OPERATOR'S MANUAL
WESTERBEKE 46
Marine Diesel Engine
Publication # 34468
Edition Two
May 1986
AVON INDUSTRIAL PARK, AVON, MA 02322 • TEL: (617) 588-7700
TELEX: 92-4444. FAX: (617) 559-9323· CABLE: WESTCORP
FOREWORD
Thank you for having
Diesel Engine for your use.
selected
a
Westerbeke
This manual describes the procedures for proper
handling and routine maintenance of:
W-46
Marine Diesel Propulsion Engines
To obtain best operating condition and longest
service life, it is important to use it sensibly
and carry
out operation and maintenance according
to this manual.
If you have questions about your equipment or
in the event of a failure, please contact your
nearest distributor or dealer.
If, within 60 days of submitting your warranty
registration card, you have not received a Customer
Identification Card (see below) registering your
warranty, please contact the factory in writing.
We look forward to your continued patronage.
from:
J.H. Weslerbeke Corp.
Avon Industrial Park
Avon, MA 02322
r/~1
•
J. H. WESTERBEKE
AVON '''ov.r~'A< p",,~,
COR~
AVON, .. AU. oun
CUSTOMER IDENTIFICATION
1234C408 Pleasure Craft
expi res 9/15/85
Adam Smith
85 Maple Street
12234
Alden, IN
W-46
Mail To:
~
~
1
TABLE OF CONTENTS
PAGE
GENERAL SPECIFICATIONS •....•••••••••• 3
INSTALLATION, PREPARATION AND SUPPLY
CAUTIONS. .. • .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ....
5
1.
BREAKING IN.......................................... 7
2..
STARTING SySTEM................................. 8
3.
INSTRUMENT PANEL USE ••••••••.•.• 9
4.
STARTING PROCEDURES ••••••••••••• IO
5.
STOPPING PROCEDURES ••••••••.•••. ll
6.
CAUTIONS ON STARTING
AND OPERATION ..................................... 11
7.
REQUIREMENTS FOR PROPER
OPERATION
7-1 Lubrication System ••••••••• 13
7-2 Fuel System .••.••....••.•.. 14
7-3 Wiring Diagram .•••• Centerfold
7-3 Cooling System •••••....•••• lS
7-4 Belt Tension . . . . . . . . . . . . . . . 20
7-6 Domestic Hot Water ..••••••• 20
7-7 Cylinder Head & Valves .••••• 24
S.
RECOMMENDED MAINTENANCE SERVICE.25
9..
TRANSMISSIONS .... ................................ .. 28
10.
TROUBLESHOOTING ••••••••••••••••• 40
11.
TABLE OF TIGHTENING TORQUES •.••• 41
12.
COMMON PARTS BY NUMBER •••••••••• 43
13.
LIMITED WARRANTy ••••••••••••...• 44
2
GENERAL SPECIFICATIONS
Model
Westerbeke 46
Type
4-cycle, fresh water cooled diesel engine
with raw water exchanger system
*
& Arrangement of Cylinders 4 cylinder-vertical-in line
Bore & Stroke
84 X 90mm (3.30 X 3.70 in.)
Dry Weight
535 Ibs.
Total Piston Displacement
2084cc (127 cu. in.)
Compression Ratio
21 : 1.
Firing Order
1 - 3 - 4 - 2
Rotational Direction
Clockwise as viewed from front of engine
Fuel
*2
Lubricating Oil
Mineral oil, heavy duty, A.P.I. CC or CD
Oil Pressure
Idle 20 - 30 P.S.I. (1.75 - 2.46 kg/cm 2 )
Under power 30 - 60 P.S.I.
(2.46 - 4.21 kg/cm 2 )
Intermittent Power
47.5 horsepower at 3000 RPM
Westerbeke Rating
46 horsepower at 3000 RPM
Continuous Power
43 horsepower at 3000 RPM
Idle Speed
700-850 RPM
Cruise R.P.M.
2000-2500 RPM
Lubrication
Oil Pump
Oil Filter
Oil Sump Capacity
Forced lubrication
Trochoid pump
Full-flow type with paper element
7 quarts & filter
Cooling System
Forced circulation by centrifugal pump
with thermostatically controled temperature
170 - 190· F
Operating Temperature
(242kg)
fuel oil (cetane rating 45 or better)
Fuel System
Fuel Injection Pump
Fuel Injection Nozzle
Governor
Fuel Filter
NIHON-CAV distributor type
Bosch type, DNOSD
Flyweight type, built in pump
with paper element
Starting System
Electric starter with glow plugs in head
3
starter
12V, 1.6KW pinion shift type
Alternator
12V - 50 ampere
Battery
12V - 100 ampere hour
Raw Water Flow Rate
9.5-10.0 gallons/minute at 3000 R.P.M.
measured at discharge into exhaust elbow
Propeller Recommendations
(using HBW-150 1.8S:1
reduction)
lSD x 10P-2 blade or lSD x SP - 3 blade
propeller should allow engine to reach
its rated RPM (3000 + 100) at full
throttle underway
4
INSTALLATION, PREPARATION AND SUPPLY CAUTIONS
*
Check important aspects of installation before operating engine.
(1)
Alignment (Error to be no more
than one thousandth of an inch
per inch of coupling diameter)
(2)
Provide sufficient ventilation
(3)
Provide adequate service room
around
engine
(See
warranty
clauses)
003
~EELER
GAGE
STRAIGHT EDGE
CHECKING COUPLING ALIGNMENT
*
Fill fuel tank with CLEAN *2 diesel from a reputable manufacturer.
*
Fill engine sump with lubricating oil
(Select readily available lubricating
(Sump capacity 7 quarts).
*
Fill freshwater cooling system with suitable mixture of water and
antifreeze
to suit your
temperature zone.
Thoroughly mix
antifreeze and freshwater BEFORE adding to cooling system.
*
Plug-in Panel Harness Connection. After assembly, joint should be
taped to prevent corrosion or, preferably, assembled using a silicon grease which can be obtained at an electronic store such as
Radio Shack.
to full mar k on dipstick
oil of grade CC or CD)
SAFETY PRECAUTIONS
*
Never operate engine with inadequate ventilation.
Confirm that
there are no exhaust leaks inside engine compartment.
*
Do not touch moving parts during operation.
*
Do not touch hot parts such as exhaust pipe, and do not place combustible materialS near the engine.
*
Inspect and adjust parts of the engine only after it is stopped.
*
Check and refill engine oil, cooling water and transmission lubri
cant only after the engine is brought to a stop.
*
A coolant recovery bottle was supplied with the engine together
with instructions for installation.
Be sure that it is in place.
Attempting to operate with only the manifold as an expansion tank
exposes the operator to a severe steam burn if the manifold pressure cap is removed while the engine is hot.
Follow instructions
on page 6.
*
Always use tools
vicing.
*
Be sure that current carrying wires are protected from abrasion
and that all connections are tight.
that fit correctly and use caution during ser-
5
PREPARATIONS
Take steps as shown below in starting your engine for the first time
or after a prolonged shut-down.
1.
a)
F ill your eng ine wi th oil
up to or near the upper limi t
on the dipstick.
Use a good
grade of oil with API specification of CC or better.
For
quantity of oil, you may refer
to
the General Specifications
page.
oil filler port
the
transmission
b)
Fill
with
the
proper
lubricant.
NOTE: Some V-Drives are filled
separately.
2.
Your engine is supplied with a
coolant
recovery
system
to
which the following instructions apply:
oil
orllevelgauqB_~,J
and ftller port
lower/lm;t
a)
Fill engine completely to
the neck of the manifold cap.
b)
Then
fill
the
recovery
tank to the bottom add line.
Need for
adding coolant
is
indicated when a cold engine
has coolant level below the
bottom add line.
c)
In winter add antifreeze
as described on page 18.
A
mixture of antifreeze should be
used year round and changed as
needed.
3.
Fill the fuel tank with *2
Diesel fuel with *45 Cetane
rating or better. The interior
of the fuel tank must be maintained clean.
Be careful not
to allow introduction of dir t
when filling fuel.
4.
Engine
oil,
coolant
and
transmission levels should be
checked at least once a day
prior to engine use.
6
COOLANT RECOVERY TANK
7---- -- _
oil
~---~-_
BREAKING IN YOUR NEW ENGINE
While your engine has had at least one hour of test operations to
demonstrate accurate assembly and correct operation of all systems, it
still requires break in time.
Service life of your engine is dependent on how your engine is
operated and serviced during initial break-in hours of operation.
Your new engine needs approximately fifty hours of initial conditioning operation for breaking in each moving part, thus helping
maximizing performance and service life of engine.
