit

and

not

an

alternator

problem.
A simple test

is

to try starting again

with

a cabin light

on,

if

the light dims significantly or goes out, the battery

is

dead.

If

the light remains bright, look for a poor connection

in

the

starting circuit.

A

WARNING:

A

working

alternator

runs

hot.

i a

failed

alternator

can

become

very

hot.

Do

not

touch

the

alternator

until

it

has

cooled.

/"fIV'IWESTERBEKE

I

Engines & Generators

34

ALTERNATORS

TESTING/TROUBLESHOOTING

PRELIMINARY

INSPECTION

Before starting the actual alternator and voltage regulator,
testing the following checks are recommended.

1.

Make

certain your alternator is securely mounted.

2. Check the drive belt for proper tension. Replace the belt

if it is worn

or

glazed.

3. Check that all terminals, connectors and plugs are clean
and tight. loose

or

corroded connections cause high
resistance and this could cause overcharging,
undercharging or damage to the charging system. Badly
corroded battery cables could prevent the battery from
reaching a fully charged condition.

4. Check the condition

of

the battery and charge

if
necessary. A low or discharged battery may cause false
or

misleading readings on the in-vessel tests.

NOTE:

An

isolator with a

diode, a solenoid,

or a battery

selector switch

is

usually mounted

in

the circuit

to

isolate

the batteries

so

the

starting battery

is

not discharged

along

with

the house batteries. If

the

isolator

is

charging

the starting battery but not the house

battery,

the

alternator is

Ok

and the problem

is

in

the

battery

charging

circuit.

TESTING

THE

ALTERNATOR

A

CAUTION:

Before

starling

the

engine

make

cerlain

that

everyone

Is

clear

of

moving

parts!

Keep

away

from

sheaves

and

belts

during

test

procedures.

1.

Start

the engine.

2. After the engine has run for a few minutes, measure the
starting battery voltage at the battery terminals using a
multimeter set

on

DC

volts.

a.

If

the voltage is increasing toward 14 volts, the

alternator is working; omit

Steps 3 through 8 and go

directly to

"Checking the

Servic~

Battery".

b.Ifthe

voltage remains around 12 volts, a problem

exists with either the alternator

or

the charging circuit;

continue with Steps 3 through

8.

MEASURING

BATTERY
VOLTAGE

ENGINE

RUNNING

3. Thrn off

the

engine. Inspect all wiring and connections.
Ensure that the battery terminals and the engine ground
connections are tight and clean.

4.

If

a battery selector switch is in the charging circuit,

ensure that

it is on the correct setting.

S.

'furn on

the

ignition switch,

but

do not start

the

engine.

6. Check the battery voltage.

If

the battery is

in

good

condition, the reading should

be 12 to

13

volts.

Testing

The

Output

Circuit

MEASURING

BATTERY

VOLTAGE

(IGNITION

ON

ENGINE

OFF)

1.

Connect the positive probe to the output terminal B and

connect the negative probe to the ground terminal E

on

the alternator.

2. Wiggle the engine wiring harness while observing the
voltmeter.

The

meter should indicate the approximate

battery voltage, and should not vary.

If

no reading is

obtained,

or

if the reading varies, check the alternator

output circuit for loose

or

dirty connections or

damaged wiring.

3.

Start

the

engine.

4. Repeat the same measurement, the negative probe to

E,

the positive probe to B with the engine running. The

voltage reading should

be

between 13.5 and 14.5 volts.

If

your alternator is over

or

under-charging, have

it

repaired at a reliable service shop.

5.

If

the previous test reads only battery voltage at
terminal B use the meter to measure the DC excitation
terminal.

If

12 volts is not present at exciter terminal
R, inspect the wiring for breaks and poor connections.
Jump 12 volts from a 12 volt source (such as the
battery) and operate the alternator.

If

voltage output is

13-14 volts, then the alternator is

OK.

Enaloes & Generators

.35

ALTERNATORS

TESTING/TROUBLESHOOTING

BATTERY

TESTING

THE

OUTPUT

CIRCUIT

ENGINE

RUNNING

TO

STARTER

SOLENOIO

TESTING

THE

EXCITATION

CIRCUIT

'.

1. Connect the positive (+) multimeter probe to the

excitation terminal

R on the alternator and the negative

(-)

probe to the ground terminal E on the alternator.

2.

Turn

the ignition switch

to

the on position and note

the multimeter reading. The reading should be

1.3

to

2.5 volts (see illustration).

3.

If

the reading is between .75

and

1.1

volts, the

rotor field circuit probably is shorted or grounded.

4.

If

the reading is between 6.0

and

7.0 volts, the rotor

field circuit probably is open.

5.

If

no

reading is obtained,

an

open exists in the

alternator-excitation lead or in the excitation circuit

of

the regulator. Disconnect the lead from exe. terminal

R.

Connect the positive multimeter probe

to

the excitation

lead and the negative multimeter probe

to

ground

terminal

E.

If

the multimeter now indicates

an
approximate battery voltage, the voltage regulator is
defective and must be replaced.

If

no

voltage is

indicated, check the excitation circuit for loose or dirty

connections or damaged wiring.

CHECKING

THE

SERVICE

BATTERY

Check the voltage

of

the service battery. This battery should

have a voltage between

13

and

14

volts

when

the

engine is

running.

If

not, there is a problem in the service battery
charging circuit. Troubleshoot the service battery charging
circuit

by

checking the wiring and connections,

the

solenoid,

isolator,

battery switch,

and

the battery itself.

When the problem has been solved

and

before

the

alternator

is

back in operation, take

the

time

to

tighten

and

clean the

terminal studs.

Also clean the connecting tenninals

from

the

wiring harness.,

ALTERNATOR

REPAIR

If

tests indicate a failed alternator, it will need

to

be

disassembled and repaired.

Any

good alternator

service

shop can

do

the job.

NOTE:

WESTERBEKE'S

Service

Manual

has

detailed

instructions

for

the

disassembly

and

repair

of

their

standard

altemators.

BATTERY

CARE

The minimum recommended capacity of the battery

used

in

the engine's

12

volt

DC

control circuit

is

600-900

Cold

Cranking Amps (CCA).
Review the manufacturer's recommendations

and

then

establish a systematic maintenance schedule

for

your

engine's

starting batteries and house batteries.

• Monitor your voltmeter for proper charging

during

engine operation.

• Check the electrolyte level

and

specific gravity

with

a

hydrometer.

•

Use

only distilled water

to

bring electrolytes

to

a proper

level.

• Make certain that battery cable connections are clean

and

tight

to

the battery posts (and

to

your engine).

'-w'IWESTERBEKE

IEnafnes

& Generators

.

·36--

ENGINE

TROUBLESHOOTING

The

following

troubleshooting

table

describes

certain

problems

relating

to

engine

service,

the

probable

causes

of

these

prob-

lems,

and

the

recommendations

to

overcome

these

problems.

Problem

Probable

Cause

No

panel

indications;

fuel

solenoid

1.

Battery

switch

not

on.

or

fuel

pump

is

no!

working

(key

switch

is

on

and

PREHEAT

button

is

depressed).

2.

20-amp

circuit

breaker

tripped.

3.

10-amp

breaker

tripped

on

preheat

solenoid

4.

Loose

battery

connections.

5.

Preheat

solenoid

not

operating.

START

button

is

depressed,

no

starter

1.

Connection

to

solenOid

faulty.

engagement.

2.

Gear

shift

not

in

neutrel.

3.

Faulty

switch.

4.

Faulty

solenoid.

5.

Loose

battery

connections.

6.

Low

battery.

START

button

is

depressed;

panel

1.

Poor

connections

to

fuel

solerlOid.

indications

OK;

starter

solenoid

OK;

fuel

solenoid

not

functioning.

2.

Defective

fuel

solenoid.

Engine

cranks,

but

does

not

1.

Faulty

fueling

system.

start,

fuel

solenoid

energized.

2.

Preheat

solenoid

faulty.

3.

Low

battery

power.

Engine

can't

be

stopped.

1.

Faulty

DC

alternator.

2.

Disconnect

fuel

shut-off

cable.

NOTE:

The

engine

'8

electrical

system

is

protected

by a 20

ampere

manual

reset

circuit

breaker

located

on a bracket

at

the

back

of

the

engine.

The

preheat solenoid

is

mounted

on

the

same

bracket.

VerificationJRemedy

1.

Check

switch

and/or

battery

connections.

2.

Reset

breaker;

if

breaker

trips

again,

check

preheat

solenoid

circuit

and

check

circuit

for

shorts

to

ground.

3.

Check

the

voltage

both

at

and

after

the

breaker

on

the

preheat

solenoid.

4.

Check

(+)

connection

to

starter

solenoid

and

(-)

connection

to

engine

ground

stud.

Check

battery

cable

connections.

5.

Check

solenoid

"S"

terminal

for

voltage.

1.

Check

connection.

2.

Gear

shift

must

be

in

neutral

(see

NEUTRAL

SW/TCHunder

HURTH

HSWTRANSMISSIONS).

3.

Check

switch

with

ohmmeter.

4.

Check

thaI

12

volts

are

present

at

the

solenoid

connection.

5.

Check

battery

connections.

6.

Check

battery

charge

state.

1.

Check

connections.

2.

Check

that

12

volts

are

present

at

the

(+)

connection

on

the

fuel

run

solenoid.

1.

Check

that

fuel

valves

are

open.

1

a.

Check

for

air

in

fuel

system.

Bleed

air

from

fuel

system.

1

b.

Fuel

filters

clogged.

Replace

filters

and

bleed

air

from

fuel

system.

2.

Check

solenoid.

3.

Switch

to

combine

house

and

start

batteries.

3a.

Replace

batteries.

1.

Remove

Exc.

connection

at

alternator,

repair

alternator.

2.

Check

connection

at

shut-off

lever.

Pull

lever

back

to

close

offthe

fuel

3.

Fuel

nm

solenoid

will

not

de-en~rgize.

3.

Manually

disconnect

the

12

volt

connection

to

the

fuel

run

solenoid

at

the

injection

pump.

Battery

runs

down.

1.

Oil

pressure

switch.

1.

Observe

if

gauges

and

panel

lights

are

activated

when

engine

is

not

running.

Test

the

oil

pressure

switc~.

2.

High

resistance

leak

to

ground.

2.

Check

wiring.

Insert

sensitive

(0 -.25

amp)

meter

in

battery

lines.

(Do

not

start

engine.)

Remove

connections

and

replace

after

short

is

located.

3.

Low

resistance

leak.

3.

Check

all

wires

for

temperature

rise

to

locate

the

fault.

4.

Poor

battery

connections.

4.

Check

cable

connections

at

battery

for

loose

connections,

corrosion

5.

DC

altemator

not

cHarging

5.

Check

connections,

check

belt

tension,

test

altemator.

See

(tachometer

not

operating).

DC

ELECTRICAL

SYSTEM/ALTERNATOR.

Battery

not

charging

1.

DC

charge

circuit

faulty.

1.

Pertorm

DC

voltage

check

of

generator

charging

circuit

See

Testing

the

BattelJl

Charging

Circuit

2.

Alternator

drive.

2.

Check

drive

belt

tension;

alternator

should

furn

freely.

Check

for

loose

connections.

Check

output

with

voltmeter.

Ensure

12

volts

are

present

at

the

Exc.

terminal.

(con.tinued)

Engines & Generators

37

ENGINE

TROUBLESHOOTING

Problem

Probable

Cause

Verification/Remedy

Engine

slows

and

stops.

1.

Fuel

lift

pump

failure.

1.

Fuel

lift

pump

should

make a distinct

ticking

sound.

Replace

pump

with

spare.

2.

Switches

and/or

wiring

loose

2.

Inspect

wiring

for

short

circuits

and

loose

connections.

or

disconnected.

Inspect

switches

for

proper

operation.

3.

Fuel

starvation.

S.

Check

fuel

supply,

fuel

valves,

fuel

lift

pump.

4.

20

Amp

circuit

breaker

tripping.

4.

Check

for

high

DC

amperage

draw

during

operation.

Ensure

breaker

is

not

overly

sensitive

to

heat

which

would

cause

tripping.

5.

Exhaust

system

is

restricted.

5.

Check

for

blockage,

collapsed

hose,

carbon

buildup

at

exhaust

elbow.

6.

Water

in

fuel.

6.

Pump

water

from

fuel

tank(s);

change

filters

and

bleed

fuel

system.

7.

Air

intake

obstruction.

7.

Check

air

Intake

filter

cartridge.

Engine

overheats/shuts

down.

1.

Raw

water

not

circulating.

1.

Raw

water

pump

failure.

Check

impeller -replace.

2.

Coolant

not

circulating.

2.

Obstruction

at

raw

water

intake

or

raw

water

filter.

2a.

Themnostat -remove

and

tesl

in

hot

water.

Replace

thermostat.

2b.

Loss

of

coolant -check

hoses,

hose

clamps,

drain

plug,

etc.

for

leaks.

2e.

Broken

or

loose

belts -tighten/replace.

2d.

Air

leak

in

system;

run

engine

and

open

the

pressure

cap

to

bleed

air.

Add

coolant

as

needed.

Engine

alarm

sound

pulsates.

1.

Loss

of

oil.

1.

