Operator s Manual 044531
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. OPERATORS MANUAL
41G and 70G MARINE.
GASOLINE E INES
. PUBLICA1ION NO.44531
. .. . -FEBRUARY 2000
l-vl 'WESTERBEICE
j
J
WESTERBEKE CORPORATION-MYLES STANDISH INbi;sTRIAL PARK
150 JOHN HANCOCK ROAD, TAUNTON, MA 02780-7319 U.S.A.
JtJJIfIJ'Member NatUmal Marine Manufacturers AssociaJion
••••
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 AlR IMMEDIATELY. If symptoms persist,
seek medical attention. Shut down the unit and do not restart
until it has been inspected and repaired.
This WARNING DECAL is provided by
WESTERBEKE and should be fixed to a
bulkhead near your engine or generator.
WESTERBEKE also recommends installing
CARBON MONOXIDE DETECTORS in the
living/sleeping quaJ1ers of your vessel.
They are inexpensive and easily
obtainable at your local marine store.
CALIFORNIA
Proposition 65 Warning
Diesel 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
PREVENT BURNS - FIRE
Read this safety manual carefully. Most accidents are caused
by failure to follow fundamental rules and precautions.
Know when dangerous conditions exist and take the
necessary precautions to protect yourself, your personnel,
and your machinery.
The following safety instructions are in compliance with
the American Boat and Yacht Council (ABYC) standards.
PREVENT ELECTRIC SHOCK
A WARNING: Fire can cause injury or 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.
A WARNING: Do not touch AC electrical connections
• Do not operate with a Coast Guard Approved flame
arrester removed. Backfire can cause severe injury or
death.
while engine is running, or when connected to shore
power. Lethal voltage is present at these connections!
• 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
• Do not operate this machinery without electrical
enclosures and covers in place.
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.
• Shut off electrical power before accessing electrical
equipment.
• Be aware -
• Use insulated mats whenever working on electrical
equipment.
PREVENT BURNS - EXPLOSION
• Make sure your clothing and skin are dry, not damp
(particularly shoes) when handling 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
WARNING: Do not touch hot engine parts or
• 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.
• 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.
• Always check the engine coolant level at the coolant
recovery tank.
• Do not alter or modify the fuel system.
Steam can cause injury or death!
• Be sure all fuel supplies have a positive shutoff valve.
• In case of an engine overheat, allow the engine to cool
before touching the engine or checking the coolant.
• Follow re-fueling safety instructions. Keep the vessel's
hatches closed when fueling. Open and ventilate cabin
after fueling. Check below for fumes/vapor before running
the blower. Run the blower for four minutes before starting your engine.
• Do not fill the fuel tank(s) while the engine is running.
exhaust system components. A running engine gets
very hot!
A WARNING:
A WARNING: Explosions from fuel vapors can cause
injury or death!
• Do not connect utility shore power to vessel's AC
circuits, except through a ship-to-shore double throw
transfer switch. Damage to vessel's AC generator may
result if this procedure is not followed.
A
diesel fuel will burn.
• 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.
Engines & Generators
SAFETY INSTRUCTIONS
TOXIC EXHAUST GASES
ACCIDENTAL STARTING
A
A
WARNING: Accidental starting can cause injury
WARNING: Carbon monoxide (CO) is a deadly gas!
or death!
• Ensure that the exhaust systcm is adequate to expel gases
discharged from the engine. Check the exhaust system
regularly for leaks and make sure the exhaust manifolds
are securely attached and no warping exists. Pay close
attention to the manifold, water injection elbow, and
exhaust pipe nipple.
• 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.
• Be sure the unit and its surroundings are well ventilated.
• Make certain all covers, guards, and hatches are reinstalled before starting the engine.
• In addition to routine inspection of the exhaust system,
install a carbon monoxide detector. Consult your boat
builder or dealer for installation of approved detectors.
BAnERY EXPLOSION
• For additional infonnation refer to ABYC T-22 (educational information on Carbon Monoxide).
A WARNING: Battery explosion can cause injury
or death!
A
WARNING: Carbon monoxide (CO) is an invisible
odorless gas. Inhalation produces flu-like symptoms,
nausea 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.
• 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 exhausUwater leakage.
• 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.
• 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:
• 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.
Vomiting
• Always tum the battery charger off before disconnecting
the battery connections. Remove the negative lead first
and reconnect it last when servicing the battery.
Dizziness
Throbbing in temples
Muscular twitching
BAnERY ACID
Intense headache
A
Weakness and sleepiness
WARNING: Sulphuric acid in batteries can cause
AVOID MOVING PARTS
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.
A
WARNING: Rotating parts can cause injury
or death!
• Do not service the engine/generator while it is running. If a
situation arises in which it is absolutely necessary to make
Engines & Generators
ii
SAFETY INSTRUCTIONS
•
•
•
•
ABYC, NFPA AND USCG PUBLICATIONS FOR
INSTALLING DIESEL ENGINES
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.
Read the following ABYC, NFPA and USCG publications
for safety codes and standards. Follow their recommendations when installing your engine.
Make sure all attaching hardware is properly tightened.
Keep protective shields and guards in their respective
places at all times.
ABYC (American Boat and Yacht Council)
"Safety Standards for Small Craft"
Do not check fluid levels or the drive belt's tension while
the engine is operating.
Order from:
ABYC
3069 Solomon's Island Rd.
Edgewater, MD 21037
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.
NFPA (National Fire Protection Association)
"Fire Protection Standard for Motor Craft"
HAZARDOUS NOISE
Order from:
A WARNING: High noise levels can cause hearing
NFPA
11 Tracy Drive
Avon Industrial Park
Avon, MA 02322
USCG (United States Coast Guard)
"USCG 33CFR183"
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.
Order from:
U.S. Government Printing Office
Washington, D.C. 20404
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 warnings are repeated
in your Operators Manual along with other cautions and
notes to highlight critical information. Read your manual
carefully, maintain your equipment, and follow all safety
procedures.
ENGINE 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
P-4 Inboard engines
E-9 DC Electrical systems
All installations must comply with the Federal Code of
Regulations (FCR).