Perform this conditioning carefully, keeping the following points in mind.
1.
Start engine, run at idle while checking that all systems are
functioning - sea water pump, oil pressure, battery charge.
2.
Warm engine, prefer ably by running propeller at fast idle
while tied down, until water temperature gauge moves into the
130 - 140 degree range.
3.
Then use engine at moderate load (RPM) until normal engine
operating temperature of 170 - 190'F (77 - BS'C) is reached.
4.
Avoid rapid acceleration especially with a cold engine.
5.
Use caution not to overload engine. Grey or black smoke is a
sign of overload.
Select the correct propeller for the
engine and transmission reduction.
6.
Operate the engine in moderation, varying
under load during the break in period.
the
running
RPM
Explanation:
"Breaking in" a new engine is basically a seating of the piston rings
to the cylinder walls.
This is not accomplished by long periods of
running idle, nor by early running under full load.
Idle running may glaze the cylinder walls causing oil consumption and
smoky operation.
Excessive speeds and loads may score cylinder walls
with similar results, especially with the engine cold.
As indicated above, operate the engine in moderation during the initial 50 hours of break in. Don't baby it, yet do not abuse it.
7
DESCRIPTION OF STARTING SYSTEM
Model W-46 uses an electr ic
starter assisted by glow plugs
for both normal and cold weather
starting. The figure is a cross
section
through
one
cylinder.
The glow plug enters the combustion chamber so that the end
is in the spray path of the
injector nozzle.
When the glow
plugs are energized by the preheat button, they glow red at the
tips and assist rapid ignition of
the fuel.
The result is rapid
starts with less wear on the
starter.
Glow Plug
Injector
This
system
is
common
to
Westerbeke Diesels.
The star t
circuitry is designed so that,
first, the preheat button must be
depressed for the time specified
in the glow plug use char t shown
below.
After which, and while keeping the preheat button engaged,
button is depressed to crank the engine.
the start
Glow Plug Use Data
Atmospheric temperature
Preheating time
+S'C (+41"F) or higher
+S"C
Approx" 10 sec.
(+4l'F) to -S'C (+23'F)
-SoC (+23"F) or lower
Approx, 20 sec"
Approx. 30 sec,
Limit of continuous use
1 minute
For complete starting and stopping procedures, see pages 10 and 11.
8
INSTRUMENT PANEL
Description and use of:
Note 1:
When engine is stopped after use, the water temperature and
oil pressure gauges may stay at their running readings.
Note 2:
When engine is next to be used, turn keyswitch ON.
The
temperature and pressure gauges will "ZERO" and the voltmeter
will register battery voltage.
The elecric fuel pump,
mounted on the engine, will also begin to operate, purging
any air accumulated in the system.
Note 3:
The engine is now prepared for starting.
Note 4:
For INITIAL STARTS:
The self-priming feature of the W-46 is different from other
models in that it requires longer time.
Two circuits are
required to bleed both fuel filter and injecion pump.
Therefore, when priming the W-46 for the first time or when
the system has been wor ked on or has been run out of fuel,
allow the electr lc fuel pump to oper te for 2 to 3 minutes
before the first cranking effort.
simply turn the ignition
key ON to activte the electric fuel pump.
9
STARTING PROCEDURES
1.
Advance throttle to full, press Preheat button and hold for the
number of seconds indicated on Page 8 in "Glow Plug Use Data".
2.
While still engaging Preheat button, press Start button.
Note:
Failure to engage the Preheat button will not
Starter button to energize the starter.
allow
the
3.
The starter will crank the engine which should start in 10 seconds
or less.
4.
As soon as the engine starts, release buttons and throttle back to
a moderate idle warm up of 80 - 1000 RPM.
5.
Should the eng ine NOT star t even though cr anking for 10 seconds,
release the buttons for 30 seconds and repeat the sequence by preheating the glow plugs sufficiently.
The starter motor should
never be run more than 30 seconds at a time.
6.
Proper glow plug function is
indicated
by
voltmeter
drop
when
the
Preheat
button
1S
depressed.
This drop will be
slight but discernible.
If no
vol tage drop is noted, it may
indicate defective glow plugs
or a faulty preheat circuit.
(Check for loose connection).
7.
As soon as the engine has started, release both Start and Preheat
buttons. Check that with engine running, oil pressure and battery
charge voltage are registering and that raw water is discharging
with the exhaust.
Note:
An alarm buzzer is supplied with every unit.
It is the
responsibility of the installer to electrically connect the alarm
buzzer to the two marked terminal connections on the engine
electr ical harness and install the buzzer in a dry location so
that it will be audible to the operator should it sound during
engine operation. This buzzer will sound when the ignition key is
turned on and should silence when the engine is started and oil
pressure rises above 15 Ibs.
8.
To warm up engine, run a few minutes at idle to make checks in '7'
above.
Then operate under reduced RPM until water temperature
rises into the 140· range.
Then operate under moderate power
until normal operating temperature is reached.
10
STOPPING PROCEDURES
1.
Model W-46, early models were supplied with a manual shut-off. A
'T' handle or knob is pulled to shut off fuel, stopping the
engine.
Later Models June 1985 (C506) on, were supplied with an electric
shut-off operated by the key switch and having the manual shutoff
as an installer's option.
2.
With the engine stopped, it is necessary to turn off the keyswitch.
If you fail to do this, the panel remains energized and
the electric fuel pump continues to run.
This oversight results
in a dead battery.
with the alarm buzzer
installed and
functioning, it will sound when the engine is shut down manually
and the keyswitch left ON signaling to turn the key off.
CAUTIONS ON STARTING AND OPERATION
1.
Normal starting
Follow the procedures below for routine starting of your engine.
1)
2)
3)
4)
5)
2.
Check the engine and transmission oil levels and refill i f
necessary.
Insure that you have sufficient fuel.
Keep tank as full as
possible.
Check cooling water level, and refill if necessary.
Note: Check for leaks of water or oil, particularly when
signs of such leak are found on the bottom of the engine or
in the drip tray when provided.
Start the engine in accordance with the procedures given on
the preceding pages.
Allow the engine to warm up to 140'-150' F before placing the
engine under heavy load.
Starting under cold conditions
The following three adverse conditions concur as the atmospheric
temperature drops exceedingly, and the engine must, under such
conditions, be started by taking steps described below:
LUBRICATING OIL TURNS VISCOUS
Make certain that viscosity
is proper for the prevailing atmospheric temperature.
Check
the oil also for deterioration.
(Study page 13.)
VOLTAGE ACROSS BATTERY TERMINALS DROPS
battery is fully charged.
Check that the
THE TEMPERATURE OF INTAKE AIR IS LOW AND COMPRESSION
TEMPERATURE DOES NOT RISE ENOUGH
Allow the glow plug to
operate sufficiently to aid starting. See table on page 8.
11
3.
Cautions during operation
Confirm that the oil pressure is normal during operation.
Confirm that exhaust gas is as follows:
*
*
*
While engine is cold •••••••••..••...••••• White smoke
When the engine grows warm •••...••••••••• Almost smokeless
When the engine is overloaded .•••••••... ~Some black smoke
Check for abnormal noise such as knocking,
sounds, and vibration and blow-back sounds.
friction
or
leaking
Check for leaks of fuel and engine oil.
A knocking sound is normal while the engine is cold, during quick
acceleration and at idle. Confirm that no knocking sound is heard
in other cases.
Photo above is right hand side of the W46 with Hurth 2:1 reverse
and reduction gear.
12
REQUIREMENTS FOR PROPER OPERATION
LUBRICATION SYSTEM
1.
Engine oil
For engine lubrication, use diesel engine oil. Diesel engine oils
are classified according to the API Specifications into grades CA,
CB, CC and CD. Anyone of them is usable, but use of CC or higher
grades prepared by well-known makers is recommended.
The oil
selected should be used thereafter,
2.
Engine oil viscosity
Use oil having viscosity best suited to the atmospheric temperature.
Use of an all-season oil SAE10W-30 with minimum viscosity
change
under
different
temperatures
is
suggested"
Atmospheric temperature
Viscosity
20"C (6S"F) or higher
SAE 30 or 10W-30
S"C (41"F) - 20"C (6S'F)
SAE 20 or 10W-30
S"C (41'F) or lower
SAE 10W-30
3" Oil pressure
The oil pressure during operation of the engine is indicated by
the oil pressure gauge.
During normal operation .••••••••••• Oil pressure will range between
(Under Power)
30 and 60 PSI.
(2.10 - 4.21 kg/cm 2 )
At idle speed ...•..•••...
e
•••••••••
20 - 30 P.S.I.
(1.7S - 2.10 kg/cm 2 )
At the time of cranking •••..••••.•• Pressure will rise proportionately with speed.