Check

dipstick,

look

for

oil

leaks

at

oil

filter

and

at

oil

drain

hose

connection.

2.

Oil

pressure

switch.

2.

Replace

oil

pressure

switch.

Engine

alarm

sounds

continuously.

1.

Engine

coolant.

1.

Check

engine

coolant

level.

2.

High

temperature

switch

opens

at

.

2.

Check

for

satisfactory

operation

with

switch

bypassed,

too

Iowa

temperature.

check

with

ohmmeter,

replace

if

faully.

Exhaust

smoke

problems

1.

Blue

smoke.

1.

Incorrect

grade

of

engine

011.

1a.

Crankcase

is

overfilled

with

engine

oil

(oil

is

blowing

out

through

the

eXhaust).

2.

White

smoke.

2.

Engine

is

running

cold.

2a.

Faully

injector

or

incorrect

injector

timing.

3.

Black

smoke.

3.

Improper

grade

of

fuel.

3a.

Fuel

bum

incomplete

due

to

high

back-pressure

in

exhaust

or

insufficient

air

for

proper

combustion

(check

for

restrictions

in

exhaust

system;

check

air

Intake).

3b.lmproperly

timed

injectors

or

valves,

or

poor

compression.

3c.

Lack

of

air -check

air

intake

and

air

filter.

Check

for

proper

ventilation.

3d.

Overload.

TROUBLESHOOTING

COOLANT

TEMPERATURE

AND

OIL

PRESSURE

GAUGES

If

Ihe

gauge reading

is

other dlatl what is normally indicated

by

Ihe

gauge

when

Ihe

instrument panel

is

energized, the first

step

is

to

check for

12

volts DC between dle ignition (B+)

and

Ihe

Negative

(B-)

terminals

of

Ihe

gauge.

Assuming

Ihat

Ihere

is

12 volts

as

required, leave

Ihe

instrument panel energized and perrorm

Ihe

following steps:

1.

Disconnect the sender wire at

Ihe

gauge

and

see if the

gauge reads

zero,

which

is

dle normal reading for this

situation.

2.

Remove the

wire

attached

to

the sender terminal at

Ihe

sender

and

connect

it

to

ground.

See

if the gauge reads

. full scale, which is the normal reading for

driB

situation.

If

both

of

the

above

gauge tests are positive,

the

gauge

is

undoubtedly

OK

and

the

problem

lies

either

with

the

conductor

from

the sender to the gauge or

with

the

sender.

If

either of the

above

gauge

tests are

negative,

the

gauge

is

probably defective

and

should

be replaced.

Assuming the gauge

is

OK.,

check the conductor

from

the

sender

to

the sender

terminal

at

the gauge for

continuity.

Check that the engine

block

is connected

to

the

ground.

Some starters have

isolated

ground

terminals

and

if

the

battery is connected

to

the

starter (both

plus

and

minus

le11Ilinals),

the

ground

side

will

not

necessarily

be

connected

to the block.

Engines

&:

Generators

38

SERVICE

SCHEDULE

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).

4.

Inspect the

syphon-break

assembly

for

proper operation. (When

installed)

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.

Serviciug

After

Every

500

Hours

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.

"'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 and/or corrosion

build

up.

Replace

elbow

if

needed.

Servicing

Mter

Every

800

Hours

of

Operation

'"

1.

Remove

and

check

fuel

injectors.

Injector

spray

pressure:

1920

psi

+

71

psi

(135

kg/cm

2

+ 5

kg/cm

2

)

NOTE:

Poor

fuel

quality

and

contaminants

will

shorten the injector

and

injector

pump

service

life.

Eliminate

undesirable

injection

conditions

incl~ing

after

dripping.

*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.

Engines & Generators

.

39

SERVICE

SCHEDULE

This section contains a scheduled preventive maintenance program and several adjustment procedures the
owner/operator can

petform without

the

bene.fit

of sophisticated and

eXlJensive

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 petform

to

expectations. Those items marked

by

an asterisk (*) are recommended to be

performed

by

an authorized dealer or distributor.

Daily (before each

US~)

I.

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

plas~ic

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.

Servicing

After Initinl

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.

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).

~

WESTERBEKE

Engines & Generators

40

18

SERVICE

SCHEDULE

CYLINDER

HEAD

BOLT

TORQUING

Servicing

After

Every

1000

Hours of

Operation

1. Remove, clean, and pressure test the primary heat exchanger. (A local automotive radiator shop should be able

to

clean and test the heat exchanger.)

NOTE: Operating

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

performed more often than every 1000 hours.

*2.

Check the injection pump's timing.

CyUnder

Head

Bolt Torquing

Tighten the

cylinder

head

bolts according

to

the sequence shown in the illustration for your model. The

engine

should be at room temperature. Prior to applying torque

to

each bolt, loosen

it

one

half

tum then apply

the

required

torque. .

\

13

9 5

4 8

12

828

FOUR

638 & 63C

FOUR

and

71C

FOUR

and

718

FOUR

1088

and

108C

SIX

Tightening Torque

63

(B) & (C) Four, 71C Four

& 108 (B)(C) Six

7IB

Four

& 82B

Four

80

- 85 ft-lb

(11.0

to

11.7 m-kg)

85 - 89 ft·lb

(11.8

to

12.5 m-kg)

Engines & Generators

41

SERVICE

SCHEDULE

CYLINDER

HEAD

BOLT

TORQUING

Tighten the cylinder head bolts

to

the specified torque before making valve adjustments.

When

No.1

cylinder

IS

at top dead

enler

J.

1 I i

TINC!.'EX

liN

fEX

When

No.1

cylinder

is

at top

dead

center

1

'~31IN

J T

\1

EX

i

(fiN

(rEX

When NoA cylinder IS a t top

dead

center

63(BXC)FOUR,

71(B)(C)FOUR

& 82BFOUR

Valve Clearance: Intake & Exhaust 0.012 inch (0.30

rom)

Procedure

to

adjust

(l~EX

108(BXC)

SIX

1.

Position the piston

#1

cylinder approximately

IDC

(Top Dead Center)

of

its compression stroke. Adjust the

valve clearance

on

the values for the cylinders specified.

4 Cylinder Model

Intake valves - No. 1 and

No.2

cylinders

Exhaust valves

-

No.1

and

No.3

cylinders

6 Cylinder Model

Intake valves -

No.1,

2 and 4 cylinders

Exhaust valves

-

No.1,

3 and 5 cylinders

2.

Tum

the crankshaft 3600 (one complete

revolution) and adjust the valve clearances

on the valves for the cylinders specified.

4 Cylinder Model

Intake valves - NO.3 and NO.4 cylinders

Exhaust valves

- NO.2 and

No.4

cylinders

6 Cylinder Model

Intake valves -

No.3,

5 and 6 cylinders

Exhaust valves

-

No.2,

4 and 6 cylinders

Engines & Generators

42

ENGINE

ADJUSTMENTS

NOTE:

WESTERBEKE

recommends

that

the

following

engine

adjust-

ments

be

performed by a competent

engine

mechanic.

The

information

below is provided

to

assist the

mechanic.

ENGINE

IDLING

SPEED

The engine idling speed

is

pre-set

at

the

factory but

once

the

boat

is operating

in

the

water other variables such

as

pro-

peller

size,

shaft length,

and

the

transmission

can

affect

the

idle

speed.

The

normal idle speed

for

these engines is 650-950

RPM,

however,

simply

put,

the

idle speed should feel comfortable.

It should

be

quiet

and

smooth, not racing but not

so

low

that

it causes transmission damper plate

chatter.

SETTING

THE

IDLING

SPEED

To

adjust

the

engine idle

speed

(engine

running),

loosen

the

locknut

of

the

idle adjustment bolt

and

tum the bolt

clockwise

to

increase idle

speed

and

counterclockwise

to

reduce.

Once

the

speed

is set

to

your satisfaction,

tighten

the

locknut.

FUEL

INJECTION

PUMP

(TOP)

ENGINE

COMPRESSION

Check the compression pressure.

To

do this, warm

the

engine?

remove all

fuel

injectors, or glow plugs, disconnect

the fuel shut-off solenoid wire, and install a compression

adapter in the injector hole or glow plug hole. Connect a
compression tester on the adapter and crank the engine with
the

starter motor until the pressure reaches a maximum value.

Repeat this process for each cylinder. Look for cylinders

with

dramatically (at least 20%) lower compression

than

the

average

of

the others. Compression pressure should not differ

by

more than 42.7 psi (3.0 kg/cm

2

)

at 200

rpm.

COMPRESSIO.

GAUGE!

INJECTION

PUMP

SERVICE

For

disassembly,

inspection,

reassembly

and

internal

adjustments

of

the

injection

pump,

it

is

recommended

the

pump

be

taken

to a qualified

injection

service

shop

authorized

to

service

Diesel

KiKi or

Zexel

injection

equipment.

ENGINE

STOP

SOLENOID

This

solenoid

is

insralled

on

the

top

rear of

the

injection

pump

and

is

activated

by

12

VDC

electrical

current.

Troubleshooting

1.

The

solenoid does

not

operate when

the

keyswitch

is

turned

"ON".

a.

Are

the

engine

batteries turned "ON"?

b.

Is

the

20

amp

circuit breaker

set?

c.

Is

12

VDC

present at

the

solenoid

connection

?

2.

The

solenoid does not stop

the

engine when ~

..---SPRING

the

keyswitch is switched ''OFF'', r

a.

Check

to

see

if

12

VDC

is still present

t-

PLUNGER

at

the

solenoid

electrical lead

with

the

key

off.

b.Remove

solenoid

from

injection

pump

and

ensure

plunger

and

spring

in

the

solenoid

are

not sticking.

If

a weak cylinder is flanked by healthy cylinder,

the

problem

is either valve or piston related. Check the valve

clearances

for the weak cylinder, adjust

as

needed

and

test again.

If

the cylinder is still

low,

apply a small amount of

oil

into

the cylinder to seal the rings and repeat

the

test

If

compression comes

up

- the rings are

faulty.

Engines & Generators

43

TACHOMETER

TACHOMETER/HOUR

METER

The tachometerlhour meter used in propulsion engine instru­ment panels contains two separate electrical circuits with a
common ground.

One circuit operates the hour meter and the

other the taehometer. The hour meter circuit operates on 12

volts alternator charging voltage supplied to the (+) terminal

on the baek

of

the instrument.

The tachometer circuit operates on AC voltage 6-8 volts, fed
from one

of

the diodes in the alternator and supplied to the

tachometer input telminal while the engine

is

running, and
the alternator producing battery charging voltage 13.0-14.8
volts

DC.

The following are proeedures to follow when troubleshooting
a fault in either

of

the two cireuits in a tachometerlhour

meter.

Hour

meter

Inoperative

Check for the proper

DC

voltage between (+) and (-)

terminals.

1.

Voltage present meter is defective repair or replace.

2. Voltage not present trace (+) and (-) electrical con-

nections for fault. (Jump 12 volts

DC

to meter (+)

terminal to verify the operation.)

Tachometer

Inoperative

Check for the proper AC voltage between tachometer input

tenninal and (-) tenninal with the engine running.

1. Voltage present attempt adjusting meter through calibra-

tion access hole. No results, repair or replace meter.

2. AC voltage not present check for proper alternator

DC

output voltage.

3. Check for AC voltage at tach tenninal on alternator to
ground.

4. Check electrical connections from tachometer input ter-

minal to alternator connection.

Tachometer

Sticking

1.

Check for proper AC voltage between "tach inp."
terminal and (-) terminal.

2. Check for good ground connection between meter (-)
terminal and alternator.

3. Check that alternator

is well grounded to engine block at

alternator pivot bolt.

Tachometer

Inaccurate

a. With a hand-held tach on the front

of

the crankshaft
pulley retaining nut or with a strobe-type tach, read the
front crankshaft pulley rpm at idle.

b. Adjust the tachometer with a small Phillips type screw-

driver through the calibration access hole in the rear

of
the tachometer. Zero the tach and bring it to the rpm
indicated by the strobe or

hand tach. (Verify the

rpm

at

idle and at high speed and adjust the tach

as

needed).

NOTE:

Current model tachometers use a coarse adjustment
dial to set the tachometer to the crankshaft pulley rpms. The
calibrating screw is then used

for

fine tuning.

)

TERMINAL

CALIBRATION

TACHOMETER

CHECK

(New

Installation)

NOTE:

In a new installation having new instrument panels,
the tachometer may not always be correctly calibrated to the
engine's rpm. This calibration should be checked

in

all new

installations.

1. Warm up the engine to nonnal operating temperature,

Remove any specks on the crankshaft pulley with a clean
cloth and place a piece

of

suitable reflecting tape on the

pulley to facilitate use of a photoelectric type tachometer.

2. Start and idle the engine.

3.

Aim the light

of

the tachometer onto the reflecting tape to
confirm the engine speed. Check the instrument panel
tachometer reading. Adjust the tachometer in the panel by
using the instrument coarse adjustment to calibrate the
instrument reading to the closest R.P.M. that the photo tach
is showing, Then use the fine calibration adjustment to
bring the instrument to the exact reading

as

the photo tach.

4.

Set the tachometer to the idle speed (the engine idle speed
has been factory adjusted and the idle screws and high

speed screws have been locked in place).

r

!"