Engines & Generators
iii
INSTALLATION
When installing WESTERBEKE engines and generators it is important that strict
attention be paid to the following information:
CODES AND REGULATIONS
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 siphonbreak 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 oj 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 designed 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
TABLE OF CONTENTS
Parts Identification ................................................2
Introduction .............................................................3
"" D"lagram ..................................................27
WIring
Tachometer ........................................................28
Warranty Procedures ......................................... 3
Customer I.D. Card .......................................... 3
Serial Number Location ................................... 3
Idle Speed Adjustment. ................................... 28
Engine Adjustments .............................................29
Spark Plugs ..................................................... 29
Drive Belt Adjustment.. .................................. 29
Electric Choke ................................................ 30
Ignition Wires ................................................. 30
Ignition Timing ............................................... 30
Engine Compression Test.. ............................. 30
Valve Clearance Adjustments ......................... 31
Torquing the Cylinder Head Bolts ................ 31
Engine Troubleshooting .....................................32
Troubleshooting Gauges ................................. 35
Fuel, Engine Oil and Engine Coolant.. ................5
Instrument Panel ................................................. 6
Preparations for Initial Start-Up .........................7
Starting I Stopping Procedure ............................ 8
Engine Break-In Procedure .................................9
Daily Operation ....... ........................................... 10
Alarms and Circuit Breaker.. ............................. 10
Maintenance Schedule ...................................... 11
Cooling System .................................................. 13
Transmissions [Hurth] ........................................ 37
Shaft Couplings .............................................. 37
Control Cable .................................................. 37
Fluid Change .................................................. 37
Specifications ................................................ 37
Maintenance .................................................... 38
Borg Warner Transmission ............................... .39
Fluid Change .................................................. 40
Maintenance .................................................... 41
Transmission Troubleshooting ......................... .42
Lay-up and Recommissioning .......................... .44
Engine Specifications .. .................................... .46
Torque Specifications ...................................... .47
Standard Hardware ......................................... ..48
Sealants and Lubricants .................................. 48
Standard and Metric Conversions Data ........... .49
Suggested Spare Parts ......................................51
Raw Water Intake Strainer. ............................. 14
Raw Water Pump ............................................ 14
Heat Exchanger .............................................. 15
Thermostat ...................................................... 15
Fuel System .......................................................16
Fuel Lift Pump ................................................ 16
Engine Lubricating Oil.. ..................................... 17
Changing the Engine Oil ................................ 17
Oil Pressure .................................................... 18
Remote Oil Filter ............................................... 19
Carburetor Adjustments ....................................20
Water Heater .....................................................21
DC Electrical System ........................................ 22
Alternator Troubleshooting ............................ 22
Battery Care .................................................... 23
Dual Output Alternators .................................... 24
Troubleshooting .............................................. 25
Wiring Schematic ..............................................26
Engines & Generators
1
41 Gand 70G PARTS IDENTIFICATION
COIL
VACUUM ADVANCE UNIT
FLAME ARRESTER/AIR FILTER
EXHAUST ELBOW
WATER INJECTED
PCV VALVE--_--jp~
~f-\:---''c;;I~-- MANIFOLD
LlHINGEYE~
TRANSMISSION
COUPLING
FRONT
RAW WATER PUMP
COOLANT PUMP
OIL DRAIN HOSE
STARTER MOTOR
LEFT SIDE
ENGINE OIL FILL
COOLANT FILLER PRESSURE CAP
SYPHON BREAK
CONNECTION - - - - _ o f " " 1
CARBURETOR
H""t-----ALTERNATOR
HEAT EXCHANGER
----~=~~~
-HI.......
~...l.
ZINC
OIL FILTER
FLEXIBLE MOUNT
REAR
FUEL LIFT PUMP
TRANSMISSION DRAIN
RIGHT SIDE
Engines & Generators
2
OIL DRAIN HOSE
INTRODUCTION
WESTERBEKE CANNOT BE RESPONSIBLE FOR THE
CONTENT OF SUCH SOFTWARE, MAKES NO WARRANTIES OR REPRESENTATIONS WITH RESPECT
THERETO, INCLUDING ACCURACY, TIMELINESS OR
COMPLETENESS THEREOF AND WILL IN NO EVENT
BE LIABLE FOR ANY TYPE OF DAMAGE OR INJURY
INCURRED IN CONNECTION WITH OR ARISING OUT
OF THE FURNISHING OR USE OF SUCH SOFTWARE.
This WESTERBEKE marine 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. 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
manual carefully and observe all the safety precautions
throughout. Should your engine require servicing, contact
your nearest WESTERBEKE dealer for assistance.
WESTERBEKE customers should also keep in mind the time
span between printings of WESTERBEKE product software
and the unavoidable existence of earlier WES1ERBEKE
manuals. In summation, product software provided with
WESTERBEKE products, whether from WES1ERBEKE or
other suppliers, must not and cannot be relied upon exclusively as the definitive authority on the respective product. It
not only makes good sense but is imperative that appropriate
representatives of WES1ERBEKE or the supplier in question
be consulted to determine the accuracy and currentness of the
product software being consulted by the customer.
This is your Operators Manual. A Parts Catalog is also
provided and a Technical Manual is available from your
WESTERBEKE dealer. Also, if you are planning to install
this equipment yourself, contact your WESTERBEKE dealer
for WESTERBEKE' S Installation Manual.
WARRANTY PROCEDURES
Your WESTERBEKE Warranty is included in a separate
folder. If you have not received a customer identification card
registering your warranty 60 days after submitting the warranty
registration form, please contact the factory in writing with
model information, including the unit's serial number and
commission date.
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 etched into the
engine near the top of the engine back plate. 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 and/or ordering repair parts.
I~'WESTERBEKE
, Engines & Generators
Customer Identification
WESTERBEKE OWNER
MAIN STREET
HOMETOWN, USA
•
MODEL
SPEC
Fill in the information for your reference.