4.
Replacement of oil filter
Being a replaceable car tr idge
type, the oil filter requires
no cleaning inside.
In installing the oil filter
element,
apply
engine
oil
thinly on to the O-ring, and
then tighten it by hand firmly.
When removing the used filter,
cover over wi th a plastic bag.
This will allow both filter
element and spilled oil to be
collected
cleanly
without
spilling
oil in the bilge,
13
OIL DRAIN SYSTEM
5.
Note A:
After-market filters are not recommended since the
material standard or diameters of important items might
be entirely different from genuine parts.
Note B:
Immediately after filter change and oil filler, run
engine to ensure that oil pressure is normal and that
there are no oil leaks.
Engine oil change:
(including filter)
Initially at 50 hours then every 100 hours of
operation
To renew engine oil, discharge old oil through the sump drain hose
attached at front of engine while engine is still warm.
Drain old oil completely, replace the hose, plug the end securely
and add fresh oil through the oil fill cap on the valve cover.
After refilling oil, idle the engine for several minutes and stop.
Then check the quantity of oil by the oil level gauge.
Fill to
but not over the high mark on the dipstick.
Always observe old
oil as it is removed.
A yellow/grey emulsion indicates presence
of water in the oil.
While this condition is rare, it does
require prompt attention to prevent serious damage.
Call a competent mechanic.
FUEL SYSTEM
1.
Diesel fuel
USE #2 DIESEL FUEL.
NEVER USE KEROSENE OR HEAVY OIL.
In cold weather particularly, water vapor is produced by condensation when air is present in the fuel tank. The tank, therefore,
should be kept full as much as possible.
The fuel tank, furthermore,
dirt and water.
2.
needs
It is required that a primary
fuel
filter
of
the
water
entrapment type be installed
between the fuel tank and the
engine.
Such a filter, shown
here, is available under Par t
#32974
from
your
local
Westerbeke
representative
or
your: boat builder.
This f Uter, adapted for boat builder
use, comes complete wi th f i ttings for either hose or metal
tubing. Mount in an accessible
place, inspect often and drain
off
water
accumulation
frequently.
to be kept completely free of
5EDJHi:t1T,·:nj'.;AT[H TRAP ;)2974
HOSE FITTING
8
9
S~GLlr~ly
,tl\1e\urf'
r~cept"c)~
'no?
an
aC('Pcslole
positioned th"t B
to
Lcll c,,,,nage
to
~D
'"0
,-"" "r !,l<,c~(l LJ~d~r.
2.
If 'up I
is to be pi!,e<l with
cq'[)'"
01
hundy
':utdng,
use
nut~ an,j tcr,ules jlrovl<le(l.
Be
SLlre th"
lUbing I',-o)ects 1/4
inch th"-'Llg~ the [",r"le b€fo,~
tiqhteninq t,no nut.
)5 to b~ pip~d with
LJS~
,hp two I>r,,05 narl>eo
dm) ,"""hprs suppiied,
cert.Hn
lhat
the
hose
oeiectell
hao
diagonal
braid
In",'' t~d
(to
clln~
on
the
bar,,).
that
j(
js
neoprene
lined
and
that
it
"
USCG
It
[ud
11D5~.
[itL,lr.g~
~~
TUBE PIPING
4,
It
~'",pr
's p<es~nt 1" ihc
fuel. i t will collect dowly in
th~
bottom of the Se(!i",ente<,
\;hen tlw red float r1ng r~.Khes
th~ dr"i~ line on the plastic
bowl. loo,wn the bottom drain
plug unU] all water runs out.
5,
'l'ightEn
~o
Ii.
HISTR,
14
:';,'(];m~"tel!~'atcr
Bolt
'33~09
a1t
d<ai~ plug o,"curely
eiln enter 8ySl~m,
Energiz~
bow) .
[uel
pump
to
50
refill
If a water trap type filter is not interposed between the fuel
tank and engine lift pump, any entrained water will tend to lay in
the bottom of the electric lift pump. Internal metal parts of the
lift pump will rust.
Particles will pass on to filters and
eventually to injection pump and injectors with damaging and
expensive results.
IT IS WELL TO REMEMBER THAT WATER DAMAGE TO
THE FUEL SYSTEM IS NOT COVERED BY WARRANTYl
While many boat builders do supply a water trap filter, there are
some who do not.
It is to prevent such omission that Westerbeke
offers a sedimenter/water trap filter as a desirable optional
extra at moderate cost.
It is supplied with fittings for either
hose piping or metal tube piping.
Priming and self bleeding.
All engines covered by this manual
have a fuel filter with hand priming pump in the head casting for
emergency use.
The main priming source is the electric lift pump
mounted on the cylinder head front.
The Westerbeke self-bleeding fuel system on Model W-46 is semiautomatic. If you run out of fuel, perform a filter change or any
disassembly of the fuel system, the system will then contain air
which may prevent the engine from starting.
In such event, turn
the keyswitch on, allow electric pump to run for two minutes,
and crank engine for approximately seven seconds.
If the engine
has not started, wait for approximately thirty seconds more of
electric pump action and crank engine again.
These time periods
may vary from engine to engine.
Note:
The self bleeding feature
engines's fuel system only.
on
INJECTORS - -
the
W-46
relates
to
the
:::==------::a~%S:lff.~1iP
ELECTRIC LIFT PUMP
___ FUEL FILTER
THROTTLE CONNECTION
INCOMING FUel
INJECTOR PUMP
BUFFER SCREW
15
3.
Notes on fuel system
See on prior page a typical exploded view of a fuel system for
this engine.
It is also illustrative of the self-bleeding and
priming system used by Westerbeke.
The Westerbeke self-bleeding fuel system is semi-automatic in
operation.
While it is unlikely that the operator will be forced
to service the system at sea, the possibility does exist.
Therefore, it is recommended that banjo washers, injector seat
washers, lift pump filter and gasket, fuel filter and gasket be
carried on board at all timnes.
Select the parts for your engine
on page 43 and purchase spares from your local Westerbeke Dealer
or Distributor. For example, hardware kit *34441 will supply fuel
system washers for the Model 46.
If a leak should develop at a banjo or washer that cannot be
remedied by a simple tightening of the screw, renew the washers.
The engine can be started by taking steps described on pages 9
and 10. In cases where the engine cannot be started easily, loosen
two injection nuts on the nozzle side, turn the speed control
lever to "full open"
position,
turn the starter motor and then
tighten the nuts firmly.
4.
Replacing filter elements
After the first 50 hours of operation, unscrew and discard fuel
filter element. Install a new filter.
This same treatment is required of the filter element in the fuel
lift pump.
Similarly, replace with a new filter element using a
new gasket.
After the first 50 hours change, the
increased at 200 hours or once per season.
5.
change
period
may
be
Fuel injection pump
The fuel injection pump is one of the most important components of
the diesel engine and thus i t calls for the utmost caution in
handling.
Furthermore,
the
fuel
injection pump has been
thoroughly
shop-adjusted
and
should
never
be
readjusted
carelessly.
Such adjustments, whenever necessary, should be performed at an
authorized service station, as a precision pump tester skill are
required.
To obtain long and satisfactory use of your injection pump:
Always use fuel which is free from impurities.
Clean and renew the fuel filters periodically.
Inspect water entrapment filter regularly.
16
On the forward control housing of the injection pump is a buffer
screw. This buffer screw has all the visual characteristeics of a
bleed screw, but it is not.
The adjustment of this screw should
not be tampered with, or disturbed.
Disturbing the adjustment of this buffer screw can shut off the
delivery of fuel from the injection pump to the injectors and prevent the engine from starting.
DO NOT TAMPER WITH THIS BUFFER SCREW ADJUSTMENT!
INJECTOR PUMP
BUFFER SCREW
17
COOLING SYSTEM
1.
Cooling water
As cooling water, use soft water with least impurity content
as tap water (potable water) or rainwater, and never use
water or foul water.
Use of hard water or water containing
impurity will lead to collection of scale in the engine and
exchanger with resultant decline in cooling effects.
2.
such
hard
much
heat
Antifreeze
In cold districts, care should be taken to prevent cooling water
from freezing.
Cooling water, when frozen, expands to break the
heat exchanger and the cylinder block, and it is essential that
antifreeze be added to cooling water in a quantity proportional to
the lowest temperature of the district.
It is recommended that
the antifreeze mixture be used throughout the year.
*Antifreeze
of
poor
quality or
without
rust
inhibitor
will cause corrosion of the cooling system.
Always use
antifreeze prepared by a reliable maker.
*Make sure that the cooling system of the engine is cleaned
well before adding antifreeze.