~

!

~

!"

I

ill

::

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I:'

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Engines & Generators

43A

OIL

PRESSURE

NOTE:

WESTERBEKE

recommends

that

the

following

engine

adjustments

he

peifomled

by

a competent

engine

mechanic.

The

infomtation below

is

provided

to

assist

the

mechanic.

DESCRIPTION

The

lubricating

system

is

a pressure feeding

system

using

an

oil

pump.

The engine

oil

is

drawn

from

the

oil

sump

by

the

oil

pump,

which

drives

the

oil,

under pressure,

through

the

oil

filter

and

various

lubricating points

in

the

engine.

The

oil

then

returns

to

the

oil

sump

to

repeat

the

continuous cycle.

When

the

oil

pressurc exceeds

the

specified pressure,

the

oil

pushes

open

the

relief valve in

the

oil

pump

and

returns

to

the

oil

sump,

keeping

the

oil

pressure

within

its specified

range.

TESTING

OIL

PRESSURE

To

test

the

oil

pressure,

remove

the

oil

pressure

sender,

then

install

a mechanical

oil

pressure

gauge

in it's

place.

After

warming

up

the

engine,

set

the

engine speed at

1800

rpm

and

read

the

oil

pressure

gauge.

Oil

Pressure

Between

55

and

75

psi

at

1800

rpm.

Note: A

newly

started

(cold)

engine

may

have

an

oil pressure

up

to

70

or

80

psi. A warmed

engine

can

have

an oil pressure

as

low

as

40

psi.

Oil

pressure

will

vary

depending

on

the

load

placed

on

the

generator.

OIL

PRESSURE

The engine's

oil

pressure,

during

operation, is

indicated

by

the

oil

pressure gauge

on

the

ins1n1ment

panel.

During

normal

operation,

the

oil

pressure

will

range

between

40

and

85

psi.

NOTE:

A

newly

started,

cold

engine

can

have

an

oil

pressure

reading

up

to

85

psi.

A warmed

engine

can

have

an

oil

pressure

reading

as

low

as

25

psi.

These

readings

win

vary

depending

upon

the

temperature

of

the

engine

and

the

'pms.

Low

OH

Pressure

The

specified

safe

minimum

oil

pressure

is

5 -

10

psi.

A

gradual

loss

of

oil

pressure usually indicates

worn

bearings.

For

additional

information

on

low

oil

pressure

readings,

see

the

ENGINE

TROUBLESHOOTING

chart.

Testing

Oil

Pressure

To

test oil pressure,

remove

the

oil pressure sender

then

install

a mechanical

oil

pressure gauge

in

its

place.

After

warming

up

the

engine, set

the

engine

speed

at

idle

and

read

the

oil

pressure

gauge.

MECHANICAL
OIL

PRESSURE

GAUGE

OIL

PRESSURE

SWITCH

'~

..

.

~

~

\

TYPICAL

ARRANGEMENT

Engines & Generators

44

SPECIFICATIONS

638

AND

63C

FOUR

MARINE

DIESEL

ENGINES

ENGINE

SPECIFICATIONS

Engine

Type

Governor

Valve

mechanism

Combustion

Ghamber
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

Fuel
Injection

Pump

Fuel

Injection

Timing

Nozzle

Injection

Pressure

Lift

Pump

Fuel

Filter

(on

engine)

Air

cleaner

Air

Flow

(engine

combustion)

(engine

cooling)

Exhaust

Elbow

Hose

Size

Muffler

Size

Diesel,

four-cycle,

fresh

water-cooled,

vertical

in-line

(63

hp

at

3600

rpm

maximum)

Integral

ofthe

injection

pump,

mechanical

flywheel

type
Overhead
Swirl

chamber

type

3.50 x 3.51

inches

(88.9 x 89.1

mm)

134.8

cubic

inches

(2.21

liters)
1-3-4-2
Glockwise,

when

viewed

from

the

front

931b-ft

(10.92

kg-m)

21

: 1

427

psi

(30.0

kg/cm')

at

200

rpm

Intake

45°

Exhaust

45°

Intake

0.12

inches

(0.3

mm)

Exhaust

0.12

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)

Gontinuous

14°

Temporary

25°

(not

to

exceed

30

min.)

6111bs

(192

kgs)

Idle

speed:

750-1000

rpm

Cruising

Speed:

2500 -3000

rpm

1.2

US

gph

(4.5Iph)

at

2500

rpm

(approx.)

when

the

propeller

allows

3600

rpm

at

full

open

throttle

while

underway

in

forward

gear

FUEL

SYSTEM

No.2

diesel

oil

(cetane

rating

of

45

or

higher)

Diesel

KiKi

mechanical

governed

0°

TOC

(Top

Dead

Center)

Throttle

type

1920

psi

(135

kg/cm2)

12

volt

plunger

type

Spin-on

(Replaceable)

Metal

screen

type -cleanable

140.0

cfm

(3.9

cmm)

at

3600

rpm

250

cfm

(7.0

cmm)

EXHAUST

SYSTEM

70

degree

elbow

3

inch

I.D.

hose

12

inch x 12

inch

(min)

General
tem

Operating

Temperature

Fresh

Water

Pump

Raw

Water

Pump

Raw

Water

Row,

at

3600

rpm

System

Capacity

(fresh

water)

COOLING

SYSTEM

Fresh

water-cooled

block,

themnostatically-

controlled

with

raw

water

heat

exchanger

sys-

170

-190° F (77

-

88°

G)

Gentrifugal

type,

metal

impeller,

belt-driven

Positive

displacement,

rubber

impeller,

gear-driven.

12.0

US

gpm

(45.4lpm)

(measured

before

discharging

into

exhaust

elbow).

10

qts

(9.9

liters)

LUBRICATION

SYSTEM

General
Oil

Filter

Sump

Capacity

(not

including

finer)

Operating

Oil

Pressure

Oil

Grade

Pressure

fed,

rotor

type,

driven

by

spiral

gears

from

camshaft

Full

flow,

paper

element.

spin-on

type

5.3

U.S.

qts

(5.0

liters)

30 -60

psi

(2.1 -4.2

kg/em')

at

maximum

engine

rpm

and

at

normal

operating

temperature

API

Specification

CF,

CG-4,

CH-4

or

CI-4

ELECTRICAL

SYSTEM

Starting

Battery

Battery

Gapacity

Starter

Starting

Aid

DC

No-Load

Current

Cold

Cranking

Current
Aiternator
Regulator

12-Volt,

(-)

negative

ground

recommended

400 -600

Cold

Cranking

Amps

(CCA)

12-Volt,

actuated

shift

reduction

geared

Glow

plugs

100

Amps

at

11.5

volts

(3000

rpm.

min)

280 -300

Amps

at

10

volts

(250

rpm.

min)

12

Volt

DC,

50

amps

Intemal

regulation,

built

into

alternator

TRANSMISSION

SYSTEM

General

Gear

ratio

(standard)

Propeller

Shaft

(direction

of

rotation)

Propeller
Recommendations

Lubricating

Fluid

Transmission

Sump

Capacity

ZFIHURTH

Standard

Transmission -case

hardened,

helical

gears

with

servo-operated

multiple

disc

clutch

2.7:1
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

ATF -Dexron

II

or

Dexron

III

0.79

US

qts.

(0.75

liters

approximate)

(Fill

to

"fu\l"

mark

on

dipstick)

Engines & Generators

45

SPECIFICATIONS

71

BAND

71 C FOUR

MARINE

DIESEL

ENGINES

ENGINE

SPECIFICATIONS

Engine

Type

Govemor

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

Fuel
Injection

Pump

Fuellnjaction

Timing
Nozzle
Injection

Pressure

Lift

Pump

Fuel

Riter

(on

engine)

Air

cleaner

AirFlow
(engine

combustion)

Exhaust

Elbow

Hose

Size

Muffler

Size

Diesel,

four-cycle,

four

cylinder,

fresh

water-cooled,

vertical

in-line

(71

hp

at

3600

rpm

maximum)

Integral

of

the

injection

pump,

mechanical

flywheel

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

1181b-ft

(15.31

kg-m)

21

: 1

427

psi

(30.0

kg/cm")

at

200

rpm

Intake

45°

Exhaust

30°

Intake

0.12

inches

(0.3

mm)

Exhaust

0.12

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

0

Temporary

25°

(not

to

exceed

30

min.)

652

Ibs

(295.9

kgs)

-

B-Four

687

Ibs

(311.8

kgs) -C-Four

Idle

speed:

750-1000

rpm

Cruising

Speed:

2500 -3000

rpm

1.4

US

gph

(5.2Iph)

at

2500

rpm

(approx.)

when

the

propeller

allows

3600

rpm

at

full

open

throttle

while

underway

in

forward

gear

FUEL

SYSTEM

No.2

diesel

oil

(cetane

rating

of

45

or

higher)

Diesel

KiKi

mechanical

govemed

00 TOC

(Top

Dead

Center)

Throttle

type

1920

psi

(135

kg/em')

12

volt

plunger

type

Spin-on ( Replaceable)
Metal

screen

type -cleanable

160.4

cfm

(4.5

cmm)

at

3600

rpm

EXHAUST

SYSTEM

70

degree

elbow

3

inch

1.0.

hose

12

inch x 12

inch

(min)

General

tem

Operating

Temperature

Fresh

Water

Pump

Raw

Water

Pump

Raw

Water

Row,

at

3600

rpm

System

Capacity

(fresh

water)

COOLING

SYSTEM

Fresh

water-cooled

block,

thermostatically-

controlled

with

raw

water

heat

exchanger

sys-

170

190· F (77 -88°

C)

Centrifugal

type,

metal

impeller,

belt-driven

Positive

displacement,

rubber

impeller,

gear-driven.

10.0

US

gpm

(37.8Ipm)

(measured

before

discharging

into

exhaust

elbow).

11.5

qts

(10.9

liters)

LUBRICATION

SYSTEM

General
Oil

Riter

Sump

Capacity

(not

including

filter)

Operating

Oil

Pressure

Oil

Grade

Pressure

fed,

rotor

type,

driven

by

spiral

gears

from

camshaft

Full

flow,

paper

element,

spin-on

type

6.3

U.S.

qts

(6.0

liters)

30

60

psi

(2.1 -4.2

kg/em')

at

maximum

engine

rpm

and

at

normal

operating

temperature

API

Specification

CF,

CG-4,

CH-4

or

CI-4

ELECTRICAL

SYSTEM

Starting

Battery

Battery

Capacity
Starter
Starti

ng

Aid

DC

No-Load

Current

Cold

Cranking

Current
Alternator
Regulator

12-Volt,

(-)

negative

ground

400 -600

Cold

Cranking

Amps

(CCA)

12-Volt,

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

Intemal

regulation,

built

into

alternator

TRANSMISSION

SYSTEM

General

Gear

ratio

(standard)

Propeller

Shaft

(di

rection

of

rotation)

Propeller
Recommendations

Lubricating

Fluid

Transmission

Sump

Capacity

ZFIHURTH

Standard

Transmission -case

hardened,

helical

gears

with

servo-operated

multiple

disc

clutch

2.74:1
right

handed -standard

transmission

20

D x

14

P-2

blade

or

200 x 12

P-3

blade

Propeller

should

allow

the

engine

to

reach

its

full

rated

RPM

(3600 + 000

-1

00)

at

full

open

throttle

while

underway

ATF -Dexron

II

or

Oexron

III

0.79

US

qts.

(0.75

liters

approximate)

(Fill

to

"full"

mark

on

dipstick)

Engines & Generators

46

SPECIFICATIONS

828

FOUR

MARINE

DIESEL

ENGINE

ENGINE

SPECIFICATIONS

Engine

Type

Aspiration
Combustion

Chamber
Bore & Stroke
Piston

Displacement

Firing

Order

Direction

of

Rotation

Compression

Ratio

Dimensions

Weight

Diesel,

four-cylinder,

four-cycle,

fresh

water-cooled,

vertical

in-line

overhead

valve

mechanism.
Naturally

aspirated

Swirl

type

3.74 x 4.13

inches

(95 x 105

mm)

182

cubic

inches

(2.98

liters)

1-3

4 2

Clockwise,

when

viewed

from

the

front

21

: 1

Height:

27,3

inches

(694.0

mm)

Width:

25.5

inches

(647.7

mm)

Length:

38.8

inches

(985.8

mm)

6781bs

(307

kgs)

Inclination

Continuous

15·

TemporarY

25·

(not

to

exceed

20

min.)

Generator

Power

Take

Off

40

Hp

(Maximum)

TUNE-UP

SPECIFICATIONS

Compression

Pressure

427

psi

(30

kg/em')

at

200

rpm

(Limit

of

difference

between

cylinders)

(47.2

psi

{3,0

kg/em'})

Valve

Timing

Intake

Opens

17"

BTDC

Intake

Closes

47"

ABDC

Valve

Seat

Angle

Valve

Clearance

Injector

Pressure

Engine

Timing

Exhaust

Opens

51 ° BB

DC

Exhaust

Closes

13°

ATDC

Intake

45°

Exhaust

30·

Intake

0.012

inches

(0.3

mm)

Exhaust

0.012

inches

(0.3

mm)

1920 + 71

-0

psi

(135

+ 5 -0

kg/em')

Static

timed -drop

valve

method

0.205 ± .005

inches

BTOC

EXHAUST

EMISSIONS

SYSTEMS

Emission

Control

Systems

Indirect

Fuel

Injection

General
Fuel
Fuel

Injection

Pump

Fuel

Injection

Timing
Nozzle
Fuel

Filter

(on

engine)

Air

cleaner

Air

Flow

(engine

combustion)

General
Operating

Temperature

Fresh

Water

Pump

Raw

Water

Pump

Raw

Water

Flow,

at

2600

rpm

System

capacity

(coolant)

FUEL

SYSTEM

Open

flow,

self

priming

-1

bleed

point.