Model 70G
Ser. #D703XXXX
Expires 9/20/02
CUSTOMER IDENTIFICATION CARD (Typical)
The WESTERBEKE serial number is an alphanumeric
number that can assist in determining the date of
manufacture of your WESTERBEKE marine engine .. The first
character indicates the decade (A=1960s, B=1970s, C=1980s,
0=1990s), the second character represents the year in the
decade, and the fourth and fifth number represents the month
of manufacture.
PRODUCT SOFTWARE
Product software (tech data, parts lists, manuals, brochures and
catalogs) provided from sources other than WESTERBEKE
are not within WESTERBEKE'S CONTROL.
Engines & Generators
3
SER.NO..
AVON M. USA
{l:;J
INTRODUCTION
ORDERING PARTS
PROTECTING YOUR INVESTMENT
Whenever replacement parts are needed, always provide the
engine model and serial numbers. In addition, include a
complete part description and part number for each part
needed (see the separately furnished Parts Catalog). Also
insist upon WESTERBEKE packaged parts because will fit
or generic parts are frequently not made to the same
specifications as original equipment.
Care at the factory during assembly and thorough testing
have resulted in a WESTERBEKE engine capable of many
thousands of hours of dependable service. However the
manufacturer cannot control how or where the engine is
installed in the vessel or the manner in which the unit is
operated and serviced in the field. This is up to the
buyer/owner-operator.
NOTE: Six important steps to ensure long engine life:
NOTES, CAUTIONS AND WARNINGS
• Proper engine installation and alignment.
As this manual takes you through the operating procedures,
maintenance schedules, and troubleshooting of your engine,
critical information will be highlighted by NOTES,
CAUTIONS, and WARNINGS. An explanation follows:
• An efficient well-designed exhaust system that includes
an anti-siphon break to prevent water from entering the
engine.
• Changing the engine oil and oil filters every 100
operating hours.
NOTE: An operating procedure essential to note.
A CAUTION: Procedures. which if not strictly
• Proper maintenance of all engine components according
to the maintenance schedule in this manual
observed. can result in the damage or destruction of
the engine.
• Use clean, filtered unleaded fuel.
• Winterize your engine according to the "Lay-up and
Recommissioning" section in this manual
A
WARNING: Procedures. which if not properly
followed. can result in personal injury or loss of life.
UNDERSTANDING THE GASOLINE ENGINE
The gasoline marine engine is in many ways similar to a
gasoline automobile engine. The cylinders are vertical
in-line, and the engine's cylinder head has an overhead
camshaft which is chain-driven. The engine utilizes a solidstate distributor which is horizontally mounted and camshaftdriven. The engine incorporates a pressure type lubrication
system, and a fresh water-cooled engine block which is
thermostatically-controlled. To a large degree, the marine
engine requires the same preventive maintenance that is
required of a gasoline automobile engine. The most
important factors to the engine's longevity are proper
ventilation, maintenance of the fuel system, ignition system,
cooling system and the lubrication system.
NOTE: A carbon monoxide warning decal has been provided
by WESTERBEKE. Affix this decal in a visable location in
the engine room.
SPARES AND ACCESSORIES
Certain spare parts will be needed to support and maintain
your WESTERBEKE engine when cruising (see
SUGGESTED SPARE PARTS). Often even simple items such
as proper fuel and oil filter can be difficult to obtain along
the way. WESTERBEKE will provide you with a suggested
spares and accessories brochure to assist you in preparing an
on-board inventory of the proper WESTERBEKE parts.
Engines & Generators
4
FUEL, ENGINE OIL AND ENGINE COOLANT
ENGINE COOLANT
GASOLINE
Westerbeke recommends a mixture of 50% antifreeze and
50% distilled water, when possible. Distilled water is free
from the chemicals that can corrode internal engine surfaces.
A
CAUTION: Only use unleaded fuel with an
octane rating of 89 or higher. Leaded fuel will cause
serious harm to your engine and violate your warranty.
The antifreeze performs double duty, as it allows the engine
to run at proper temperatures by transferring heat away from
the engine to the coolant. It also lubricates and protects the
cooling circuit from rust and corrosion. Use a good quality
antifreeze that contains supplemental cooling additives
(SCAs) that keep the antifreeze chemically balanced, crucial
to long term protection.
CARE OF THE FUEL SUPPLY
Use only clean fuel! 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:
The water and antifreeze should be pre-mixed before being
poured into the cooling circuit.
Purchase a well-known brand of fuel.
NOTE: Use the new environmentally-friendly long lasting
antifreeze that is now available.
Install and regularly service a good, Coast Guard approved
metal bowl type filter/water separator between the fuel tank
ANTIFREEZE PROTECTION CHART
and the engine.
ENGINE OIL
Use a heavy duty engine oil with an API classification of SJ.
Change the engine oil after an initial 50 hours of break-in
operation, and every 100 hours of operation thereafter. For
recommended oil viscosity, see the following chart:
Operating Temperature
Oil Viscosity
Above 68° F (20 C)
SAE 30, 10W-30 or 15W-40
41 ° - 68° F (5°-20° C)
SAE 20 or 1OW-30
Below 41° F (5° C)
SAE 10W-30
0
A
Antifreeze concentration
23%
30%
35%
50%
Freezing Temperature
14° F
8° F
-4° F
-40° F
(-10°C)
(-13°C)
(-20°C)
(-40°C)
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.
CAUTION: 00 not allow two or more brands of
engine oil to mix. Each brand contains its own additives; additives of different brands could react in the
mixture to produce properties harmful to your engine.
Engines & Generators
5
GASOLINE ENGINE INSTRUMENT PANEL
The following is a description of the panel components.
Tachometer" Registers revolutions per minute of the engine
and measures the engines total elapsed time in hours and 111 0
hours. Refer to TACHOMETER for calibration.
Key switch "_ Turned to the 2 0' clock position [on], the key
switch energizes the panel. {illuminates the gauges and
activates the start button.]
Prestart Button" A "push-to-start" rubber booted pushbutton
that is energized by the key switch. Pressing this button
activates the fuel lift pump.
Start Button" Identical to the prestart button, the start button,
when pressed, energizes the starter which cranks the engine.