*Recommended antifreeze for
year
PRESTONE with rust inhibitor.
round
use
is
ZEREX
or
*Thoroughly mix the antifreeze and water before adding to the
cooling system.
ANTIFREEZE ADDITION DATA
Antifreeze
Concentration %
13
23
30
·C
Freezing
temperature ( • F)
-5
(23 )
-10
(14)
-15
(5)
Note:
3.
35
-20
(-4)
45
-30
(-22)
50
60
-40
(-40 )
-50
(-58 )
It
is
advisable
that
antifreeze
concentration
be
selected on the basis of a temperature which is about
5·C
(lO·F)
lower
than the actual atmospheric temperature expected.
Fresh water cooling system
The system consists of a sea water pump which pumps raw sea water
through a heat exchanger to remove heat from the coolant. The raw
water is discharged overboard through the exhaust line.
The engine coolant (fresh water with or without antifreeze) is
circulated by the fresh water pump in continuous circuit, pumped
through the cylinder block, cylinder head, heat exchanger and back
to the fresh water pump.
18
The total system is very reliable and requires only a daily check
of the water level in the system plus routine checks of hose
clamps and fittings •
It is likely that zinc electrodes will waste away from elecrolysis action in the sea water circuit.
They should be checked
monthly.
It is also possible for the raw water pump impeller to
fail due to lack of sea water or deterioration.
An early sign of
impeller failure is less water and more stearn at the exhaust
through hull fitting and higher engine operating temperature.
It is recommended, therefore, that zinc electrodes, water pump
belt, alternator belt, sea water pump assembly and sea water
impeller kit be carried onboard at all times.
These parts should
be ordered from your nearest stocking dealer and used as inpection
dictates. The part numbers for these mnay be taken from the parts
list on page 43.
\ W,<TE'"NJIECTED ELBOW
FRESH WATER
THERMOSTAT
DRAIN
TO HOT WATER TANK
INCOMING RAW WATER
19
BELT TENSION
The belts are properly tensioned when they deflect 10 to
12 mm (0.39 to 0.47 in) as they
are depressed with a finger
between the alternator pulley
and fresh water pump pulley.
Excessive
tension can cause
quick wear of the belt and
bearings of the water pump and
the
alternator.
Excessive
slackness or presence of oil on
the belt, on the other hand,
can lead to engine overheating,
insufficient charging due to a
slipping alternator belt and
rapid wear of the belt.
CAUTION:
Never attempt to adjust tension of any drive belt while the
engine is in operation.
WIRING DIAGRAM
Your engine has a 12 volt DC start/run circuit. A pictoral schematic
of this is illustrated on Page 22.
Study it and learn to understand
how the system functions.
For installing electrical
to the diagram and at the
and confirm that grounding
taken while working on the
parts, connect them correctly by referring
same time check for damaged wire sheathing
is provided properly.
Care must always be
electrical system.
NEVER SHUT THE ENGINE BATTERY SWITCH OFF WHILE THE ENGINE IS RUNNING.
DAMAGE TO THE BATTERY CHARGING ALTERNATOR WILL RESULT SHOULD THIS BE
DONE.
REMOVE ReTURN BEND FROM
DOMESTIC HOT WATER
Sketch at right shows Model W-46
complete wi th Flow Control mechanism and its bypass connection for
normal use.
If it is desired to
connect a hot water heater, remove
the bypass hose altogether and connect the heater as instructed on
the following page.
Study the
instructions carefully.
20
Model W 46 comes complete wi th a Flow Control which, when proper ly
connected to a heater tank, produces domestic hot water from waste
engine heat.
Principle:
With the bypass hose 130962 removed, there remain 2 connecting points A and B for hose to and from the water heater.
These
connections assure a flow of hot water through the heater at all times
and yet preclude excessive restriction of engine cooling water flow
caused by the heater - all simply and automatically.
Installation:
The heater should be mounted conveniently either in
high or low position, so that connecting hoses from heater to engine
can run in reasonably direct line without loops which might entrap
air. Connection Point A on the Flow Control housing should connect to
the lower of the two connections on the water heater while the upper
connection on the heater returns to B, nearest the heat exchanger.
Hoses should rise continuously from their low point at the heater to
the engine so that trapped air will rise naturally from the heater to
the engine.
If trapped air can 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.
If any portion of the engine cooling water circuit to or from the
heater rises above the engine's own pressure cap, then the pressurized
remote expansion tank must be installed in the circuit to become the
highest point. The tank kit part number is 24177. Install the remote
expansion tank in a convenient location such as a sail locker for ease
of checking fresh water coolant level.
The cap on the engine mounted expansion tank/manifold should not be
opened once the remote system is installed and filled.
The hose connection from the heater to the remote expansion tank
should be routed and supported so as to rise continuously from the
heater to the tank enabling any air in the system to rise.
Illustration
manifolds.
below are
of Flow Control
adapted
PRESSURE CAP IS RATED LOWER
THAN MANIFOLD CAP
to our
single
pass
REMOTE EXPANSION TANK
~
HEATER COILS ABOVE PRESSURE CAP
~
HEATER COILS BELOW PRESSURE CAP
REMOVE RETURN BEND FROM
HEATER ABOVE ENGINE
HEATER BELOW ENGINE
21
WI PI NG
DIAGRAM
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24
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THIS PRODUCT (S PROTECTED BY A /VfA/J(fAL RESET
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TO THE SOI./RCE oFCUPRENT AS POSSIElL£,
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ITEM
23
CYLINDER HEAD AND VALVES
1.
Tighten cylinder head bolts in the sequence shown.
The engine
should be cold.
Loosen each bolt one-eighth to one-quarter turn
when tightening in the sequence shown.
Note that bolt 14 and 5
are located under the intake manifold where it is attached to the
head.
0
0
16
0
0
0
8
14
0
11
10
12
0
0
@J
0
0
1
0
15
0
@)
Head Bolt Tightening Torque:
1
Q
0
9
0
6
2
Exhaust Side
12.0 kg/m (86 Ib/ft)
Intake side
10.5 kg/m (76 Ib/ft)
7
2.
Tighten rocker shaft bracket bolts to 1.5 kg/m (11 Ib/ft).
3.
Adjust valve clearance with the engine cold following retorquing
of cylinder head bolts according to the following procedure.
The
valve clearance is 0.2 - 0.3 mm (0.009 - 0.012 inch).
A.
Rotate the crankshaft slowly in the normal direction of
rotation to bring the piston of the number 1 cylinder (front
of engine) to T.D.C. of it's compression stroke.
(Observe
when this is done that the valves of the number 4 cylinder
are in a position of valve overlap, ie., the period between
the opening of the inlet valve and the closing of the exhaust
valve.)
B.
In
this
position
adjust
the
valve
clearance
in
the
conventional manner of the intake and exhaust valve of the
number 1 cylinder,
the intake valve of the number
2
cylinder and the exhaust valve of the number 3 cylinder.
C.
Rotate the crankshaft in the normal direction of rotation one
full turn (360") and stop.
D.
In this position adjust the valve clearance of the intake
and exhaust valve of the number 4 cylinder, the exhaust valve
of the number 2 cylinder and the intake valve of the number 3
cylinder.
Exhaust valves
l
\
...
\f
\
I :
:
l
\1
~
I:
~
,./ U ~
.,.... -- "T"\... _.... "
-- "---;---\... -~
-~--
Inlet valves
24
RECOMMENDED MAINTENANCE SERVICE
Check and service your engine at specified intervals to maintain it in
its best conditions and permit it to perform as it should. As for
those asterisked items, it is suggested that you have them performed
by an authorized distributor or dealer.
1.
Daily inspection before use.
A.
Check up of engine oil lever and refilling.
No refill is required if the level is near
line of the gauge.
B.
the upper
limit
Checkup of cooling water and refilling.
Refill up to the ADD line on coolant recovery tank.
2.
C.
Check your fuel supply.
D.
Checkup of gauges and meters.
After starting your engine, check oil pressure,
perature and voltage readings.
water
E.
Check for
leaks.
damage and
F.
Check for abnormality with exhaust gas, noise and vibration.
loose parts
(fan belt or bolt, etc.),
tem-
Servicing following initial 50 hours of operation.
A.
1.
2.
B.
Replacement of fuel filters.
1.
2.
Renewal of engine lube oil and filter
Renewal of transmission lubricant
(HBW units 25 hours).
Secondary spin-on.
Electric fuel pump filter.
*C.
Tightening of bolts and nuts.
*D.
Adjustment of valve clearance Intake & Exhaust - 0.2 - 0.3mm
(.009 - .012 inches).
E.
Check security of all electrical connections.
F.