No.2

diesel

oil

(cetane

rating

of

45

or

higher)

ZEXEL

Model

VE

Distributor.

(Diesel

KiKi)

0°

TOC

(Top

Dead

Center)

Th

rottle

type

Spin-on

type,

full

flow

Metal

screen

type -cleanable

94.6

cfm

(2.7

cmm)

COOLING

SYSTEM

Fresh

water-cooled

block,

thermostatically-

controlled

with

heat

exchanger.

170 -190° F (77 -88°

C)

Centrifugal

type,

metal

impeller,

ben-driven

Positive

displacemen~

rubber

impeller,

belt-driven.

15.0

gpm

(56.7lpm)

(measured

before

discharging

into

exhaust

elbow),

13.0

qts

(12.3

liters)

LUBRICATION

SYSTEM

General

Oil

Filter

Sump

Capacity

(not

including

filter)

Operating

Oil

Pressure

(engine

hot)

Oil

Grade

Pressure

fed

system

Full

flow,

paper

element,

spin-on

type

6.5

U.S.

qts

(6.15Iiters)

plus

filter/cooler

assembly

50

-

60

psi

(3,5 -4.2

kg/em»

API

Specification

CF.

CG-4,

CH-4

or

CI-4

ELECTRICAL

SYSTEM

Starting

BatterY

BatterY

Capacity
Starter
Starting

Aid

BatterY

Charging

Alternator

12-Volt,

(-)

negative

ground

600 -800

Cold

Cranking

Amps

(CCA)

12-Volt,

reduction

Glow

plugs,

sheathed

type

51

Amps

Engines & Generators

47

SPECIFICATIONS

1088

AND

108C

FOUR

MARINE

DIESEL

ENGINES

ENGINE

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

DryWeighl
Engine

Speed

Fuel

Consumption

Fuel
Injection

Pump

Fuel

Injection

Timing
Nozzle
Injection

Pressure
LiftPump
Fuel

Finer

(on

engine)

Air

cleaner

AirFlow
(engine

combustion)

(engine

COOling)

Exhaust

Elbow

Hose

Size

Muffler

Size

Diesel,

four-cycle,

four

cylinder,

fresh

water-cooled,

vertical

in-line

(108

hp

at

3600

rpm

maximum)

Integral

of

the

injection

pump,

mechanical

flywheel

type
Overhead
Swirl

chamber

type

3.62 x 3.40

inches

(91.9

x

101.6

mm)

247.2

cubie

inches

(4.05

liters)

1

5-3-6-2-4

Clockwise,

when

viewed

from

the

Iront

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)

Exhaus1

0.12

inches

(0.3

mm)

Height

29.3

inches

(742.9

mm)

Width:

26.9

inches

(682.6

mm)

Length:

53.3

inches

(11353.8

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

(7.9Iph)

at

2500

rpm

(approx.).

FUEL

SYSTEM

No.2

diesel

oil

(cetane

rating

0145

or

higher)

Diesel

KiKi

mechanical

governed

0°

TOC

(Top

Dead

Center)

Throttle

type

1920

psi

(135

kg/cm')

12

volt

plunger

type

Spin-on

(Replaceable)

Metal

screen

type -cleanable

257

cfm

(2.9

cmm)

at

3600

rpm

250

elm

(7.0

cmm)

at

3600

rpm

EXHAUST

SYSTEM

70

deg

ree

elbow

3

inch

1.0.

hose

12

inch x 12

inch

(min)

General
tem

Operating

Temperature

Fresh

Water

Pump

Raw

Water

Pump

Raw

Water

Row,

at

3600

rpm

Sys1em

Capacity

(fresh

water)

COOLING

SYSTEM

Fresh

water-cooled

block,

thermostatically-

controlled

with

raw

water

heat

exchanger

sys-

170

-190°

F

(77 -88°

C)

Centrifugal

type,

metal

impeller,

belt-driven

Positive

displacement,

rubber

impeller,

gear-driven.

14.0

US

gpm

(53Ipm)

(measured

before

discharging

into

exhaust

elbow).

16

qts

(15.1

liters)

LUBRICATION

SYSTEM

General
Oil

Filter

Sump

Capacity

(not

including

filter)

Operating

Oil

Pressure

Oil

Grade

Pressure

fed,

rotor

type,

driven

by

spiral

gears

from

camshaft

Full

flow,

paper

element,

spin-on

type

11.9

U.S.

qts

(11.3

liters)

30 -60

psi

(2.1 -4.2

kg/cm')

at

maximum

engine

rpm

and

at

normal

operating

temperature

API

Specification

CF,

CG-4,

CH-4

or

CI-4

ELECTRICAL

SYSTEM

Starting

Battery

Battery

Capacity
Starter
Starting

Aid

DC

No-Load Current

Cold

Cranking

Current
Alternator
Regulator

12-Volt,

(-)

negative

ground

400 -600

Cold

Cranking

Amps

(CCA)

12-Volt,

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

regulation,

built

into

alternator

TRANSMISSION

SYSTEM

General

Gear

ratio

(standard)

Propeller

Shaft

(direction

of

rotation)

Propeller
Recommendations

Lubricating

Fluid

Transmission

Sump

Capacity

ZFIHURTH

Standard

Transmission -case

hardened,

helical

gears

with

servo-operated

multiple

disc

clutch

2.04:1
right

handed -standard

transmission

20

D x

14

P-2

blade

or

200 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

ATF -Dexron

II

or

Dexron

III

0.79

US

qts.

(0.75

liters

approximate)

(Fill

to

''full"

mark

on

dipstick)

Engines & Generators

48

ZF

MARINE

TRANSMISSIONS

DESCRIPTION

The information below

is

specific

to

the

ZF Transmissions,

the

TRANSMISSION

TROUBLESHOOTING

SECTION

applies

to

aU

models.

CONNECTION

OF

GEAR

BOX

WITH

PROPELLER

HEW

recommend

a flexible connection

between

the

transmission

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

SPECIFICATIONS

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

manufacturers instructions.

Even

with

the

engine solidly

mounted,

the

use

of

flexible

coupling

or

"DRIVESAVER"

will

reduce

stress

in

the

gearbox

bearings caused by hull distortions, especially

in

wooden

boats

or where the distance

between

transmission

output

flange

and

stem gland

is

less

than

about

800mm.

,./'-

ZF

15M

A

CAUTION:

The

position

of

the

mechanism

behind

the

actll6ting

lever

is

factory~adjusted

to

ensure

equal

shift

lever

travel

from

neutral

position A and

B.

If

this

mechanism

is

in

any

way

tampered

with,

the

transmission

warranty

will

be

void.

*

DID

v

~AVER

is

a product of

Globe

Marine,

Rockland,

MA.

NOTE:

When

installing

the

transmission,

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.

In

order

to

mount

a

support

for shift

control

cable

connections,

use

the

two

threaded

holes

located

above

the

shift

cover

on

top

of

the

gear

housing.

Refer

to

the

WESTERBEKE

parts

list.

CONTROL

CABLES

The transmission

is

suitable

for

single lever

remote

control.

Upon

loosening

the

retaining

screw,

the

actuating

lever

can

be

moved

to

any

position

required for

the

control

elements

(cable or

rod

linkage).

Make certain that

the

shift

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

angle

to

the

actuating shift lever

when

in

the

neutral

position.

The

neutral

position

of

the

operating lever

on

the

control

console

should

coincide

with

the

neutral

position

of

this

lever.

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

tum,

would

mean

premature

wear,

excessive

heat

generation

and

clutch plate

failure.

This

would

be

indicated

by

slow

clutch engagement or

no

engagement

at

all.

NOTE

Checkfor proper lever

travel

at

least

each

season.

CONTROL
CABLE

NEUTRAL

SHIFT

LEVER

N

I

COVER

~F

O.5rnrn

J

MINIMUM

DISTANCE

Engines & Generators

49

ZF

MARINE

TRANSMISSIONS

INITIAL

OPERATION

All

HBW

marine

transmissions

are

test-run

on

a test stand

with the

engine

at the factory prior

to

delivery.

For

safety

reasons the

fluid

is

drained before shipment.

FilI

the

gearbox

with Automatic Transmission Fluid

(DEXRON n or DEXTRON ill). The

fluid

lev~l

should be

up

to

the

index

mark

on

the dipstick.

To

check the

fluid

level,

just insert the dipstick, do not screw

it

in. Screw the dipstick

into

the

case after

the

fluid

level

is

checked and tighten. Do .

not

forget

the sealing ring under

the

hexhead

of

the dipstick.

Check

for

leaks

and change the

fluid

after

the

first 25 hours,

also

make a visual

inspection

of

the

coupling, oil cooler and

hoses,

and

shift cables.

FLUID

LEVEL

I

FLUID

CHANGE

Change the

fluid

for the first time after about 25 hours

of

operation,

then

every

250 operating

hours

or at least once a

year

or

when

you

change engine

oil.

Removing

the

fluid

Push a

suction

pump hose down

through

the dipstick hole

to

the

bottom

of

the

housing and suck out the

fluid.

(If space

allows,

use

the

transmission drain). Remove the drain plug

from

the

bottom

of

the

transmission

and

allow the

fluid

to

drain

into a container,

then reinstall the plug with its sealing

washer.

Wipe

down

the transmission and properly dispose

of

the

used

fluid.

After running the engine, shut down and

recheck

the

fluid

level.

Drain

plug

torque

20 • 25

fI/Ibs

NOTE:

When

changing the

fluid,

take

care

not to lose the

drain

plug

sealing

washer.

The

drain

plug

wiilleak without

this

sealing

washer.

A

WARNING:

Never

pull

out

the

dipstick

while

the

engine

is

running.

Hot

fluid

will

splash

from

the

dip-

stick

hole.

This

could

cause

severe

burns.

OPERATING

TEMPERATURE

The

maximum

pennissible

ATF

temperature

should

not

exceed

230"

(110°).

This

temperature

can

only

be

reached

for

a short

time.

A

CAUTION:

If

the

transmission

Huld

temperature

Is

too

high#

stop

the

engine

immediately

and

check

the

transmissiou

Huld.

LOCKING

THE

PROPELLER

Locking

of the propeller shaft

by

an

additional

brake

is

not

required:

use

the gear shift lever

position

opposite

your

direc-

tion

of

travel

for

this

pUlpose.

Never put the gear shift

in

the

position

corresponding

to

the

direction

of travel of

the

boat.

WHEN

UNDER

SAIL

OR

BEING

TOWED

Rotation

of

the

propeller without

load,

such

as

when

the

boat

is

being

sailed, being

towed,

or

anchored

in a river,

as

well

as

operation

of the engine

with

the propeller

stopped

(for

charg-

ing

the

battery),

will

have

no

detrimental effects

on

the

trans-

mission

DAILY

OPERATION

o Check the

transmission

fluid.

VIsually

check

the

gear shift linkage and

tiansrnission.

o Start the engine

in

neutral,

allowing a

few

minutes

at

idle

to

wann the

fluid.

o Shift into

gear.

NOTE:

Too

low

an

idle

speed will produce a

chattering

noise

from

the

transmission gear

and

damper

plate.

In

such

cases

the

idle

speed should

be

increased

For

additional infonnation refer

to

the

following

text

in

this

Transmission

Section:

SHAFT

COUPLINGS,

MAINTENANCE

AND

TRANSMISSION

TROUBLESHOOTING.

ZF

TRANSMISSIONS

SPECIFICATIONS

General

Gear

Ratio

(optional)

Note:

There

are a variety

of

gear

ratios

available.

Only

a

few

are

listed.

Lubricating

Fluid

Propeller

Shaft

Direction

of

Rotation

(ZF

Standard

Transmission)

Case

hardened

helical

gears,

with

a

servo-operated

multiple

disc

clutch

ZF

15MA

(1.88:1

or

2.63:1

)

ZF

10MA

(1.79:1)

If

12MA

(2.63:1)

ZF

15MIV

(2.13:1

or

2.72:1)

ATF • Type A or

Dextron • II

or

III

Right-hand

rotation

for

above

models

listed.

Engines & Generators

50

ZF

TRANSMISSIONS

SHIPMENT

For safety reasons, the transmission

is

not filled

with

transmission

fluid

during shipment and the selector lever

is

temporarily attached

to

the actuating shaft.

Before leaving the

WESTERBEKE

plant, each transmission

undergoes

a test

run,

with Dextron

/II

ATF transmission

fluid.

The residual

fluid

remaining in the transmission after

draining

acts

as

a preservative and provides protection

against corrosion for at least one year

if

properly stored.