Oil Pressure Gauge" Measures the engines oil pressure in
pounds per square inch. The alarm buzzer will sound if the oil
pressure falls below 10 psi. This alarm will briefly sound when
the engine is first started prior to oil pressure being produced.
Voltage Gauge" Measures the voltage in the DC circuit [the
amount the battery is being charges 13V to 14V].
Water Temperature Gauge" Indicates the temperature of
the engine coolant. IT the coolant temperature reaches 210"F
[99°C], the alarm buzzer will sound a continuous signal.
NOTE: Be certain to install the instrument panel in a location
that is accessible and where the gauges can be continually
monitored by the helmsman.
DESCRIPTION
The marine gasoline engine is equipped with an [optional]
key start instrument panel. This panel connects to the engine
wiring harness thru a 15 foot plug-in harness.
Included with the panel is an alarm buzzer. This alarm buzzer
will sound when the ignition key is turned on and should
silence when the engine has started and the oil pressure rises
above 5 psi. The installer is responsible for installing this
alarm buzzer in a dry location where it will be audible to the
operator with the engine running.
NOTE: It is the responsibility o/the installer to make certain
the alarm wiring is properly routed and supported to its
connections on the engine.
NOTE: The water temperature gauge and oil temperature will
register the last reading when the engine is shut down. The true
temperatures will register when the power is turned back on.
GASOLINE ENGINE
INSTRUMENT PANEL
Engines & Generators
6
PREPARATIONS FOR INITIAL START-UP
o
PRESTART INSPECTION
Before starting your engine for the first time or after a prolonged layoff, check the following items:
o
Examine the air inlet and outlet for air flow obstructions.
Good ventilation and an ample air supply are necessary
for proper engine performance.
Make sure the mounting installation is secure.
D Ensure the propeller shaft is securely attached to the
transmission.
D Check the engine oil level. Add oil to maintain the level
at the high mark on the dipstick.
D Turn on the fuel supply, then check the fuel supply and
o
examine the fuel filter/water separator bowl for contaminants.
D Check the transmission fluid level.
o
NOTE: Refer to the specifications pages in this manualfor
fuel, oil and transmission fluid types and quantities.
Open the through-hull and prime the raw water intake
strainer. Inspect the raw water supply.
A
D Check the DC electrical system. Inspect wire connections
and battery cable connections. Make certain the positive
(+) battery cable is connected to the starter so.lenoid and
the negative (-) cable is connected to the engme ground
stud (this location is tagged).
o
Visually examine the engine. Look for loose or missing
parts, disconnected wires, and unattached hoses. Check
the threaded connections and engine attachments.
CAUTION: Do not pull the dipstick when the
engine Is running.
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 COOUNG SYSTEM section of this manual.
OIL DIPSTICK
FILL
FILL
ANODE
BY-PASS
COOLANT
PRESSURE
CAP
TO RAW WATER PUMP
Engines & Generators
7
STARTING • STOPPING PROCEDURE
STARTING PROCEDURE
STOPPING PROCEDURE
1. Place the transmission in neutral and advance the throttle
control to slightly open.
2. Turn the KEY SWITCH to the ON position [2 o'clock].
[The panel is energized, gauges are on].
3. Press the PRESTART BUTTON, hold for 5 seconds.
[The fuel lift pump is priming the engine].
4. Release the PRESTART BUTTON and press the START
BUTTON. [The start motor is cranking the engine].
5. Release the START BUTTON as the engine starts.
6. With the engine running, check the instruments for proper
oil pressure and battery charging voltage. The water
temperature will rise slowly and then stabilize when the
thermostat opens.
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: Make certain this key switch is in the OFF position
[12 o'clock]. lfthe key switch is left ON, the energized
instrument panel will put a drain on the battery.
Starting Under Cold Conditions
Make certain the lubricating oil is appropriate for the
prevailing temperature. Use oil with an API Specification
of SJ or better, SAE 30, lOW-30, or 15W-40.
NOTE: Never attempt to engage the starter while the engine is
already running.
It is important to closely monitor the panel gauges.
Become aware of the normal engine readings and toke
immediate action if these readings start to vary.
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 the
neutral position as some engines have a neutral safety switch
to prevent starting in gear.
Never run the starter for more than 30 seconds. If the engine
fails to start, refer to the TROUBLESHOOTING CHART in
this manual.
A CAUTION: Prolonged cranking intervals without tllll
engine starting can ItISIIIt in the engine exhaust system
filling with raw water. This may happen because the
pump is pumping raw wafllr 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 sytem fills. Prevent this
from happening by closing the raw water supply
through-hull shutoff, draining the exhaust muffle" and
correcting the cause of the excessive engine cranlclng.
Engine damage resulting from raw water entry is not a
warrantable Issue; the owner/operator should keep this
In mind.
Engines & Generators
8
ENGINE BREAK-IN PROCEDURE
DESCRIPTION
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.
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
operated properly, a break-in time is required. The service
life of your engine is dependent upon how the engine is
operated and serviced during its initial 50 hours of use.
Breaking-in a new engine basically involves seating the
piston 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.
Perform this conditioning carefully. keeping in mind the
following:
1. Start the engine according to the STARTING
PROCEDURE 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 warm up (preferably by running at
fast idle) until the water temperature gauge moves into
the 130 - 140°F (55 - 60°C) range.
CHECKLIST
o
o
o
o
Monitor the control panel gauges.
Check for leaks of fuel and engine oil.
Check for abnormal noise such as knocking, friction,
vibration and blow-back sounds.
Confirm 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 & Generators
9
THE DAILY OPERATION
CHECK LIST
2. Turn the KEY SWITCH to the ON position (2 o'clock).
[The panel is energized, gauges are lite].
3. Depress the PRESTART BUTTON, hold for 5 seconds.
[The fuel lift pump is priming the engine).
Follow this check list each day before starting your engine.
D Visually inspect the engine for fuel, oil, or water leaks.
D
Check the oil level (dipstick).
4. Release the PRESTART BUTTON and press the START
BUTTON. [The start motor is cranking the engine).
5. Release the START BUTTON as the engine starts.
D Check the coolant level in the 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
6. With the engine running, check the instruments for
proper oil pressure and battery charging voltage. The
water temperaturewill rise slowly until the thermostat
opens.
transparent bowl.