Adjust belt tensions.
G.
Check
secur i ty
of
propeller
shaft
coupling,
transmission flange and shaft to couplings.
H.
Adjust engine idle speed, if needed.
25
both
to
I.
Check condition of zinc anode in heat exchanger.
Should material be flaking off the zinc, it should be scraped
clean, or be replaced by a good solid zinc pencil.
If it appears that a lot of material has been flaking off the
zinc, then it is advised that the end cap of the exchanger be
removed, and the flaked material be cleaned from that area of
the exchanger. A new end cap gasket should be on hand in case
it is needed when replacing the end cap.
ZINC #11885
*J.
3.
4.
5.
REPLACE
CLEAN/REPLACE
Check for proper movement and security of throttle and shift
linkage.
Servicing at every 100 hours of operation.
A.
Renewal of engine oil.
B.
Replacement of oil filter.
Servicing at every 200 hours of operation.
A.
Replacement of engine mounted fuel filter elements.
B.
Relacement of fuel filter
(cartridge type).
Servicing at every 500 hours of operation.
A.
Adjustment of engine idle, if necessary.
*B.
Tightening of bolts and nuts.
*C.
Adjustment of valve clearance.
26
*D.
Checkup of glow plugs.
Check glow plugs for blowout.
6.
Do resistance check.
E.
Removal of cooling water and flushing is suggested.
F.
Lubricate fresh water pump
(Grease fitting - refill capacity 1.2 cu. in.)
Servicing at ever 800 hours of operation.
*A.
Checkup of nozzles.
set the injection starting
+142
pressure to 1706
-0 psi
and eliminate undesirable
injection conditions including "after dripping".
GOOD
*B.
Check Compression pressure
Remove each glow plug and
check cylinders, one by
one, using a compression
pressure gauge.
If the
pressure differs by more
than 3.0kg/cm 2 (42.7 psi)
between cylinders or if
the cylinder pressure is
less
than
30kg/cm
2
(427.0 psi) at TOO RPM,
correct it.
*C.
Fuel injection adjustment.
In case of severe vibration during idling, have it repaired
at an authorized distributor or dealer which is equipped with
a pump tester.
*D.
Check tightness of nuts and bolts.
*E.
Check up of starter motor and alternator.
27
HBW TRANSMISSIONS
All HBW models turn right hand propellers.
All HBW models have their own oil sumps and dipsticks.
All HBW models use ATF lubricant.
All HBW models should be shifted into gear in one
motion - not allowed to slip in slowly.
swift
Control of gearbox 1.
The gear box
is
su i table
for
single
lever
remote
control
using 33C cable.
o
I
7i
ro
/
The cable should attach at right
angles to the actuating lever
using
the
cable
bracket
supplied.
3.
Both gear box lever and remote lever must be in
neutral position when cable is attached so that
travel of gearbox lever will be equal forward or
reverse.
4.
Check that actuating lever hub does not touch
cover plate hub.
Maintain at least 0.5 mm
(0.002") clearance.
5.
Over travel of the actuating lever does no harm.
However, if the travel is too short to give full
engagement,
premature
wear,
excessive
heat
generation and gear failure may result.
6.
The position of the cover plate
underneath the actuating lever
is factory adjusted to ensure
equal lever travel from neutral
to A and B.
DO NOT LOOSEN THE ~ ¢f?~
CAPSCREWS HOLDING THIS ASSEMBLY. ~/.".,
......;.""'Y.
Doing this voids transmission (';' if ~
warranty.
: I" ~
1
o
o
O.Smm
TO CHECK OIL LEVEL
TRANSMISSION
IN OPERATION
.KU(1f
· . I; .' III rr
Fill
gearbox
with
automatic'~' ~l.1 i ,
transmission fluid to the l e v e l ' r t , ~
indicated by the dipstick mark.
1: '
(Study illustrations adjacent.)
Ii.
,
~:I
Note that to check oil level,
, "
the
dipstick
drops
on
the I ' DI /'t,1['
housing.
It does not screw in.
I
,
8.
/
\
2.
7.
B
A
o
" I, I
,
Iii I, I~
, ' I
~
DRAIN PLUG
28
i~ I
FLUID LEVEL
WARNER HYDRAULIC TRANSMISSIONS
FROM COOLER
(2.10:1 ONLY)
DIPSTICK ASSEMBLY
SHIFT LEVER
SHIFT LEVER
FROM
COOLER
1.
10-13/10-14
FROM COOLER
(EXCEPT 2.10:1)
10-17/10-18
CONTROL LEVER POSITION
The position of the control lever on transmission when in forward
should be shifted to the point where it covers the letter "F" on the
case casting, and is located in its proper position by the poppet
ball.
The Warranty is cancelled if the shift lever poppet spring
and/or ball is permanently removed, or i f the the control lever is
changed in any manner, or repositioned, or if linkage between remote
control and transmission shift lever does not have sufficient travel
in both directions.
This does not apply to transmissions equipped
with Warner Gear electrical shift control.
2.
LUBRICATION
The properties of the oil used in the transmission are extremely
important to the proper function of the hydraulic system.
Therefore,
it
is extremely important that the recommended oil,
automatic
transmission fluid (ATF), Type A or Dexron II be used.
NOTE: Be sure the cooler is properly installed and the transmission
contains oil before cranking or starting the engine.
29
3.
FILLING AND CHECKING THE HYDRAULIC SYSTEM
The oil level should be maintained at the full mark on the dipstick.
Check oil level prior to starting engine. Check daily before starting
engine.
The hydraulic circuit includes the transmission, oil cooler,
cooler lines and any gauge lines connected to the circuit.
The
complete
hydraulic
circuit
must
be
filled
when
filling
the
transmission and this requires purging the system of air before the
oil level check can be made.
The air will be purged from the system
if the oil level is maintained above the pump suction opening while
the engine is running at approximately 1500 RPM.
The presence of air
bubbles on the dipstick indicates that the system has not been purged
of air.
New applications or a problem installation should be checked to insure
that the oil does not drain back into the transmission from the cooler
and cooler lines. Check the oil level for this drain back check only,
immediately after the engine has been shut off and again after the
engine has been stopped for more than one hour
(overnight is
excellent). A noticeable increase in the oil level after this waiting
per iod indicates that the oil is draining from the cooler and cooler
lines.
The external plumbing should be changed to prevent any drain
back.
4.
STARTING ENGINE
Move the shift lever to the center position where the spring-loaded
ball enters the chamfered hole in the side of the shift lever and properly locates lever in neutral position before starting engine.
5.
SHIFTING
Shifts from any selector position to any other selector position may
be made at any time and in any order if the engine speed is below 1000
RPM; however, it is recommended that all shifts be made at the lowest
feasible engine speed.
Move the shift lever to the extreme forward
position where the spring loaded ball enters the chamfered hole in the
side of the shift lever and properly locates lever in forward
position.
Move transmission shift lever to the extreme rearward position where
the spring-loaded ball enters the chamfered hole in the side of the
shift lever and properly locates it in the reverse position.
6. FREEWHEELING
Under sail with the propeller turning, or at trolling speeds with one
of two engines shut down, the design of the gear maintains adequate
cooling and lubrication.
30
7. COOLING PROBLEMS
Water passages inside of the cooler will sometimes become clogged, and
this will reduce cooling capacity and cause overpressuring.
Back
flushing of the cooler will sometimes help to flush the foreign
mater ial from the cooler passages.
The cooler and hose should be
thoroughly flushed or replaced in the event a failure has occurred.
Metallic particles from the failure tend to collect in the case of the
cooler and gradually flow back into the lube system.
Replace oil
cooler to prevent contamination of the new transmission.
Water hoses may collapse and reduce or completely shut off all flow to
the cooler.
Collapsed hoses are usually caused by aging of the hoses
or improper hose installation.
Hose installation should be made with
no sharp bends. Hoses should be routed so there is no possibility for
engine shifting to cause hoses to pull loose or become pinched.
A
visual inspection of hoses while under way will sometimes allow detection of faulty hoses.
Reduction or complete loss of water flow can be caused by a faulty
water pump.
A rubber water pump impeller will sometimes fail and
after such a failure the cooler passages may be restricted by the particles of rubber from the failed impeller.
Water pump cavitation may
be caused by improper or faulty plumbing or an air leak on the inlet
side of the pump. The water pump may not prime itself or may lose its
prime when inlet plumbing is not properly installed.
It is possible for cross leaks to occur inside the cooler, permitting
oil to flow into the water or water flow into the oil.
31
ROUTINE CHECKS AND MAINTENANCE
ANNUAL CHECKS
1.