~~t....::..J.1-

FILTER

ASSEMBLY

OUTPUT
COUPLING:

---'0"-

ZF-63

OIL

COOLER

The oil

cooler,

mounted above the transmission, provides

continuous cooling for the transmission

fluid.

Raw water

passes through the tubes

of

the cooler and discharges

overboard. The transmission

fluid

is

cooled

as

it

flows

around

the

tubes

and back into the transmission.

WESTERBEKE

RECOMMENDS

HAVING A SPARE

COOLER

ABOARD

'.A?JJ·J-;---TRANSMISSION

•

RAW

WATER

CONNECTION

FLUID

CONNECTIONS

RAW

WATER

CONNECTION

TRANSMISSION

FLUID

ZF

COOLER

Fill

the

transmission with

Dextron

III

ATF.

The

fluid

level

should

be

up

to

the mark

on

the dipstick. After checking the

level, press the dipstick into the case and

~

it

to

tighten.

During the

first

25

operating hours, inspect the bell housing,

output shaft

and

transmission cooler for leakage. The

fluid

should be changed after the first

25

hours

and every

300

hours

thereafter.

NEUTRAL

SWITCH

These transmissions are equipped with a neutral safety

switch.

This

is

to

prevent the engine from starting

in

gear.

Unless the transmission selector lever

is

perfectly aligned in

neutral, the engine starter will not activate.

INITIAL

OPERATION

Set the shifting lever

to

neutral position (N). Start the engine

and

let it

run

long enough in idle

to

fill the cooler

and

hoses

with

transmission

fluid.

Shift into

gear,

forward

and

reverse;

shifting

should

be smooth

and

positive. Direct changes

from

forward

to reverse are permissible since the multiple

disc
clutch permits changing at high rpm including sudden
reversing at high speeds

in

the

event of

danger.

After initial operation,

make a visuaI

inspection of the output

coupling,

oil

cooler and

hoses,

and

the cable

connections

to

the

transmission.

LOCKING

THE

PROPELLER

Locking of the propellyr shaft by an additional brake

is

not

required:

use the gear shift lever position opposite

your

direction

of

travel for this purpose. Never put the gear shift in

the

position corresponding to the direction of

travel

of the

boat.

WHEN

UNDER

SAIL

OR

BEING

TOWED

Rotation

of

the propeller without a

load,

such

as

when

the

boat

is

being sailed, 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 transmission.

NOTE:

When

the

boat

is

being

sailed

(engine

stopped),

the

gear shift

must

be

in

the

neutral

position.

The

propeller

is

at

idle

and

can

free-wheel.

DAILY

OPERATION

o Check

the

transmission

fluid.

Visually

check the gear shift linkage

and

transmission.

Start

the

engine in neutral, allowing a

few

minutes

at idle

to

warm

the

fluid.

D Shift into

gear.

NOTE:

Too

Iowan

idle

speed will produce a

chattering

noise

from

the

transmission

gear

and damper

plate.

In

such

cases

the

idle

speed

should

be

increased.

Operating

Temperature

The operating temperature of the transmission

should

not

exceed 176°F (80°C). A connection for a temperature probe

is provided. At maximum output

of

the engine,

the

fluid

may

reach 220°F

(104

0c).

A

CAUTION:

If

the

transmission

fluid

temperature

is

too

high,

stop

the

engine

immediately

and

check

the

transmission

fluid.

Engines & Generators

51

ZF

TRANSMISSIONS

CHANGING

THE

TRANSMISSION

FLUID

16MM.(8")

SCREW

O-RINGS

ZF·45

FILTER

Filter

Element

The ZF

transmission

has

a

filter

element

located opposite the

dipstick.

This

filter

must be

replaced

whenever

the

fluid

is

changed.
Remove

the

filter

by

loosening

the

screw

on the cover

using

a 6mm

Allen

wrench.

1\vist

and

pull

out

the

filter

and

remove

the

element.

Place

the

new

filter

onto the cover

and

lock

it

into

place

by

turning

it

clockwise.

Check

the

O-rings

for

damage

and

replace

if

necessary.

Replacement

filters

can

be

obtained

from

your

local

WESTERBEKE

dealer or ZF

dealer.!>

Removing

the

Fluid

Push a suction

pump

hose

down

through

the pipe hole (under

the

filter)

to

the

bottom of

the

housing

and

suck

out

the

fluid.

Remove

the

oil

return line

from

the

cooler

and

allow

the

oil

to drain

into a container,

then

reconnect

the

oil

return

line.

Wipe

down

the

transmission

and

properly

dispose of the

used

fluid.

Replacing

the

Fluid

Pour

in

new

Dextron

1II

ATF

fluid

and

check

the

quantity

with

the

dipstick.

Transmission

fluid

quantities

will

vary

with

the

use

of

cool-

ers,length of

hoses

and'the

angle

of

the

transmission.

Approximate

Quantities

ZF

45 -2.12

quarts

(2.0

Liters)

ZF

63 -3.2

quarts

(3.0

Liters)

ZF

63V

-4.2

quarts

(4.0

Liters)

Reinsert

the

filter

assembly

into

the

housing.

Press

it

in

place

and

tighten

the

Allen

screw.

NOTE:

Some

ZF

transmissions

use

a "Tn

handle

in

place

of

a

screw

on

their filter

assemblies.

After

running

the

engine,

shut

down

and

recheck

the

fluid

level.

A

WARNING:

Never

pullout

the

dipstick

while

the

engine

is

running.

Hot

fluid

will

splash

from

the

dipstick

hole.

This

could

cause

severe

burns.

MAINTENANCE

Transmission

maintenance

is

minimal.

Keep

the

exterior

housing

clean,

check

the

fluid

level

as

part of

your

regular

routine,

and

change

the

fluid

every

300

operating

hours.

Periodically inspect

the

transmission

and

the

cooler

for

leaks

and

corrosion.

Make

certain

the

air vent is

clear

and

when

checking

the

fluid

level

look

for

signs of

water

contamination

(fluid

will

appear

as

strawberry

cream).

Lay-up/Winterize

Storage

requires

special

care.

Follow these

procedures:

D Drain

water

from

the

transmission oil cooler

and

replace

with

a proper

mixture

of antifreeze coolant

NOTE:

This

operation

wiU

nonnally

occur

when

the

engine

raw

water

cooling

system

is

properly

winterized.

Clean

up

the

transmission

and

touch

up

unpainted

areas

(use

heat

resistant

paint).

o Fill the

transmission

with

Dextron

III

ATF

fluid

to

prevent internal

corrosion

(extended

storage

only,

twelve

months

or

more).

Loosen attaching

hardwarf?

from

the

transmission

output

flange

and

propeller shaft

coupling

flange

before

removing

the

boat

from

the

water.

Separate

the

flanges

and

spray

with

lubricant.

o Inspect

the

gear shift

cable,

linkage,

and

attachments.

Look

for

corrosion of

the

end

fittings,

cracks

or

cuts

in

the

conduit,

and

bending

of

the

actuator

rods.

Lubricate

all

moving

parts.

NOTE:

If

the

transmission

is

to

be

stored

for a

long

time

(twelve

months

or

more),

it

slwuid

be

topped

offwith

fluid

to

prevent

internal

corrosion.

Reduce

thf'

fl1lii/

level

before

putting

the

engine

back

into

service.

Engines & Generators

52

IF

TRANSMISSIONS

CABLE

CONNECTIONS

The

transmission

is

suitable for a

single

lever gear shift.

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

certain that

the

actuating lever

does

not contact the

lever

hub:

the

minimum

distance

between

the

lever

and

the

hub

should

be

O.02in

(O.5mm).

The

control

cable or rod

should

be

arranged

at a right angle

to the

actuating

lever

when

in

the

neutral

position. The

neutral

position

of

the gear shift

lever

on

the

control console

should

coincide

with

the

neutral

position

of

the lever

on

the

transmission.

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 I-3/8in

(3Smm)

for

the

outer

and

1-31l6in

(3Omm)

for

the

inner

pivot

point

PROPELLEa----

ROTATION

A=RH

N-NEUTRAL

B=LH

.A

N

N

A greater

amount

of

actuating

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 tum, would

mean

premature

wear,

excessive

heat

generation

and

clutch plate

failure.

This

would

be

indicated

by slow clutch engagement or

no

engagement

at

all (see

CONTROL CABLES under

TRANSMISSUJN

TROUBLESHOOTING)

NOTE:

Check

for proper actuating lever travel at least each

season.

A

CAUTION:

The

position

of

the

mechanism

behind

the

actuating

lever

is

factory-adjusted

to

ensure

equal

shift

lever

travel

from

neutral

position

to A and

B.

If

this

mechanism

is

in

any

way

tampered

with,

the

transmission

wananty

will

be

void.

SHAFT

COUPLINGS

WESTERBEKE

recommends a flexible

conneCtion

between

the

transmission

and

the

propeller shaft

if

the

engine

is

flexi-

bly

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

absorbed

by

the

transmission

bearing,

provided

the

value

specified

under

SPECIFICATIONS

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

manufac-

turer's

instructions.

Even

with

the

engine

solidly

mounted

the

use

of a

flexible

coupling or "DRNESAVER"

will

reduce

stress

in

the

gear-

box

bearings

caused

by

hull

distortions,

especially

in

wooden

boats

or

where

the

distance

between

the

transmission

output

coupling

and

stem

gland

is

less

than

about

800nnn.

NOTE:

When

installing

the

transmission,

make

certain

tlwt

shifting

is

not

impedR.d

by

restricted

movability

of

the

cable

or

rod

linkage,

by

unsuitably

positioned

guide

sheaves,

too

small a bending

radius

or other

r€,5trictions.

In

order

to

mount a

support

for shift

control

cable

connections,

use

the

two

threaded lwles

located

on the

cable

bracket

mounted

on

the

gear

lwusing.

Refer

to

the

WESTERBEKE

parts

list.

For

additional

infonnation

contact:

ZF

Industries

Marine

US

Headquarters

3131

SW

42nd

Street

Fort

Lauderdale,

FL

33312

Thl.:

(954)

581-4040

Fax:

(954)

5814077

FOR

ADDITIONAL

INFORMATION

WWW.zF-MARINE.COM

I~-GEAR

'SHIFT

TYPICAL

STEERING

STATION

Engines & Generators

53

ZF

MARINE

TRANSMISSIONS

OPERATING

TEMPERATURE

A

CAUTION:

If

the

transmission

fluid

temperature

is

too

high,

stop

the

engine

immediately

and

check

the

transmission

fluid.

Norn1al

operating

temperature of

the

transmission

fluid

should

be

in

the

range of

1220 F

(50

0

C)

to

2120 F

(100

0

C)

..

A

maximum

temperature of

266

0

F (130

0

C)

may

b~

only

reached

for

a short

time.

Make

certain

there is enough space

around

the transmission

to

provide

good

ventilation and

cooling.

TRANSMISSION

COOLER

Coolers

are

standard equipment

for

the

ZF

10M,

ZF

12M,

ZF

15M,

ZF

15MA,

ZF

15MIV;

and

the

ZF

25M.

The cooler is a separate part of

the

transmission

which

prevents

any

possibilities of coolant

diluting

the

transmission

fluid.

However,

the continued

flow

of coolant thru the cooler

will,

in

time,

erode the inside of

the

cooler causing external

leaks.

A

transmission

cooler

may

last

ten

years

or more but, in

some

circumstances,

depending

on

operating hours, tropical

waters,

maintenance,

etc.

it might only last half that

time.

WESTERBEKE

recommends

having a spare

cooler aboard.

TRANSMISSION

COOLER

PERIODICAUY

INSPECT

FOR

EROSION

AND

LEAKAGE

MAINTENANCE

Transmission

maintenance

is

minimal.

Keep

the

exterior

housing

clean,

check

the

fluid

level

as

part of

your

regular

routine,

and

change

the

fluid

every

300

operating

hours.

Periodically inspect

the

transmission

and

the

cooler

for

leaks

and

corrosion.

Make

certain

the

air

vent

is

clear

and

when

checldng

the

fluid

level

look

for

signs

of water

contamination

(fluid

will

appear

as

strawberry

cream).

Lay-up/Winterize

Storage

requires

special

care.

Follow

these

procedures:

Drain

water

from

tlle

transmission

oil

cooler

and

replace

with

a proper

mixture

of antifreeze

coolant.

NOTE:

11zis

operation will nonnally occur

when

the

engine

raw

water cooling

syst~m

is

properly

winterized.

o

Clean

up

the

transmission

and

touch

up

unpainted

areas

(use

heat

resistant

paint).

Fill

the

transmission

with

De:>.1ron

III ATF

fluid

to

prevent internal

corrosion

(extended

storage

only,

twelve

months

or

more).

o

Loosen

attaching

hardware

from

the

transmission

output

flange

and

propeller shaft coupling

flange

before

removing

the boat

from

the

water.

Separate

the

flanges

and

spray

with

lubricant.

Inspect

the

gear shift cable,

linkage,

and

attachments.

Look

for

corrosion of

the

end

fittings,

cracks

or

cuts

in

the

conduit,

and

bending

of the actuator

rods.

Lubricate

all

moving

parts.