D Check for loose wires at the alternator and make sure its
mounting is secure.
NOTE: Never attempt to engage the starter while the
engine is running.
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.
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.
STARTING THE ENGINE
NOTE: See STARTING/STOPPING PROCEDURE in this
NOTE: Make certain this key switch is in the OFF
position( 120 'clock). If the key switch is left ON, the
energized instrument panel will put a drain on the battery.
manual for more detailed instructions.
1. Put 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.
ALARMS AND CIRCUIT BREAKER
ENGINE CIRCUIT BREAKER
COOLANT TEMPERATURE SWITCH
The DC harness on the engine is protected by an enginemounted 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 open 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.
A coolant temperature switch is located on the thermostat
housing. This switch will activate a continuous alarnl jf the
coolant's operating temperature reaches approximately
210°F (99°C).
LOW OIL PRESSURE ALARM SWITCH
Allow 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.
COOLANT - __
TEMPERATURE
SEND OR
,"OIL PRESSURE
ALARM SWITCH
lOlL PRESSURE SWITCH
Engines & Generators
10
THERMOSTAT ASSEMBLY
COOLANT TEMPERATURE
ALARM SWITCH
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 procedures are simple but others are
more difficUlt and may require the expert lazowledge of a service mechanic.
SCHEDULED
MAINTENANCE
CHECK
EACli
DAY
HOURS OF OPERATION
50
100
250
500
EXPLANATION OF SCHEDULED
MAINTENANCE
750 1000 1250
Unleaded gasoline with octane rating of 89 or
. higher.
Fuel Supply
0
Fuel/Water Separator
0
Check for water and dirt in fuel (drain/replace filter
if necessary).
Engine Oil Level
0
Oil level should indicate between FULL and LOW on
dipstick.
Coolant Level
0
Check at recovery tank; if empty, check at manifold.
Add coolant if needed.
0
Inspect for proper tension (3/8" to 112" deflection)
and acljust if needed. Check belt edges for wear.
Drive Belt
weekly
Visual Inspection of Engine
0
Spark Plugs
0
0
Generator (if applicable)
Fuel Filter (Lift Pump)
Starting BaHeries
(and House BaHeries)
NOTE: Keep engine suiface clean. Dirt and
oil will inhibit the engine sability to remain
cool.
0
0
0
0
Retorque Cylinder Head
0
0
Air Screen (Flame Arrester)
Exhaust System
Engine Hoses
0
0
0
0
0
0
0
0
0
0
0
0
0
Check gap; inspect for burning and corrosion.
Check that AC connections are clean and secure
with no chafing - see GENERATOR INFORMATION
(if applicable) for additional information.
Initial change at.50 hrs, then change every 250 hrs.
Every 50 operating hours check electrolyte levels
and make sure connections are very tight. Clean off
excessive corrosion.
weekly
Engine Oil
*Adjustthe Valve
Clearances
0
0
0
Check for fuel, oil and water leaks. Inspect wiring
and electrical connections. Keep bolts & nuts tight.
Check for loose belt tension.
0
0
0
0
0
0
0
0
Initial engine oil & filter change at 50 hrs., then
change both every 100 hours.
Retorque at 50 hrs., then every 500 hours.
0
0
Initial adjustment at 50 hrs., then every 500 hrs.
Clean at 50 hours, then every 100 hou rs.
0
0
0
0
0
0
0
0
0
0
Initial check at 50 hrs., then every 250 hrs. Inspect
for leaks. Check siphon brake operation. Check the
exhaust elbow for carbon andlor corrosion buildup
on inside passages; clean and replace as necessary.
Check that all connections are tight.
0
Hose should be hard & tight. Replace if soft or
spongy. Check and tighten all hose clam~s.
~
*WESTERBEKE recommends this service be performed by an authorized mechanic.
Engines & Generators
11
(continued)
MAINTENANCE SCHEDULE
NOTE: Use the engine hounneter gauge to log your engine hours or record your
engine hours by running time.
SCHEOULED
MAINTENANCE
Heat Exchanger
CHECK
EACH
DAY
HOURS OF OPERATION
50
100
250
500
750 1000 1250
0
0
0
0
0
Raw Water Pump
0
0
Coolant System
Clean or replace anode. Open heat exchanger end
cap and clean out debris. Remove every 1000 hours
for professional cleaning and pressure testing.
0
Remove pump cover and inspect impeller for wear;
replace if needed. Also replace gasket. Lubricate
both when reassembling.
Drain, flush, and refill cooling system with appropriate antifreeze mix.
0
0
0
*Exhaust Elbow
0
Lubricate Panel Key
Switch with "Lockese"
0
0
Incorrect valve clearance will result in poor engine
performance; check compression pressure and timing,
and adjust valve clearances.
Test exhaust elbow for casting integrity. Replace if
casting is corroded or deteriorated.
WARNING: A defective exhaust elbow can cause
carbon monoxide leakage!
At first 100 hours. Then each year at winterizing
or once a season.
0
0
Check solenoid and motor for corrosion. Remove
and lubricate. Clean and lubricate tile Start motor
pinion drive.
Check ignition timing. Check condition of distributor cap and rotor.
0
*Engine Cylinder
Compression and
Valve Clearance
Carburetor Filter
Screen
0
0
*Starter Motor
Distributor
0
EXPLANATION OF SCHEDULED
MAINTENANCE
0
0
0
0
Transmission Fluid
Clean at first 50 hours and every 250 hours.
Refer to the TRANSMISSION section.
*WESTERBEKE recommends this service be performed by an authorized mechanic.
Engines & Generators
12
COOLING SYSTEM
FRESH WATER COOLING CIRCUIT
CHANGING COOLANT
NOTE: Refer to the ENGINE COOLANT section for the
The engine's coolant must be changed according to the
MAINTENANCE SCHEDULE. If the coolant is allowed to
become contaminated, it can lead to overheating problems.
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.
A CAUTION: Proper cooling systlllll maintenance Is
clitlcal; a substantial number of engine failures can be
traced back to cooling system corrosion.