PROPELLER AND OUTPUT SHAFT ALIGNMENT:
This check should also be
made any time the propeller strikes a heavy object and after any accident where the boat is stopped suddenly.
Shaft alignment should also
be checked after the boat has been lifted by a hoist or moved on a
tr ailer .
2.
SHIFT LEVER POSITIONING: The selector controls must position the
shift lever exactly in F, Nand R selection positions with the ball
poppet centered in the shift lever hole for each position.
3.
BOLT TORQUE:
Check all bolts for tightness.
4.
COOLER CONNECTIONS:
Check water lines, oil lines and connections
for leakage.
Make sure lines are securely fastened to prevent
shifting.
5.
CHANGING OIL:
A seasonal oil change is recommended in pleasure
boats. Work boats require more frequent changes. Change oil any time
the oil becomes contaminated,
changes color or becomes rancid
smelling.
Automatic transmission fluids (ATF), Type A is recommended
for use.
DAILY CHECKS
1.
Check transmission oil level.
2.
Check for any signs of oil leakage in the bellhousing, at gasket
sealing surfaces or at the output shaft oil seal.
3.
A quick visual check of the general condition of the equipment may
cause faulty equipment to be detected.
4.
Listen for any unusual noises
cause of any such noises.
and
investigate
to determine
the
WINTER STORAGE
1.
This will prevent
Drain water from transmission oil cooler.
freezing in cooler climates, and prevent harmful deposits from
collecting.
GENERAL CHECKS
1.
2.
Check coupling alignment each time a tr ansmiss ion is replaced in
the boat.
Check shift linkage adjustment to insure that the transmission
32
shift lever is positioned so that the spring loaded ball enters
the chamfered hole in the side of the shift lever.
3.
Connect an oil cooler into the cooler circuit before cranking or
starting the engine.
various cooler circuits have been used and
the correct cooler connections should be found from service
literature prior to makeing the cooler installation.
4.
Use a cooler or sufficient size to insure proper cooling.
5.
Check engine rotation and transmission pump setting and the propeller rotation prior to assembling the transmission to engine.
6.
Check oil pressue and temperature
indicates that a problem exist.
7.
Use the recommended fluid for filling the transmission.
8.
Fill the transmission prior to starting the engine.
9.
Check oil level immediately after the engine has been shut off.
when
transmission
function
10. Use a clean container for handling ransmission fluid.
11. Replace cooler line after a transmission
installing a new or rebuilt transmission.
12. Check fluid level at operating temperature.
33
failure,
prior
to
WALTER V-DRIVES
FLANGE ALIGNMENT - DIRECT COUPLED MODELS
Install the propeller shaft flange on
to the propeller shaft and tighten the two
clamping bolts on the spli t hub (none on
CHECK--,
RV-10D). A self-locking set screw is proI
rSET SCREW
vided for
the propeller shaft flange.
GEAK SHAFT -~" ' y - - , / ,
FLANGE
spot drill the propeller shaft and then
securely tighten the set screw. Many good
installations are ruined by improper shaft
flange alignment. Accurate alignment will
ensure a smooth operating drive train and
03 !,
FEELE,
'.·e..
'
eliminate many problems that arise due to
GAGE
.. o
':\0" \I;'{I
/ 11,.
misalignment.
Final alignment should not
be attempted until the boat has been
allowed to "settle" in the water.
After
.
/
L- HECK \ i
PROP. SHAFT -----.I
Jy'
the engine has been installed, adjust the
FLANGE
CLAMPING
BOLTS
mounts
per
manufacturer's
instructions
until the pilot diameters of the gear
FLANGE ALIGNMENT
shaft
flange
and the propeller
shaft
flange engage freely.
Butt the flange
faces together.
without rotating either flange, check with a feeler
gauge in at least four places as shown in the illustration.
If the
maximum feeler gauge that can slip between the flange faces at any
point is .003", the unit is properly aligned.
If a thicker gauge can
be inserted at any point, the engine must be readjusted until proper
alignment is obtained. Turn the propeller shaft flange 1/4 of a turn
without moving the gear shaft change. Try inserting the .003" feeler
gauge as described above.
The gap will not change if the propeller
shaft is straight.
If i t increases, the shaft or flange is bent and
must be removed and straightened.
Rotate the propeller shaft flange
in two more 1/4 turn increments and repeat the procedure.
The pilot
diameters must be rechecked to ensure that they still engage freely.
Secure the two flanges together with the heat treated bolts and special high collared lockwashers supplied.
~···tt
7
IA/ --(,.'
~
~, ~ .~"
ENGINE ALIGNMENT - INDEPENDENT MODELS
The engine must be adjusted so that the alignment of the flexible
joint is within 3'.
An accurate steel rule should be used for this
purpose as shown in the illustration.
On short installations using a
flexible joint assembly, the faces of the flexible joint must be
parallel within 1/8". Measure this in at least four places around the
diameter without rotating the assembly. With long installations using
the #36 tubular drive shaft (also on all RV-10D's) the distance from
the 133A spool adapter to the bores in the universal joint which is
welded to the tubular shaft must be measured on both sides of the
joint. Rotate the shaft exactly 1/4 of a turn and measure to the same
joint. The four distances must be equal within 1/8".
(Do not measure
34
to the joint end that is
on the spool adapter.
This distance will not
v~ry
with misalignment
Since
the
joint
is
bolted and cannot move.)
Put the i3lA alignment
gauge on the machined
diameter
of
the
#24
cover and slide it completely around. It will
indicate how the engine
must be moved to center
the spline shaft in the
oil seal.
Re-measure
the joints to see if
they are still parallel within 1/8".
It is
important
that
both
alignments
be
checked
thoroughly.
It is possible for the spline shaft
to be perfectly centered and the flexible joint
to be out more than 3'. Premature failure of the
#26 self-aligning bearing and seals may occur due
to misalignment.
The zerk fitting (located on
the cross of the universal joint) should be
greased with a light alemite lubricant.
The
above procedure should be repeated after the boat
has been placed in operation. It is possible for
the engine to slightly shift and settle, especially if it has rubber mounts.
lERK nTTN:>
5tpIT INW:!! Al(1)l
,~<;,["lN£
i
SCREW 10
on
AN N.:CLFlAT( M(A"'-"'EMENI
lCl'<Q II<SlALLAllt::tl
FLANGE ALIGNMENT - INDEPENDENT MODELS
Install the propeller shaft flange on to the
propeller shaft and tighten the two clamping bolts
on the split hub (none on RV-lO).
A self-locking
set screw is provided for the propeller shaft
flange. Spot drill the propeller shaft and securely tighten the set screws.
All V-drives are supplied with 3-way adjustable
mounting brackets (2-way on the RV-lO and RV-20) as
standard equipment.
The brackets must face downward as shown in the illustration to properly
absorb propeller thrust.
The mounting plates can
be removed and reversed to fit wider engine bed
RV-IQ& RV·20
centers. Before installing the V-drive, loosen all
the nuts on the mounting brackets and check to see
that the studs are in the center of the slots. Retighten the nuts.
place the V-drive on the engine bed, lining it up
"by eye" to the propeller shaft flange as closely as possible. Firmly
bolt it down through the holes provided in the mounting plates.
Loosen the locking nuts on the adjusting screws. Slightly loosen the
nuts on the mounting br ackets just enough to be able to move the Vdrive.
Many good installations are ruined by improper propeller shaft
flange alignment.
Accurate alignment will ensure a smooth operating
35
drive train and eliminate many problems that arise due to misalignment. Final alignment should not be attempted until the boat has been
allowed to "settle" in the water.
Adjust the V-drive until the pilot
diameters of the gear shaft flange and the propeller shaft flange
engage freely.
Butt the flange faces together.
Wi thout rotating
either flange, check with a feeler gauge in at least four places as
shown in the illustration.
If the maximum feeler gauge that can slip
between the flange faces at any point is .003", the unit is properly
aligned. If a thicker gauge can be inserted at any point, the V-drive
must be readjusted until proper alignment is obtained.
Turn the propeller shaft flange 1/4 of a turn without moving the gear shaft
flange. Try inserting the .003" feeler gauge as described above. The
gap will not change if the propeller shaft is straight.
If it
increases, the shaft or flange is bent and must be removed and
straightened.
Rotate the propeller shaft flange in two more 1/4 turn
increments and repeat the procedure.
The pilot diameters must be
rechecked to ensure that they still engage freely.
Tighten the nuts
on the mounting brackets and the locking nuts on the adjusting screws.
Remove the set screws from the brackets (none on RV-IO or RV-20), spot
drill and securely tighten. Recheck the flange alignment to make sure
the V-drive did not move out of alignment.
Secure the two flanges
together with the heat treated bolts and special high collared lockwashers supplied.