NOTE:

If

the

transmission

is

to be stored for a

long

time

(twelve months or

more),

it should be topped offwith

fluid

to

prevent

inte172al

corrosion. Reduce

the

fluid level

before putting the engine back

into

service

-GEAR

SHIFT

For additional

infonnation

contact:

ZF

MARINE

GEAR

ZF

Industries

Marine

US

Headquarters

3131

SW

42nd

Street

Fort

Lauderdale,

FL

33312

Tel.:

(954)

581-4040

Fax:

(954)

5814077

WWW.ZF·MARlNE.COM

Engines & Generators

54

TRANSMISSION

TROUBLESHOOTING

[ZF]

CONTROL

CABLES

The

majority

of

transmission

difficulties

arise

as a result

of

improper

clutch

adjustments

(manual

transmissions)

or

problems

with

control

cables

(hydraulic

transmissions)

rather

than

fTom

problems

with

the

transmission

itself.

ZF

clutches,

in

particular,

are

very

sensitive

to

improper

cable

adjustments.

If

you

experience

operating

problems

with

the

transmission,

shut

the

engine

down.

First

check

the

transmission-fluid

level,

then

have a helper

move

the

cockpit

shift

lever

through

the

full

range -from

neutral

to

full

forward,

back

to

neutral,

into

full

reverse,

and

back

to

neutral -while

you

observe

the

actuating

lever

on

the

transmission.

If

the

remote

is

stiff

to

operate,

break

the

cable

loose

at

the

transmission

and

try

again.

If

it

is

still

stiff,

check

the

cable

for

kinks

or

excessively

tight

bends,

and

check

any

linkage

for

binding.

Problem

Probable

Cause

Transmission

gears

cannot

be

shifted.

1.

Actuating

lever

is

loose.

Fails

to

move

into

gear.

2.

Shifting

cable

is

broken,

bent

or

A

new

cable

and

perhaps a new

linkage

mechanism

may

be

needed.

While

the

cable

is

loose,

shift

the

transmission

in

and

out

of

gear

using

the

lever

on

the

side

of

the

transmission

to

make

sure

there's

no

binding

inside

the

case.

If

the

transmission

passes

these

tests,

crank

the

engine

and

have a helper

put

it

in

forward

and

reverse

while

you

observe

the

propeller

shaft;

if

the

shaft

isn't

turning,

the

transmission

needs

professional

attention.

If it

does

tum

but

there's

no

thrust,

check

to

see

you

still

have a propeller

on

the

end

of

the

shaft

or,

if

you

have a folding

or

feathering

propeller,

that

it

isn't

stuck

in

the

"no

pitch"

position.

NOTE:

lfyou

suspect a major

problem

in

your

transmission,

immediately

contact

your

WESTERBEKE

dealer

or

an

autlwrized

marine

transmission

facility.

Veriftcation/Remedy

1.

Tighten

damping

bolt

on

shifting

lever.

2.

Check

the

cable,

reattach

or

replace.

unattached.

Cable

radius

is

too

severe.

3.

Actuating

lever

is

binding

against

the

3.

Detach

the

shift

cable

and

operate

the

actuating

lever

by

hand.

Clearance

should

be

0.02

in

(0.5mm).

Transmission

shifts

into

gear,

1.

Output

coupling

is

not

tuming.

1.

Transmission

needs

professional

attention.

but

fails

to

propel

the

boat.

2.

Propeller

shaft

is

not

turning.

2.

The

coupling

bolts

are

sheared

or

the

coupling

is

slipping

Output

coupling

is

turning.

on

the

propeller

shaft.

TIghten

or

replace

set

screws,

keys,

pins

and

coupling

bolts

as

necessary.

3.

Output

coupling

and

3.

Inspect

the

propeller.

It

may

be

missing

or

damaged.

propeller

shaft

are

turning.

A

folding

propeller

may

be

jammed. A variable

pitch

propeller

may

be

in

"no

pitch"

position.

Delay

of

gear

engagement

or

engages

1.

Actuating

lever

travel N to B not

1.

Adjust

cover

plate

until

the

lever

is

exact

mid-position.

only

after

an

increase

in

speed.

equal

to N to

A.

See

ACTUATING

LEVER

TEXT

AND

DIAGRAM.

2.

Actuating

level

travel

in

insufficient

2.

Check

shift

lever

cable

length.

See

ACTUATING

LEVER

DIAGRAM.

3.

Actuating

lever

is

binding

against

cover

plate.

3.

Check

clearance,

adjust

if

necessary.

Transmission

noise

becomes

louder.

1.

Damage

starting

on

flexible

coupling

due

1.

Check

alignment,

inspect

flexible

coupling.

If

noise

perSists,

to

wear

or

fatigue,

possibly

due

to

inspect

the

damper

plate

between

the

transmission

and

the

misalignment

between

engine

and

engine.

Replace

if

necessary.

transmission.

2.

Beginning

damage

of

bearings

in

2.

Transmission

needs

professional

attention.

transmission

due

to

torsional

vibrations,

running

without

fluid,

overload,

wrong

alignment

of

transmission,

or

excessive

engine

output.

Chattering

transmission

noise,

1.

lhe

engine

or

propeller

generates

torsional

1.

Mount a flexible

coupling

with

another

stiffness

factor

mainly

at

low

engine

speed.

vibrations

in

the

drive

unit

which

produces

between

the

engine

and

transmission; a coupling

with

a

"chattering"

noise

in

the

transmiSsion.

a

higher

stiffness

factor

might

be

sufficient.

2.

Inspect

the

damper

plate

between

the

engine

and

the

transmission.

Replace

if

necessary.

Boat

falls

to

attain

specified

max.

speed.

1.

Operating

temperature

is

high.

1.

Wrong

type

of

fluid.

Use

Dextron

III,

check

fluid

level.

2.

Operating

without

cooling.

2.

Check

cooler.

Inspect

coolant

hoses

and

coolant

flow.

Oil

Leakage.

1.

Corrosion

at

radial

sealing

ring

and

shaft.

1.

Transmission

needs

professional

attention.

Damaged

sealing

ring.

2.

Misalignment

of

output

flanges.

2.

Check

alignment.

Must

be

within

0.003

in

(0.08mm).

Engines & Generators

54A

BORG

WARNER

VELVET

DRIVE

TRANSMISSION

OPTIONAL

TRANSMISSION

SHIPMENT

BORG

WARNER

VELVET

nRIVE

,

TRANSlV!ISSION.

For

safety

reasons,

the

transmission

is

not filled

with

transmission fluid during shipment and the selector lever

is temporarily attached

to

the actuating shaft.

Before leaving

the

WESlERBEKE plant, each transmission

undergoes a test

run,

with Dextron III ATF transmission

fluid.

The residual fluid remaining

in

the transmission after

draining

acts

as a preservative and provides protection

against

corrosion

for at least one year

if

properly stored.

TRANSMISSION

fLUID

Check the transmission fluid level

on

the

dipstick.

If

the

transmission

has

not been filled,

fill

with

Dextran III and

continue

to

use

this

fluid.

During the first

25

hours of

operation,

keep

a lookout for any leakage at the bell housing,

output shaft and transmission cooler.

This

fluid should be

changed after

the

first

25

hours and approximately

every

300 operating

hours

thereafter andlor at winter lay-up.

A

CAUTION:

Bs

CBrtain

the

transmission

Is

filled

and

the

correct

size

cooler

is

properly

instal/ed

before

starting

the

engine.

SHIFT

LEVER

POSITION

The gear

shift

control

mechanism

and

linkage

must

position

the actuating lever

on

the

transmission exactly

in

Forward

(F),

Neutral

(N),

and

Reverse

(R) shifting

positions. A dete])t

ball

located

behind

the

transmission

lever

must

work

freely

to

center

the

lever

in

each

position. The gear

shift

positions

at

the

helm

must

be

coordinated

with

those

of

the

Velvet

Drive

actuating lever

through

shift

mechanism

adjustments.

An

,

improperly

adjusted

shift

mechanism

can

cause

damage

to

the

transmission. The

shifting

mechanism

and

transmission

actuating lever should

be

free

of dirt

and

well

lubricated

to

ensure proper

operation.

Shifting

Into

Gear

Place

the

gear shift

in

Neutral

before starting

the

engine.

Shifting

from

one

selector position

to

another

selector

posi-

tion

may

be

made

at

any

time

below

1000

rpm

and

in

any

order.

Shifts

should

be

made

at the lowest practical

engine

speed.

Start

the

engine

and

set the throttle

at

idle

speed;

allow

the transmission

fluid

to

warm

up

for a few

minutes.

Neutral

Move

the

gear

shift lever

to

the middle

position.

You

should

feel

the

detent.

This

centers

the

actuating lever

on

the

trans-

mission.

With

the

control

in

this

position, hydraulic

power

is

completely interrupted

and

the

output shaft of

the

transmis-

sion does not turn.

NOTE:

Some

transmissions

are

equipped with a neutral safety

switch.

Unless

the transmission actuating lever

is

perfectly

aligned in neutral,

the

engine

starter will not

activate.

Forward

Move

the gear shift lever

to

the

forward

position.

You

should

feel

the

detent.

The

actuating

lever·

on

the

transmission

is

in

the

forward

position.

The

output

shaft

and

the

propeller

shaft

move

the

boat

in a forward

direction.

Reverse

Move

the

gear shift lever

to

the

reverse

position.

You

should

feel

the

detent.

The

actuating

lever

on

the

transmission

is

in

the

reverse position. The output shaft

and

the propeller

should

move the boat

in

a reverse direction

(astern).

NOTE:

Moving

the transmission

actuati:n.g

lever

from

Neutral

Position to Forward

is

always

toward

the

engine.

Reverse

is

always away from the

engine.

If

boat moves

backwards

with

the gear shift control

in

the

forward

position,

shut

off

the

engine!

This

problem

may

be a result

of

incorrect

movement

of

the actuating lever

by

the

gear shift

lever.

'''''''WESIE'RBEKE

I

Engines & Generators

55

BORG

WARNER

VELVET

DRIVE

TRANSMISSION

FORWARD

NEUTRAl.

REVERSE

TRANSMISSION

ACTUATING

LEVER

POSITIONS

DAILY

OPERATION

o Check the transmission

fluid.

o

Visually

check the gear shift linkage and transmission.

o Start the engine in neutral. Allow a

few

minutes at idle

for

the

fluid

to

warm.

NOTE:

Too

Iowan

idle

speed

will

produce

a chattering

noise

from

the

transmission gear and damper

plate.

In

such

cases

the

idle

speed should

be

increased.

o Shift into

gear.

A

CAUTION:

Shifting

gears

above

1000

rpm

can

cause

damage

to

the

engine

damper

plate.

Pulling

the

throttle

back

to

Idle

when

shifting

gears

will

save

wear

on

the

transmission

and

the

damper

plate;

INSPECTION

o

Visually

check for oil leaks at the hydraulic connections.

Check

for

wear

on

the hydraulic lines and replace

if

worn.

o Lubricate the detent ball and shift cable attachments.

Inspect the shift linkage.

o Inspect the transmission bolts; retorque

if

necessary.

A

CAUTION:

Clutch

failure

will

occur

if

the

transmis-

sIon

shift

lever

does

not fully

engage

the

detent

ball

posItions.

'"

CHANGING

THE

TRANSMISSION

FLUID

After the initial 50 hour change, the transmission

fluid

should

be changed

at every 300 operating

hours

thereafter or at

win-

ter haul-out

However,

the

fluid

must

be

changed whenever it

becomes contaminated, changes

color,

or smells rancid.

o Remove the oil filler cap and dipstick.

Remove

the oil cooler return

line

and allow the oil

to

drain

into

a container.

o Reconnect the oil cooler return

line.

o

Use a suction

pump

to

remove

the

transmission oil

through

the

filler cap/dipstick

hole.

o Clean off the transmission

and

properly

dispose

of

the

used

fluid.

o

Refill

the transmission with

DEXTRON

III

ATF.

The

quantity

will

vary depending

on

the transmission

model

and the installation

angle.

Fill through

the

dipstick

hole.

D Check

the

dipstick

for

the proper

fluid

level.

Replace the

oil

filler

cap

and

dipstick.

(press

the

dipstick

into place

and

tum clockwise

until

finger-tight.)

o

Run

the

engine,

shutdown

and recheck the

fluid

level.

A

WARNING:

Never

pullout

the

dipstick

while

the

engIne

is

running.

Hot

fluId

will

splash

from

the

dipstick

hole.

This

could

cause

severe

burns.

Oil

Capacity

Approximately

2.5

quarts

(2.36

liters)

will

fill

most

transmis-

sions

to

the oilleveI

fill

mark

on

the

dipstick.

Many

variables

have a direct relationship

to

the

oil

capacity.

Additional

oil

will

be

required

to

fill

the

oil

cooler

and

the

cooler

lines.

The

angle

of

installation

will

make

a difference

in

the

quantity

of -

oil required

to

fill

the transmission.

DlPSTICK·-----.,...-

MAKE

CERTAIN

THE

RUBBER

SEAL

IS

SCREWED

TIGHT

TO-THE

HANDLE

Oil

Temperature

FLUID

LEVEL

FULL

.

A maximum

oil

temperature of 190°F (88°C)

is

recom-

mended.

Discontinue operation anytime sump

oil

tempera-

ture

exceeds 230°F (1lO°C).