Drain the engine coolant by removing the manifold pressure
cap and opening the drain petcock on the heat exchanger and
remove the hose connection at the fresh water pump. Flush
the system with fresh water, reconnect the hose, close the
petcock, and start the refill process.
A WARNING: Beware of the hot engine coolant.
Coolant Recovery Tank
Wear protective gloves.
A coolant recovery tank allows for engine coolant expansion
and contraction during engine operation, without 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.
Refilling the Coolant
Start the engine at idle and immediately but slowly pour
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.
COOLANT RECOVERY
TANK
NOTE: Periodically 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.
TO COOLANT
RECOVERY
TANK
-' P~IESSURE CAP
COOLANT EXPANSION
FROM COOLANT
RECOVERY
TANK
~ t'tltliliUnt
KEEP t'A/j,IiACii:/j
CLEAR
Engines & Generators
13
COOLANT RETRACTION
CAP
COOLING SYSTEM
RAW WATER INTAKE STRAINER
RAW WATER PUMP
NOTE: Always install the strainer at or below the waterline so
the strainer will always be self-priming.
Perform the following maintenance after every 100 hours of
operation:
1. Close the raw water seacock.
2. Remove and clean the strainer filter.
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 p"ump" be run ~ry. 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 startup. The raw water pump should be inspected periodically for
broken or torn impeller blades. See MAINTENANCE
3. Clean the glass.
SCHEDULE.
4. Replace the scaling washer if necessary.
5. Reassemble and install the strainer.
6. Open the seacock.
NOTE: Should a failure occur with the pump s internal parts
(seals and bearings), it may be more cost efficient to purchase a new pump and rebuild the original pump as a spare.
7. Run the engine and check for leaks.
Changing the Raw Water Pump Impeller
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.
NOTE: Also follow the above procedure after having run hard
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 conform 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.
Run the engine and check for leaks around the pump. Also
check for water discharge at the stern tube. Absence of water
flow indicates the pump has not primed itself properly.
aground.
If the engine temperature gauge ever shows a higher than
normal 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
~
SEALANT~
WASHER
~
.
"
SCREEN
RAW WATER INTAKE STRAINER
TYPICAL [OWNER INSTALLED]
A CAUTION: " any of the vanes have broken off the
impeller, they must be located to prevent blockage in
the cooling circuit. They often can be found in the heat
exchanger
Engines & Generators
14
COOLING SYSTEM
HEAT EXCHANGER
ZINC ANODE
Cool raw water flows through the inner tubes of the heat
exchanger. As the engine coolant passes around these tubes
the heat of the internal engine is conducted to the raw water
which is then pumped into the exhaust system and discharged.
The engine coolant (now cooled) flows back though the
engine and the circuit repeats itself.
The engine coolant and raw water are independent of each
other; this keeps the engine's water passages clean from the
harmful deposits found in raw water.
A zinc anode (or pencil) is located in the raw water cooling
circuit within the heat exchanger. The purpose of the zinc
anode is to sacrifice itself to electrolysis action taking place
in 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 onboarcL
NOTE: Electroly~is is the result of each particular installation
and vessel location, not that of the engine.
Heat Exchanger Service
After approximately lOOO hours of operation, remove, clean
and pressure test the engine's 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 peiformed more often then
every 1000 hours.
HEAT EXCliANGER
D-RING
THERMOSTAT
A thermostat controls the coolant temperature as the coolant
continuously flows through the closed cooling circuit. When
the engine is first started the closed thermostat prevents
coolant from flowing (some coolant is by-passed around the
thermostat to prevent the exhaust manifold from over-heating). As the engine warms up, the thermostat gradually opens.
The thermostat is accessible and can be checked, cleaned, or
replaced easily. Carry a spare thermostat and gasket.
END GASKET
If the zinc anodes need replacement, hold the hex boss into
which the zinc anode is threaded with a wrench while
loosening the anode with another wrench. This prevents the
hex boss from possibly tearing off the exchanger shell. 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 damaged when removing the end cover.
Replace the gasket (refer to your engine model's heat
exchanger end gasket part number), O-ring and cover, and
install a new zinc anode.
Replacing the Thermostat
To avoid spilling coolant, drain the coolant down below the
manifold level [REFER TO CHANGING COOLANTj.
Remove the cap screws and disassemble the thermostat
housing as ·shown. When installing the new thermostat 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. Replace the coolant in the manifold. Run the
engine and check for normal temperatures and that there are
no leaks at the thermostat housing.
C
COOL~T BX~PASS HOSE7i//
POSIT/ON THE HOLE
AT 12 O'CLOCK
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
housing preventing electrolysis action on the zinc.
THERMOSTAT
THERMOSTAT
ASSEMBLY
GASKET
NEW
REPLACE
ZINC ANODES
COOLANT TEMPERATURE
ALARM SWITCH
~~'~
Engines & Generators
15
CLEAN OFF
& REUSE
FUEL SYSTEM
The pump filter should be cleaned every 250 operating hours,
also clean off the magnet [the magnet removes metal particles
from the fuel]. The pump base can be removed by twisting the
base hex nut with a wrench. When reassembling. replace the
sealing gasket.
GASOLINE
Use unleaded 89 octane or higher gasoline. When fueling,
follow U.S. Coast Guard regulations. close off all hatches and
companionways to prevent fumes from entering the boat. and
ventilate after fueling.
NOTE: The engine compartment should have a gasoline fume
detector/alarm properly installed and working.
A WARNING: Fuel leakage at the fuel pump or Its
connections is a fire hazard and should be corrected.
GASOLINElWATER SEPARATOR AND FILTER
Malee SUIB proper ventilation exists whenever servicing
fuel system components.
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 type of filter/water separator with
the installation package as they are well aware of the problems
that contaminants in the fuel can cause.
These gasoline filters must have metal bowls (not "seethrough") to meet U.S. Coast Guard requirements. The metal
bowls have drain valves to use when checking for water and
impurities.