(HE(K--I
SET SCREw
GEAR SHAFT
FLANGE
FEELER
GAGE
cSET SCREW
CLAMPING
BOLTS
MOUNTING PLATE
FLANGE ALiGNMEN T
RV-30, RV-40& RV-48
WATER AND SWITCH CONNECTIONS
Hook up the water lines to the two pipe connections on the V-drive
(intake and exhaust lines are interchangeable).
Generally, one line
from the seacock to the V-dr i ve and another from the V-dr i ve to the
intake of the engine water circulating pump are utilized.
In some
cases, scuppers through the hull are connected to and from the V-drive
to provide independent water-cooling and are actuated by the movement
of the water.
wi th closed cooling systems, the V-dr i ve should be
incorporated into the system between the cooler and the suction side
of the water pump.
Proper operating temperatures are from 140' to
36
IBO'F, although safe operating temperatures may be as high as 210·F.
On the models equipped with an oil circulating pump, the *49 oil
pressure drop switch and the 12 volt *49A warning light should be
hooked up per the wir ing diagr am.
The swi tch may be grounded to any
part of the V-drive or engine (either terminal may be used for the
ground) .
OIL FILL
Pullout the #21 oil level gauge.
Unscrew the #12 breather cap and fill the
V-drive with SAE #30 motor oil through the
#12A breather elbow.
On the RV-lO only,
the oil may be added by removing the plug
in the #6D top cover. See table below Eor
approximate oil capacities.
The amount
varies with the angle oE installation.
The oil level should be checked wi th the
oil level gauge Eully inserted in the
unit. The proper level is between the "H"
and "L" marks on the gauge. Add a 2 ounce
tube oE Molykote (molybdenum disulfide),
which is supplied with each V-drive Eor
VATER LINE
extra lubrication and break-in. It provides protection against scoring or galling
oE gears, bearings and other moving parts.
Additional Molykote aEter break-in is not required.
Reinstall the
breather cap.
The oil level should be rechecked aEter the unit has
been run and allowed to stt Eor about a minute. Add oil iE necessary.
RV-lO
Oil capacity
(Approx. )
1 pint
RV-20
RV-30
RV-40
RV-4B
2 pints
3 pints
4 pints
4 pints
DEALER PREPARATION
The propeller shaEt and engine alignment must be checked and
corrected, if necessary, beEore the boat is delivered.
Final alignment should not be attempted until the boat is allowed to "settle" in
the water.
The oil level must be checked and oil added iE required.
While the boat is being run, the water connections should be checked
Eor leaks.
The oil pressure drop switch and warning light (iE the
V drive is equipped with an oil circulating pump) should be checked
Eor proper operation.
Do not transport the boat with the propeller
shaEt coupling connected.
Damage to the shaEt, shaEt log and V-drive
can result.
37
OPERATION
A pressure drop warning light is
mounted on the instrument panel on
V-drives equipped with an oil circulating pump. The warning light will
stay on until the boat gets under way
and the engine speed increases to sufficient RPM for the pump to maintain
pressure.
This normally occurs at
approximately 1200 RPM, but the actual
speed may vary by as much as 400 RPM.
Extended cruising at low RPM, such as
when trolling, is not harmful to the
V-drive, even though the warning light
may stay lit.
Normal operation is
between 6 to 12 PSI.
The light will
go on when the oil pressure drops
11'49 ;:QESSURE J
below 2 PSI.
Loss of oil and/or
CROP SWITCH
insufficient oil level are the major
causes of pressure drop.
The oil
level should immediately be restored,
and while running the boat, the unit should be checked for leaks.
If
the oil level is normal and the light stays lit when the boat reaches
normal cruising speed, the wiring should be checked for loose and/or
corroded connections.
If the wiring is correct and the light remains
lit, the *49 pressure drop switch, which is mounted on the side of the
V-drive (see illustration), should be checked for proper operation.
The switch can easily be removed and an accurate oil pressure gauge
installed in its place.
If the pressure is normal, the switch should
be replaced. If the pressure is below normal, the oil lines should be
checked for blockage.
The pump should be inspected and replaced i f
necessary.
The pump is standard on the RV-48 and an optional feature
on other models (not available on the RV-lO).
The oil level should be checked several times during the season,
especially on V-drives whitout pumps (see OIL FILL).
A clatter or rattle in the V-drive at low RPM is due to the overriding of the propeller during the compression stroke of the engine.
Although annoying, it is not harmful.
It may be reduced by adjusting
the idle speed and/or tuning up the engine for smoother operation.
MAINTENANCE
1.
OIL CHANGE AND JOINT LUBE
After the first 100 hours of operation and every season and/or
500 hours thereafter, the oil should be changed. Run the boat to warm
up the V-drive to operating temperature. Turn off the engine. Remove
the plug in the *6B bottom cover that is opposite the *43S oil
strainer.
Reinstall after draining.
Disconnect the oil hose leading
from the #43S strainer (leave the elbow on the strainer). Unscrew the
strainer and clean the outside surface.
Reinstall the strainer and
reconnect the oil hose.
Unscrew the two '22 magnetic plugs that are
located on diagonally opposite corners of the *lC main housing.
38
The plugs can be checked to see if
they are magnetic only after removal.
Touch the inside face with a metallic
object, such as a screwdriver.
Clean
them and reinstall.
Usually, there
are four plugs in the bottom part of
the main housing.
Only two of these
are magnetic.
The other two need not
be removed (see illustration). Refill
wi th SAE 30 motor oi I to the proper
level (see INSTALLATION - OIL FILL).
The Zerk fitting on the external universal joint should be greased with a
light alemite lubricant (see ENGINE
AL I GNMENT) •
2.
WATER DRAIN
For protection from freezing during winter lay-up, remove the
small pipe plugs (located diagonally opposite) on the front and back
of the housing marked "Water Drain" (see illutration).
On the RV-IO
only, one of the water lines going into the #6 water-cooled bottom
cover must be disconnected to drain the water.
3.
FLANGE AND ENGINE REALIGNMENT
When the boat is launched after being in drydock, the line-up of
the V-drive to the propeller shaft flange and the engine to the Vdrive should be rechecked and corrected i f necessary.
Some engines
with rubber mounts may sag and must be raised with adjustments or
shims for proper alignment
(see "Flange Alignment" and "Engine
Alignment") •
39
ENGINE TROUBLESHOOTING
REMEDY
PROBLEM
1.
ENGINE DOES NOT START
a.
b.
Starting switch is defective
Deficient drive torque of
the starter motor
c.
Improper viscosity of engine
oil
Engine too cold
Seizure of moving parts
Air present in fuel system
d.
e.
f.
Correct connections and contacts
The battery is exhausted, trouble
with the starter motor, or dirty or
loose wiring
Check the viscosity and renew oil
if necessary
Use glowplug starting aid
Rectify
Purge thoroughly wi th electr ic fuel
pump
Refill
Clean or renew
Manually reset
g.
h.
i.
No fuel in fuel tank
Fuel filter clogged
20 Amp circuit breaker
tripped
2.
ENGINE STALLS WHILE IN OPERATION
a.
b.
c.
Fuel tank is empty
Fuel filter clogged
Air present in fuel system
3.
IMPROPER OIL PRESSURE
a.
b.
c.
d.
Oil shortage
Oil leak through connections
Oil pressure sender
defective
oil filter clogged
4.
ENGINE OVERHEATING
a.
b.
c.
d.
e.
Cooling water shortage
Water leaks
Belt loose or smeared with
oil
Raw water pump defective
Thermostat defective
5.
BATTERY IS UNDERCHARGED
a.
b.
c.
Belt tension improper
Faulty wiring circuit
Alternator not functioning
(observe voltmeter)
Battery faulty
Faulty voltage regulator
d.
e.
Refill
Clean or renew
Retighten fuel line connections and
allow electric fuel pump to run long
enough to purge air thoroughly
Refill
Repair
Replace
Replace
Refill
Repair
Clean or renew
Repair or renew
Replace
Rectify
Rectify
Replace
Replace
Repair or renew
40
TORQUE SPECIFICATIONS
Kg-m
Ib-ft
Cylinder head bolts
Exhaust side
1l.5
-
12.5
83.2
-
90.5
Intake side
10.0
-
11.0
72.4
-
79.6
Main bearing cap
8.0
9.0
57.9
65.2
Connecting rod bearing caps
5.0
6.0
36.2
Rocker shaft bracket
1.0
2.0
7.2
-
1.5
5.1 - 10.8
1.5
5.1 - 10.8
Camshaft thrust plate
1.5
Idle thrust plate
3.0
Crankshaft pulley
39.5
-
Backplate to block
3.0
-
Rear oil seal
0.4
Flywheel bolts
8.0
Oil pan bolts
0.7
Front plate bolts
.7
Timing gear cover
.7
Banjo bolt
-
9.5
oil drain hose
Injector retaining nut
4.5
Injection pump delivery valve holder
2.5
41
43.4
14.5
2.3
10.8
-
16.6
4.0
21. 7
-
28.9
40.5
3.5
285.7 -292.9
21. 7
-
25.3
-
65.2
2.9
-
9.0
57.9
5.1
-
10.5
68.7
-
75.9
5.5
32.5
-
39.8
3.5
18.1 - 25.3
UNLESS OTHERWISE INDICATED
pitch
kg-m
Ib-ft.