PRESSURE

GAUGE

An

optional mechanical pressure gauge can

be

installed

at

the control

panel

to constantly monitor the pressure of

the

transmission

fluid. A normal

reading at 2000

rpm

in

forward

gear should indicate

95

- 120

Ib-in

2

(6.7 8.4

kg-cm

2

)

and

be

constant.

EnClines

& Generators

56

BORG

WARNER

VELVET

DRIVE

TRANSMISSION

MAINTENANCE

Transmission maintenance is

minimaL

Keep

the exterior

housing

clean,

check the

fluid

level

as

part of

your

regular

routine,

and

change

the

fluid

every

300

operating

hOUTS.

Periodically inspect the

transmission

and

the

cooler

for

leaks

and

corrosion.

Make

certain

the

air

vent

is

clear

and

when

checking the

fluid

level

look

for

signs

of

water

contamination

(fluid

will

appear

as

strawberry

cream).

Lay"up/Winterize

Storage

requires

special care.

Follow

these

procedures:

o

Drain

the

water

from

the

transmission

oil

cooler

and

replace it

with

a proper mixture of antifreeze coolant.

NOTE:

This

operation will usually occur

when

the

engine

raw water cooling system

is

properly winterized.

o

Clean

up

the

transmission

and

touch-up

unpainted

areas

(use

heat resistant paint).

o Fill the transmission

with

Dextron

III

ATF

fluid

to

prevent

internal

corrosion.

(Extended

storage

only,

12

months

or

more).

o

Loosen

attaching

hardware

froin

the

transmission

output

flange

and

propeller shaft

coupling

flange

before

removing

the

boat

from

the

water.

Separate

the

flanges

and

spray

with

lubricant.

o

Inspect

the

gear shift cable, linkage,

and

attachments.

Look

for

corrosion

of the

end

fittings,

cracks

or cuts

in

the

conduit,

and

bending of

the

actuator

rods.

Lubricate

all

moving

parts.

NOTE:

ljthe

transmission

is

to

be storedfor a long

time

(twelve months or more), it

slwuld

be

topped offwith

fluid

to

prevent internal

corrosion.

Reduce the

fluid

level

before

putting

tlze

engine back into service.

OIL

COOLERS

The continued

flow

of

raw

water

through

the

cooler will, in

time,

erode

the inside

of

the cooler

causing

cross

leaks

to

occur.

These

internal cooler

leaks

will cause one of the

following

two

problems:

1.

Transmission

fluid

will leak

into

the

flow

of

raw

water

and

be

discharged

overboard

through

the engine exhaust.

A

loss

of

transmission

fluid

will

cause

tlze

transmission

to

faiL

2.

The

raw

water

will

leak

into

the

transmission

fluid

caus-

ing

an

increase

in

transmission

fluid.

This

contaminated

fluid

will

appear

as

strawberry

cream.

The

transmission

will eventually fail.

Either

case

requires

an

immediate

response:

1.

Install a

new

oil

cooler.

2.

Refill

the

transmission

with

DEXTRON

III

ATF.

WARRANTY

NOTES

Service

manuals

are

available

from

your

BORG

WARNER

dealer.
For

assistance,

contact:

BORG

WAR.i'.TER

200

Theodory

Rice

Blvd.

New

Bedford,

MA

02745

Tel.:

(508)

979-4881

BORG

WARNER

is

aware

of

the

shock

loads

that

can

be

placed

on

its

gears

as

the

result of

mechanical

propeller

oper-

ation

or

fully

reversing

of

the

propeller blades

while

shifting.

Therefore

torque

loads

and

directional

changes

should

be

made

at

low

engine

speeds.

If

it

is

found

that a

failure

was

caused

by

a shock

load,

any

warranty

claim

will

be

denied.

A

CAUTION:

System-related

noises

or

vibrations

can

occur

at

low

engine

speeds

which

can

cause

gear

rattle

resulting

in

damage

to

the

engine

and/or

transmission.

BORG

WARNER

is

not

responsible

for

total

system-

related

torsional

vibration

of

this

type.

If

any

problems

occur

with

the

transmission,

see

TRANSMISSION

TROUfJLESHOOTING

in

this

manual.

If

water

has

contaminated

the

fluid,

the

transmission

fluid

needs

to

be

cleaned

out

and

replaced

with

fresh

fluid.

It

will

take

several

fluid

changes

to

get

rid

of

the

contamination.

Check

your

dipstick

each

time

until

it

appears

as

pure

trans-

mission

fluid.

Change

the

transmission

filter

and

clean

out

the

fluid

lines

that

connect

to

the

cooler.

If

the

transmission

fails

to

shift

properly,

it

will

most

likely

need

the

attention

of a

qualified

transmission

service

facility.

A

transmission

cooler

may

last

ten

years

or

more

but,

in

some

circumstances.

depending

on

operating

hours,

tropical

waters,

maintenance,

etc.

it

might

only

last half

that

time.

WESTERBEKE

recommends

having a spare

cooler

aboard.

Engines & Generators

57

LAY-UP

&

RECOMMISSIONING

GENERAL

Many

owners rely

on

their boatyards

to

prepare their craft,

including engines and generators,

for

lay-up during

the

off-season

or

for long periods of inactivity. Others prefer

to accomplish lay-up preparation themselves.
The procedures which follow

will

allow

you

to

perform your

own

lay-up and recommissioning,

or

you

may

use

them

as

a

check list if others do

the

procedures.

These procedures should afford your engine protection
during a lay-up

and

also

help familiarize you with

the

maintenance needs of your engine.
If you have

any

questions regarding lay-up procedures, call

your local servicing dealer; he will

be

more than willing to

provide assistance.

Propeller

Shaft

Coupling

[Propulsion

Engine]

The transmission and propeller half couplings should always

be opened up and the bolts removed

when

the boat

is

hauled

out

of

the.

water or moved from land

to

water,

and

during
storage in the cradle. The flexibility of the boat often puts a
severe strain

on

the propeller shaft

or

coupling or

both,

while

the boat

is

taken out

or

put in the

water.

In

some cases,

the

shaft

has

actually been bent

by

these strains. This

does

not

apply

to

small boats that

are

hauled out of

the

water

when

not in

use,

unless they have been

dry

for

a considerable

period of time.

Fresh

Water

Cooling

Circuit

[Propulsion

Engine]

A 50-50 solution of antifreeze and distilled water

is

recommended

for

use in

the

coolant system

at

all

times.

This

solution may require a higher concentration of

antifreeze,

depending

on

the area's winter climate. Check

the

solution to

make

sure

the

antifreeze protection

is

adequate.

Should

more

antifreeze

be

needed,

drain

an

appropriate

amount

from

the

engine block

and

add a more

concentrated

mixture.

Operate

the

engine

to

ensure a complete

circulation

and

mixture

of

the

antifreeze

concentration

throughout

the

cooling

system.

Now

recheck

the

antifreeze

solution's

strength.

Lubrication

System

With

the

engine

warm,

drain

all

the

engine oil

from

the oil

sump.

Remove and replace the oil

filter

and

fill

the

sump

with

new

oil.

Use

the correct grade of

oil.

Refer

to

the

ENGINE LUBRICATING OIL pages in this manual

for

the

oil changing procedure.

Run

the engine

and

check for proper

oil pressure and

make

sure

there

are

no

leaks.

A

CAUTION:

00

not

leave

the

enginets

old

engine

oil

in

the

sump

over

the

lay-up

period.

Lubricating

oil

and

combustion

deposits

combine

to

produce

harmful

chemicals

which

can

reduce

the

life

of

your

~nginets

internal

parts.

.

Fuel

System

[Gasoline]

Top

off your

fuel

tanks

with

unleaded gasoline of

89

octane

or

higher. A fuel

conditioner such

as

Sta-Bil gasoline

stabilizer should

be

added.

Change

the

element in your

gasoline/water separator

and

clean the metal

bowL

Re-install

and

make certain there are

no

leaks.

Clean

up

any

spilled

fuel.

Fuel

System

[Diesel]

Top

off your

fuel

tanks with No.2

diesel

fueL

Fuel

additives

such

as

BioBor

and

Sta-Bil should be

added

at this time to

control

algae

and condition

the

fueL

Care should be

taken

that

the

additives

used

are

compatible

with

the primary

fuel

filter/water separator used

in

the system.

Change

the element

in your primary

fuel

filter/water separator, if the

fuel

system

has

one,

and

clean the separator sediment

bowL

Change

the

fuel

filter elements

on

the

engine

and

bleed

the

fuel

system,

as

needed. Start the engine

and

allow

it

to

run

for

5 -

10

minutes

to

make

sure no air

is

left

in

the

fuel

system.

Check for any leaks that may have been created

in

the

fuel

system

during this servicing, correcting

them

as

needed.

Operating the engine for 5

10

minutes

will

help

allow movement

of

the

treated fuel through the injection

equipment

on

the

engine.

Raw

Water

Cooling

Circuit

Close

the

through-hull seacock. Remove

the

raw

water

intake

hose

from

the

seacock. Place the end of

this

hose

into a

five

gallon bucket

of

clean fresh

water.

Before starting

the

engine,

check the

zinc

anode

found

in the primary heat exchanger

on

the engine

and

clean or replace it

as

required,

and

also

clean

any

zinc debris from inside the heat exchanger where

the

zinc

anode

is

located. Clean the

raw

water

strainer.

Start

the

engine and allow

the

raw water

pump

to

draw

the

fresh

water through the system. When

the

bucket

is

empty,

stop

the

engine

and

refill

the

bucket with

an

antifreeze

solution slightly stronger

than

needed for winter freeze

protection

in

your

area.

Start the engine

and

allow

all

of this mixture

to

be

drawn

through

the

raw

water system. Once the bucket

is

empty,

stop

the

engine.

This

antifreeze mixture should protect the

raw

water circuit from freezing during the winter lay-up,

as

well

as

providing corrosion protection.

Remove

the

impeller from your raw water pump

(some

antifreeze mixture will accompany

it,

so

catch it in a

bucket).

Examine

the

impeller. Acquire a replacement, if

needed,

and

a cover

gasket.

Do

not

replace

the

impeller (into

the

pump)

until recommissioning, but replace

the

cover and

gasket.

Intake

Manifold

and

Thru-Hull

Exhaust

Place a clean cloth, lightly soaked in lubricating

oil,

in

the

opening of

the

intake manifold to block

the

opening.

Do

not

shove

the

cloth out

of

sight. (If it

is

not visible

at

recommissioning, and

an

attempt

is

made to start

the

engine,

you

may_

need

assistance of the servicing

dealer.

Make

a

note

to

remove

the cloth prior

to

start-up. The thru-hull

exhaust

port

can

be

blocked in the same

manner.

Engines & Generators

58

LAY-UP & RECOMMISSIONING

Starter

Motor

Lubrication

and

cleaning of

the

starter drive pinion

is

advisable,

if

access

to

the

starter

permits

its easy

removal.

Make

sure

the

battery connections

are

shut off before attempting

to

remove

the

starter.

Take

care

in

properly replacing

any

electrical

connections removed

from

the

starter.

Cylinder

Lubrication

[Diesel]

If

you

anticipate a

long

lay-up period

(12

months

or

more)

WESTERBEKE

recommends

removing

the

fuel

injectors

for

access

to

the

cylinders. Squirt light lubricating

oil

into

the

cylinders

to

prevent

the

piston rings

from

sticking

to

the

cylinder

walls.

Make

sure

you

have

a replacements

for

the

injector

and

return

line

sealing

washers.

Intake

Manifold

[Gasoline]

Clean

the

filter

screen

in

the

flame

arrester,

and

place a clean

cloth lightly soaked

in

lube

oil

around

the

flame

arrester to

block

any

opening.

Also

place

an

oil-soaked cloth

in

the

through-hull exhaust

port,

Make a note

to

remove

cloths

prior

to

start-up!

Cylinder

Lubrication

[Gasoline]

Spray

fogging

oil

into

the

open air intake,

with

the

flame

arrester

removed,

while

the

engine

is

running. The

fogging

oil

will

stall

out

the

engine

and

coat

the

valves,

cylinders

and

spark

plugs

for

winter protection.

NOTE:

The

spark plugs will need

to

be

removed for cleaning

and re-gapping

at

spring commissioning.

Batteries

If

batteries are

to

be

left on board during

the

lay-up

period,

make

sure

that

they

are

fully

charged,

and

will

remain

that

way,

to

prevent

them

from

freezing.

If

there

is

any

doubt

that

the

batteries will not

remain

fully

charged,

or that

they

will

be

subjected

to

severe environmental conditions,

remove

the

batteries

and

store

them

in a warmer,

more

compatible

environment.

A

WARNING:

Lead

acid

batteries

emit

hydrogen

,

a

highly-explosive

gas, which

can

be

ignited

by

electrical

arcing

or a lighted

Cigarette,

cigar,

or

pipe.

Do

not

smoke

or

allow

an

open

flame

near

the

battery

being

serviced.

Shut

off all electrical

equipment

in

the

vicinity

to

prevent

electrical

arcing

during

servicing.

Transmission

[Propulsion

Engine]

Check or change

the

fluid

in

the

transmission

as

required

Wipe

off

grime

and

grease

and

touch

up

any

unpainted

areas.

Protect

the

coupling

and

the

output

flange

with

an

anti-corrosion

coating.