FUEL Lin PUMP
GASOLINE/WATER
SEPERATOR & FILTER
6iQ~~ [TYPICAT)
n~"'I-,... ~,"DL~
FILTERS
CARBURETOR
The carburetor is a single barrel downdraft type with an electric
by metalic choke. Refer to CARBURETOR ADJUSTMENTS
for more information.
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 secured by
the mounting bolt to ensure proper pump operation.
The start sequence energizes the fuel lift pump as the piston in
the pump operates, it creates an audible ticking sound. If no
ticking is heard. check for 12 volts at the pump connections.
Also check that the ground wire is properly connected to
ground.
AWARNING: Shut off the fuel valve at tllB tank
when servicing the fuel system. Talee care In catching
any fuel that may spill. DO NOT allow any smoking,
open names or other sources of flIB near the fuel system when servicing. Ensure proper ventilation exists
when servicing the fuel system.
NOTE: At initial start-up or when recommissioning the engine,
it may be necessary to prime the fuel system. To prime the
engine, turn on the key switch and press the prestart button.
This will activate the fuel pump which will bring fuel to the
carburetor fuel bowl.
Engines & Generators
16
ENGINE LUBRICATING OIL
DESCRIPTION
CHANGING THE ENGINE OIL
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
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.
The engine oil should be warm. Remove the oil drain hose
from its attachment bracket and lower it into a container and
allow the oil to drain, or attach a pump to the end of the drain
hose and pump the old oil out. Make sure the oil drain hose
is properly secured in its holder after all of the old oil has
been drained.
Always observe the old oil as it is removed. A yellow/gray
emulsion indicates the presence of water in the oil. Although
this condition is rare, it does require prompt attention to
prevent serious damage. Call a competent mechanic if water
is present in the oil. Raw water present in the oil can
be the result of a fault in the exhaust system attached to the
engine and/or a siphoning through the raw water cooling
circuit into the exhaust, fin~ng into the engine.
OIL PUMP
OIL GRADE
Use a heavy duty engine oil with an API classification of
SJ. Change the engine oil after an initial 50 hours of breakin operation and every 100 hours of operation thereafter.
For recommended oil viscosity see the following chart:
Operating Temperature
Oil Viscosity
Above 68° F (20° C)
SAE 30, 10W-30 or 15W-40
41° - 68° F (5°-20° C)
SAE 20 or 10W-30
Below 41° F (5° C)
SAE 10W-30
A
TIGHTEN BY HAND
MOISTEN THE NEW
FILTER GASKET WITH
CLEAN OIL WHEN
INSTALLING
A WARNING: Used engine oil contains harmful
contaminants. Avoid prolonged skin contact. Clean skin
and nails thoroughly using soap and water. Launder or
discard clothing or rags containing used oil. Discard
used oil properly.
CAUTION: Do not allow two or mors brands of
engine oil to mix. Each brand contains its own additives; additives of different brands could react in the
mixture to produce properties harmful to your engine.
Engines & Generators
17
ENGINE LUBRICATING OIL
REPLACING THE OIL FILTER
LOW OIL PRESSURE
When removing the used oil filter, you may find it helpful to
punch a hole in the upper and lower portion of the old filter
to drain the oil into a container before removing it. This helps
to lessen spillage. An automotive filter wrench should be
helpful in removing the old filter. Place some paper towels
and a plastic bag around the filter when unscrewing it to catch
any oil that's in the filter. Inspect the old oil filter as it is
removed to make sure that the rubber sealing gasket comes
off with the filter. If this rubber sealing gasket remains sealed
against the oil filter adapter, gently remove it. When
installing the new filter element, wipe the filter gasket's
sealing surface on the filter adapter free of oil and apply a
thin coat of clean engine oil to the rubber sealing gasket.
Screw on the filter and tighten the filter firmly by hand.
The specified safe minimum oil pressure is 4.3 + 1.4 psi (0.3
+ 0.1 kg/cm2). A gradual loss of oil pressure usually indicates
worn bearings. For additional information on low oil pressure
readings, see the ENGINE TROUBLESHOOTING chart.
+
BAITERY
... OIL PRESSURE
TESTING OIL PRESSURE
NOTE: Use genuine WESTERBEKE oil filters. Genericfilters
are not recommended.
To test the 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 3000 rpm
and read the oil pressure gauge.
REFILLING THE OIL SUMP
Add fresh oil through the valve cover. After refilling the oil,
run the engine for a few moments while checking the engine's
oil pressure. Make sure there is no leakage around the new
oil filter or from the oil drain system, and then stop the
engine. Then check the quantity of oil with the lube oil
dipstick. Fill to, but not over, the FULL mark.
OIL PRESSURE 35.0 Ib/in2 (3.8 kg/cm2) or more at 3DDD rpm.
SENDER AND SWITCH TORQUE 9 -13 ft-Ib (1.2 -1.8 m-kg).
OIL PRESSURE
The engine's oil pressure, during operation, is indicated
by the oil pressure gauge on the instrument panel. During
normal operation, the oil pressure will range between 40 and
60 psi (2.8 and 4.2 kg/cm2).
NOTE: A newly started, cold engine can have an oil pressure
reading up to 60 psi ('i,2.kg/cm2). A warmed engine can have
an oil pressure reading as low as 35 psi (2.5 kg/cm2). These
readings will vary depending upon the temperature of the
engine and the rpms.
Engines & Generators
18
REMOTE OIL FILTER (OPTIONAL)
INSTALLATION
NOTE: Westerbeke is not responsible for engine failure due to
incorrect installation of the Remote Oil Filter.
This popular accessory is used to relocate the engine's oil filter from the engine to a more convenient location such as an
engine room bulkhead.
A CAUTION: It is vital to install the oil lines cor-
NOTE: Refer to ENGINE OIL CHANGE in this manual for
instructions on renwving the oil filter.
rectly. If the oil flows in the reverse direction, the bypass valve in the filter assembly will prevent the oil
from reaching the engine causing an internal engine
failure. If there is no oil pressure reading, shutdown
immediately and check the hose connections.
To install, simply remove the engine oil filter and thread on
WESTERBEKE's remote oil filter kit as shown. Always
install this kit with the oil filter facing down as illustrated.