Grade 4T
6mm
8mm
10mm
10mm
12mm
12mm
12mm
13mm
14mm
14mm
16mm
16mm
bolt/nut
bolt/nut
bolt/nut
bolt/nut
bolt/nut
bolt/nut
bolt/nut
bolt/nut
bolt/nut
bolt/nut
bolt/nut
bolt/nut
1
1. 25
1. 25
1.5
1. 25 (ISO)
1.5
1. 75
1.5
1.5
2
1.5
2
0.4
1.0
1.9
1.8
3.5
3.5
3.0
4.5
5.0
4.7
7.5
7.1
0.7
1.6
3.1
3.0
5.5
5.5
5.0
7.1
8.0
7.7
- 11. 2
- 10.6
2.9
7.2
13.7
13.0
25.3
25.3
21. 7
32.5
36.2
34.0
54.2
51. 4
-
5.1
11. 6
22.4
21. 7
39.8
39.8
36.2
50.6
57.9
55.7
79.6
76.7
Grade 6T
6mm
8mm
10mm
10mm
12mm
12mm
12mm
bolt/nut
bolt/nut
bolt/nut
bolt/nut
bolt/nut
bolt/nut
bolt/nut
1
1. 25
1. 25
1.5
1. 25 (ISO)
1.5
1. 75
0.6
1.5
3.0
2.7
5.0
5.0
4.8
-
-
0.9
2.2
4.5
4.2
8.0
7.0
6.8
4.3
10.8
21. 7
19.5
36.2
36.2
34.7
-
6.5
15.9
32.5
30.4
57.9
50.6
49.2
Grade 7T,
6mm
8mm
10mm
10mm
12mm
12mm
12mm
13mm
14mm
14mm
16mm
16mm
8T and 8.8
bolt/nut
bolt/nut
bolt/nut
bolt/nut
bolt/nut
bolt/nut
bolt/nut
bolt/nut
bolt/nut
bolt/nut
bolt/nut
bolt/nut
1
1. 25
1. 25
1.5
1. 25 (ISO)
1.5
1. 75
1.5
1.5
2
1.5
2
0.8
2.0
4.0
3.7
7.5
7.0
6.0
8.0
10.0
9.5
15.0
14.0
-
1.2
3.0
5.5
5.2
10.5
9.0
8.5
12.0
15.0
14.0
23.0
22.0
5.8
14.5
28.9
26.8
54.2
50.6
43.4
57.9
72.3
68.7
08.5
01. 3
8.7
21. 7
39.8
37.6
75.9
65.1
61. 5
86.8
- 108.5
- 101. 3
- 166.4
- 159.1
Grade 5 capscrew
1/4 UNC
1/4 UNF
5/16 UNC
5/16 UNF
3/8 UNC
3/8 UNF
7/16 UNC
7/16 UNF
1/2 UNC
1/2 UNF
-
1.2- 1.5
1.5- 1.8
2.5 2.8
2.9 3.2
3.7 4.6
4.1 4.8
6.1 6.8
6.9 7.6
9.4 - 10.1
10.1 - 11.1
42
9
11
11
13
20
23
33
35
49
55
73
80
18
21
28
30
44
50
68
73
COMMON PARTS BY NUMBER
PART NUMBER
NUMBER REQUIRED
PER ENGINE
Fuel Hardware Kit, including banjo
washers, injector seat washers
34441
1
Lift Pump Filter & Gasket
30548
1
Fuel Filter
24363
1
Lube Oil Filter
35828
1
Glow Plugs
34380
4
Sea Water Pump
16423
1
Sea Water Pump Mounting Gasket
11143
1
Sea Water Pump Repair Kit
18172
1
Sea Water Pump Impeller & Gasket Kit
33104
1
Alternator Belt
30475
1
Thermostat
24688
1
Thermostat Housing Gasket
33966
2
Oil Pressure Alarm Switch
34761
1
Injector
34376
4
Zinc Plugs
11885
1
Spare parts Kit A
34444
1
Spare parts Kit B (extended cruising)
34445
1
DESCRIPTION
43
WESTERBEKE LIMITED WARRANTY
1.
Warranty Obligation and Duration
Westerbeke warrants to the original con~umt:r purchaser that all standard Westerbeke marine engines and
generator sets manufactured or supplied by us wii! be free from defects in material and workmanship for a period of
one year: from date of commission, or Jate of purchase on rcpower, OR fifteen hundred (1500) hours on Commercial
Generators, only (whichever occurs first).
2.
Remedy
Westerbeke will elect to repair or replace free of charge to you any product or part returned to our factory
transportation costs prepaid which we adjudge defective in materials or workmanship, Alternatively, we may
reimburse at our discretion a portion of labor costs incurred to repair defective parts or products on site. If you request
shipment of replacement parts to you prior to our determination of cause of failure, such shipment will be sent C.O.D.
3.
Notification
If you encounter a problem with your Westerbeke engine or generator set within the warranty period as stated
above, contact your nearest authorized Westerbeke Master Distributor directly, by telephone or letter.
Be prepared
a.
b.
c.
d.
e.
f.
g.
h.
to furnish the following information:
number of hours on unit
date of commission, date of purchase
owner's office and home telephone
model number, serial number
name of vessel
present location of vessel or product
name and address of builder
boat model name
I. who performed prior servicing, installation
j. description of current problem
k. any service outlet consulted and their diagnosis
4.
Exclusions
This warranty shall not apply to:
a) failures due to wear and tear, misuse, accident or negligence, including but not limited to improper storage
or installation, inadequate maintenance, overloading and insufficient lubrication;
b) consequential harm caused by overheating of engine cooling water or loss of engine lubricating pressure
(these conditions should be constantly monitored by engine instruments and/or alarms);
c) consequential harm caused by improper installation or failure of accessories attached to our product, such
as water heaters and refrigeration cumpre;-,sors;
d) products altered or modified in a manner not authoriLed in writing by Westerbeke;
e) products damaged in transit;
t) replacement of engine tluids, filter elements or vee belts, engine tunc-up, valve adjustment, oil and water
leaks, or any other normal service items;
g) specially manufactured products provided to customer specifications;
h) fuel systems, cooling systems, exhaust systems, electrical systems and cable control systems beyond the
connection points on the product.
S.
Application of Warranty
THIS WARRANTY IS IN LIEU OF ALL OTHER EXPRESS WARRANTIES. ANY WARRANTY
IMPLIED BY LAW. INCLUDING WARRANTIES OF MERCHANTABILITY OR FITNESS, IS IN EFFECT
ONLY FOR THE DURATION OF THE EXPRESS WARRANTY SET FORTH IN THE FIRST PARAGRAPH
ABOVE NO REPRESENTATIVE OR PERSON IS AUTHORIZED TO GIVE ANY OTHER WARRANTY OR
TO ASSUME FOR WESTERBEKE ANY OTHER LIABILITY IN CONNECTION WITH THE SALE OF ITS
PRODUCTS. WESTERBEKE WILL NOT BE LIABLE FOR ANY CONSEQUENTIAL DAMAGES
RESULTING FROM THE USE OR INSTALLATION OF ITS PRODUCTS.
SOME STATES DO NOT ALLOW LIMITATIONS ON HOW LONG AN IMPLIED WARRANTY LASTS OR
THE EXCLUSIONS OR LIMITATION OF INCIDENTAL OR CONSEQUENTIAL DAMAGES, SO THE
ABOVE LIMITATIONS AND EXCLUSION MAY NOT APPLY TO YOU. THIS WARRANTY GIVES YOU
SPECIFIC LEGAL RIGHTS, AND YOU MAY ALSO HAVE OTHER RIGHTS WHICH VARY FROM
STATE TO STATE.
6/1/83
PIN 21479
.I. H. WESTERBEKE CORP.
AvON mOuST"'jAL PARK, AVON, MASS. 02322
CABlf"
Wf"SrCOflP, AVON
44
THf"IC
/15>71 568
92
.. 4 .. 4
7700