Check that

the

transmission

vent

is

open.

For

additional information, refer to

the

TRANSMISSION SECTION.

Spare

Parts

Lay-up

time

provides a

good

opportunity to inspect

your

Westerbeke

engine

to

see if external

items

such

as

drive

belts

or

coolant

hoses

need replacement. Check your basic

spares

kit

and

order

items

not

on

hand,

or replace

those

items

used

during

the

lay-up, such

as

filters

and

zinc

anodes.

Refer

to

the

SPARE

PARTS

section of

this

manual.

RecommiSSioning

The recommissioning of your

Westerbeke

engine after a

seasonal lay-up generally

follows

the

same

procedures

as

those

described

in

the

PREPARATIONS

FOR

STARTING

sec-

tion

regarding preparation

for

starting

and

normal

starts.

However,

some

of

the

lay-up procedures

will

need

to

be

counteracted before starting

the

engine.

1.

Remove

the

oil-soaked cloths

from

the

intake

manifold.

2.

Remove

the

raw

water

pump

cover

and

gasket

and

discard

the

old

gasket.

Install

the

raw

water

pump

impeller

removed

during

lay-up

(or a replacement,

if

required).

Install

the

raw

water

pump

cover

with a new

cover

gasket.

3.

Reinstall

the

batteries that were

removed

during

the

lay-up,

and

reconnect

the

battery cables,

making

sure

the

terminals

are

clean

and

that the connections

are

tight.

Check

to

make

sure that the batteries

are

fully

charged.

A

CAUTION:

Wear

rubber

gloves, a rubber

apron,

and

eye

protection

when

servicing

batteries.

Lead

acid

batteries

emit

hydrogen, a highly

explosive

gas,

which

can

be

ignited

by

electrical

arcing

Dr a lighted

cigarette,

cigar,

or

pipe.

Do

not

smoke

Dr

allow

an

open

Bame

near

the

battery

being

serviced.

Shut

off all

electrical

equipment

in

the

vicinity

to

prevent

electrical

arcing

during

serviCing.

4.

Remove

the

spark

plugs,

wipe clean,

re-gap,

and

install

to

proper

tightness

{gasoline].

5.

Check

the

condition of

the

zinc

anode

in

the

raw

water

circuit

and

clean or replace

the

anode

as

needed.

Note

that

it

is

not

necessary to

flush

the

antifreeze/fresh

water

solution

from

the

raw

water coolant

system.

When

the

engine

is

put into operation,

the

system

will

self-flush

in

a

short

period

of

time

with

no

adverse

affects.

It

is

advisable,

as

either

an

end of season

or

recommissioning

service,

to

inspect

the

area

where

the

zinc

is

located

in

the

heat exchanger

and

clear

any and

all

zinc

debris

from

that

area.

6.

Start

the

engine

in

accordance

with

procedures

described

in

the

PREPARATIONS FOR STARTING

section

of

this

manual.

Engines & Generators

59

TORQUE

DATA

Lb-ft

km

Cylinder

head

bolts

~

63 (B)(C) Four, 108(B)(C) Six &

7lC

Four

80-

85

11.0-11.7

-

7IB

Four & 82B Four

85

-90

11.8 - 12.5

Connecting rod caps

-

63(B)(C) Four &

7lC

Four

50 - S4 6.9

-7.5

- 71B Four & 82B Four 59 -

65

8.2 - 9.0

-

108 (B)(C) Six

5S

- 60

7.6 - 8.3

Main Bearing Caps -

All

Models

80-

85

11.0-11.7

Injection Pump Gear - All Models 29 - 52

4-7

Oil

Pan

Bolts

- 63(B)(C) Four

5-9

0.7 - 1.2

-

7l(B)(C)

Four & 82B Four & 108 (B)(C) Six

12 -

17

1.6 - 2.3

Crankshaft Pulley Nut

- 63(B)(C) Four

14S -181

20-25

- 7l(B)(C)

Four

& 82B Four

253 - 289

35

-40

- 108 (B)(C) Six

282 - 304

39-42

Glow Plugs -

All

Models 7 -

11

1.0 - 1.5

Intake Manifold

- All Models

12

-17

1.6 - 2.4

Exhaust Manifold

- 63(B)(C) Four

12

-17

1.6-2.4

- 71(B)(C), 82B Four, and 108(B)(C) Six

20-24

2.7 - 3.3

Oil Pressure Switch & Sender - All Models

9-13

1.2-

1.8

Injection HIP Line

Nut

- All Models 18 - 22 2.5 - 3.0

Fresh Water Pump Mounting Bolts -

All

Models

9-13

1.2 - 1.8

Timing

Gear

Cover - All Models

12 -

17

1.6-2.3

Flywheel bolts

- 63(B)(C) Four & 108 (B)(C) Six

95

-137

l3.1 - 19.0

-

7lB

Four & 82B Four

112-118

15.5 - 16.3

.

-

71CFour

130 - 144

17.9-19.9

Water Temperature Sender & Switch - All Models

18

- 29

2.5 -

4.0

Fuel Injector

-

71C Four & 82B Four

43

-50

6.0

-7.0

Back:

Plate -

All

Models

24-

3S

3.3 - 4.8

Engines &

Generators

60

DECIMAL

TO

METRIC

EQUIVALENT

CHART

Fractions of

Decimal (in.) Metric (mm)

Fractions of

Decimal (in.) Metric (mm)

an inch

an inch

1164

0.015625

to.

39688

33/64

0.515625

13.09687

1/32

0.03125 0.79375

17/32

0.53125

13.49375

3/64

0.046875

1.19062

35/64

0.546875

13.89062

1/16

0.0625

1.58750

9116

0.5625 14.28750

5/64

" "

..

n"?F;

1.98437

37/64

0.578125

14.68437

3/32

0.09375

2.38125

19/32

0.59375 15.08125

7/64

0.109375 '2.77812 39/64 0.609375

15.47812

1/8

0.125

3.175

5/8

0.625 15.87500

9/64

0.140625

3.57187

41/64 0.640625

16.27187

5/32

0.15625 3.96875 21/32 0.65625

16.66875

11/64

0.171875 4.36562

43/64 0.671875

17.06562

3116

0.1875 4.76250

11/16

0.6875

17.46250

13/64 0.203125

5.15937 45/64

0.703125 17.85937

7/32

0.21875

5.55625

23/32

0.71875

18.25625

15/64

375

5.95312 47/64

0.734375

18.65312

1/4

0.250

6.35000 3/4 0.750 19.05000

17/64 0.265625 6.74687 49/64 0.765625 19.44687

9/32

0.28125 7.14375 25/32 0.78125 19.84375

19/64 0.296875

7.54062

I

1':1/64

0.796875 20.24062

5/16

0.3125 7.93750

13/16

0.8125 20.63750

21/64

0.328125 8.33437 53/64 0.828125

03437

11/32

0.34375 8.73125

27/32

0.84375 21.43125

23/64 0.359375 9.12812

55/64

0.859375 21.82812

3/8

0.375

9.52500

7/8

0.875

22.22500

0.390625

9.92187

57/64 0.890625 22.62187

1 0.40625

10.31875

29/32

0.90625

23.01875

27/64 0.421875

10.71562

59/64

0.921875 23.41562

7/16

0.4375

11.11250

15/16 0.9375 23.81250

29/64

0.453125 11.50937

61/64

0.953125

24.20937

15/32

0.46875 11.90625

31/32 0.96875 24.60625

31/64

0.484375 12.30312

63/64

0.984375

25.00312

1/2

0.500

12.70000

1

1.00

25.40000

Engines & Generators

61

STANDARD

AND

METRIC

CONVERSION

DATA

LENGTH-DISTANCE

Inches

(in)

x

25.4

'"

Millimeters

(mm)

x

.0394;;

Inches

Feet

(ft)

x

.305

:::

Meters

(m) x 3.281 " Feet

Miles

x

1.609::::

Kilometers

(km)

x

.0621

::::

Miles

DISTANCE

EQUIVALENTS

1

Degree

of

Latitude::::

60

Nm

::::

111.120

km

1

Minute

of

Latitude:::: 1 Nm

::::

1.852

km

VOLUME

Cubic

Inches

(inS)

x

16.387::::

Cubic

Centimeters

x

.061

=In

s

Imperia!

Pints

(IMP

pt)

x

.568

::::

Liters

(L)

x

1.76

=

IMP

pt

Imperial

Quarts

(IMP

qt)

x

1.137:=

Liters

(L)

x.88

::::

IMP

qt

Imperial

Gallons

(IMP

gal)

x

4.546::::

Liters

(L)

x

.22

::::

IMP

gal

Imperial

Quarts

(IMP

qt)

x

1.201

:::

US

Quarts

(US

Qt)

x

.833

::::

IMP

qt

Imperial

Gallons

(IMP

gal)

x

1.201

::::

US

Gallons

(US

gal)

x

.833

::::

IMP

gal

Fluid

Ounces

x

29.573

:=

Milliliters

x

.034

::::

Ounces

US

Pints

(US

pt)

x

.473::::

Liters(L)

x

2.113::::

Pints

US

Quarts

(US

qt)

x

.946

:=

Liters

(L)

x

1.057

::::

Quarts

US

Gallons

(US

gal)

x

3.785

::::

Liters

(L)

x

.264

::::

Gallons

MASS-WEIGHT

Ounces

(oz)

x

28.35

::::

Grams

(g)

x

.035::::

Ounces

Pounds

(Ib)

x

.454::::

Kilograms

(kg)

x

2.205::::

Pounds

PRESSURE

Pounds

Per

Sq

In

(psi)

x

6.895

::::

Kilopascals

(kPa)

x

.145::::

psi

Inches

of

Mercury

(Hg)

x .4912::

psi

x

2.036::::

Hg

Inches

of

Mercury

(Hg)

x

3.377

=

Kilopascals

(kPa)

x

.2961

Hg

Inches

of

Water

(H20)

x

.07355::::

Inches

of

Mercury

x

13.783::::

H20

Inches

of

Water

(H20)

x

.03613

:::

psi

x

27.684:::

H20

Inches

of

Water

(H20)

x

.248

::

Kilopascals

(kPa)

x

4.026

=

H20

TORQUE

Pounds-Force

Inches

(in·lb)

x .113::

Newton

Meters

(Nm)

x

8.85

=in-Ib

Pounds-Force

Feet

(ft-lb)

x

1.356

:=

Newton

Meters

(Nm)

x

.738

:::

fHb

VELOCITY

"

Miles

Per

Hour

(MPH)

x

1.609

=

Kilometers

Per

Hour

(KPH)

x

.621

MPH

POWER

Horsepower

(Hp) x .745

::

Kilowatts

(Kw)

x

1.34

=

MPH

FUEL

CONSUMPTION

Miles

Per

Hour

IMP

(MPG)

x

.354

=

Kilometers

Per

Liter

(Km/L)

Kilometers

Per

Liter

(Km/L)

x

2.352

:::

IMP

MPG

Miles

Per

Gallons

US

(MPG)

x

.425

=

Kilometers

Per

Liter

(Km/L)

Kilometers

Per

liter

(Km/L)

x

2.352

=

US

MPG

TEMPERATURE

.

Degree

Fahrenheit

(OF)

=

(oG X 1.8)

+

32

Degree

Celsius

(OC)

::

(OF

-

32) x .56

LIQUID

WEIGHTS

Diesel

oil:: t us

gal/on""

7.13

Ibs

Fresh

Water

=: 1

US

gallon

8.33

Ibs

Gasoline 1 US

gallon:::

6.1

Ibs

Salt

Water

= 1

US

gallon

=

8.56

Ibs

Engines & Generators

62

SUGGESTED

SPARE

PARTS

,MARINE

ENGINES

CONTACJ

YOUR

WESTERBEKE

DEALER

FOR,SUGGESTIONS

ANDADDITlONAL

INFORMATION

GLOW

PLUGS

WESTERBEKE

RECOMMENDS

CARRYING

ENOUGH

SPARE

FUEl

LINE

FILTERS

(OWNER

INSTALLED)

ENGINE

OIL

(YOUR

BRAND)

fOR

AN

OIL

CHANGE

AND A GAUON

Of

PREMIXED

COOLANT.

SPARE

PARTS

KITS

WESTERBEKE

also

offers

two

Spare

Parts

Kits,

each

packaged

in

a rugged

hinged

toolbox.

Kit

"A"

includes

the

basic

spares.

Kit "B"

is

for

more

extensive

off-shore

CIUl:smg~

KIT

A

ZINC

ANODES

DRIVE

BELTS

OIL

FILTER

FUEL

FILTER

HEAT

EXCHANGER

GASKET

IMPELLER

KIT

FUEL

SYSTEM

HARDWARE

I(IT

FUEL

PUMP

INLET

FILTER

Engines & Generators

63

KIT

B

ZINC

ANODES

DRIVE

BELTS

OIL

FILTER

FUEL

FILTER

HEAT

EXCHANGER

GASKET

IMPELLER

KIT
INJECTOR
OVERHAUL

GASKET

KIT

AIR

FILTER

GLOW

PLUG

FUEL

SYSTEM

HARDWARE

KIT

FUEL

PUMP

INLET

FILTER

Engines & Generators

11

08WMDW1

0/06