Contact your WESTERBEKE dealer for more information.
FASTEN SECURELY TO A BULKHEAD
(SCREWS ARE OWNER SUPPLIED)
APPLY A THIN COAT OF CLEAN OIL TO THE O-RING WHEN
INSTALLING THIS KIT. THREAD THE KIT ON, THEN HAND
TIGHTEN AN ADDITIONAL 3/4 TURN AFTER THE O-RING
THE BASE.
THE IN CONNECTION HOSE
MUST ATTACH TO THE OUT
CONNECTION AT THE
f I ' l o " _ ! ' - - - - REMOTE OIL FILTER.
THE OUT CONNECTION HOSE
MUST ATTACH TO THE IN
CONNECTION AT THE
REMOTE OIL FILTER.
APPLY A THIN COAT OF CLEAN OIL TO THE FILtER
GASKET WHEN INSTALLING. AFTER THE FILTER
CONTACTS THE BASE, TIGHTEN IT AN ADDITIONAL
3/4 TURN.
Engines & Generators
19
CARBURETOR ADJUSTMENTS
NOTE: WESTERBEKE recommends that the following engine
adjustments be performed by a competent engine mechanic.
The information below is provided to assist the mechanic.
Carburetor Filter Screen
CARBURETOR
Clean this filter element after the first 50 hours of operation,
then clean and inspect every 250 operating hours. Replace
the screen if necessary. Tighten the plug and make certain
there are no leaks.
The carburetor is a single barrel, down-draft type with a
cleanable metal screen air intake.
The choke is operated by a 12V DC current. After the engine
starts (cold start), the choke circuit is kept activated opening
the choke. This helps prevent stalling on a cold start. The
circuit remains active until shutdown.
Idle Mixture Jet
Adjustment is performed with the engine operating. Screw
the jet slowly in until it seats, then back it out 1-1/2 to 2
turns.
Air Screen/Flame Arrester
The air screen/flame arrester can easily be removed by
releasing the hold-down clamp. Clean after the first 50 hours
of operation, every 100 hours from then on. Clean the air
screen in kerosene and blow dry with air.
Note: An idle mixture jet adjusted too far off its seat can
induce a sooty exhaust discharge at engine start-up and
shut-down.
TO ROCKER ARM COVER
CARBURETOR
HOLD-DOWN CLAMP
AIR SCREEN/FLAME ARRESTER
ELECTRIC CHOKE
IDLE ADJUSTING SCREW---~-l-_+- t\--~2A~~
FUEL SUPPLY
FROM FUEL LIFT PUMP
CARBURETOR
FILTER SCREEN
FILTER PLUG
Engines & Generators
20
WATER HEATER
WATER HEATER INSTALLATIONS
These engines are equipped with connections for the
plumbing of engine coolant to transfer heat to an on-board
water heater. The water heater should be mounted in a
convenient location either high or low 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.
NOTE: If any portion of the heating circuit rises above the
engine's own 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, choosing the higher of the two
connections for the return. Tee 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 so the 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. Remove and store the plastic
recovery tank if it has been already installed.
ADAPTER 11302391 ~
3/8" TO 5/8"
~
~-~"-'\"~':.r\,~I
MANIFOLD
~
''-'''IIl\
l'"
I
I
r i
:
,~,
:
I'"
WATER HEATER
BELOW THE
ENGINE
I
I BY.PASS
~
\\\\\\I'\'\I\
\
\
\
~ \
" ...
FROM HEATER
I
\.._ .../
~
I
"' ....
.)
-~/
'"
INTERUPT THE COOLANT RETURN
HOSE AND DIRECT THE
ENGINE'S COOLANT TO THE WATER
TO THE WATER HEATER
The pressure cap on the engine's manifold should be
installed after the engine's cooling system is filled with
coolant. Finish filling the cooling system from the remote
tank after 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 it rises continuously from the heater to the tank,
enabling any air in the system to rise up to the tank and out
of the system.
WATER HEATER
ABOVE THE
ENGINE
NOTE: An air bleed petcock is located on the engine's
heat exchanger. Open this petcock when filling the engine~'
coolant system to allow air in the exchanger to escape.
Close tightly after all the air is removed.
AIR BLEED PETCOCK
[IF NEEOED]
""'r
~
[=:J ~
I" .
8'
TYPICAL WATER
HEATER
Engines & Generators
21
DC ELECTRICAL SYSTEM
ALTERNATOR
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 Service Battery" on the next page.
h. If the voltage remains around 12 volts, a problem
exists with either the alternator or the charging circuit;
continue with Steps 3 through 8.
The charging system consists of a DC belt driven alternator
with a voltage regulator, an engine DC wiring harness, a
mounted DC circuit breaker and a battery with connecting
cables. Because of the use of integrated circuits (IC's), the
electronic voltage regulator is very compact and is mounted
internally or on the back of the alternator.
N~~==BLACK #14
TO IGNITION VIA
CHOKE & COIL
mID
o
MULTIMETER
COM
?l
#10 RED·~• •
TO START
MOTOR
SOLENOID
IAlC7·QIII,rr:AlTPANEL GAUGES
51 AMP ALTERNATOR
SEE WIRING DIAGRAM
FOR WIRE CONNECTIONS
TO OPTIONAL ALTERNATORS
ALTERNATOR TROUBLESHOOTING
TESTING THE STARTING
BATTERY/ALTERNATOR
(ENGINE RUNNING)
A WARNING: A failed alternator can become very
hot. Do not touch until the alternator has cooled down.
3. Turn off the engine. Inspect all wiring and connections.
Ensure that the battery terminals and the engine ground
connections are tight and clean.
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.
A
The alternator charging circuit charges the starting battery
and the service battery. 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 service battery. If the alternator is charging the
starting battery but not the service battery, the problem is in
the service battery's charging circuit and not with the alternator.
charging circuit, never shut off the engine battery
switch when the engine is running!
4. If a battery selector switch is in the charging circuit,
ensure that it is on the correct setting.
S. Turn 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 Alternator
A
CAUTION: To avoid damage to the battery
(RID
CAUTION: Before starting the engine make certain
0~--MULTIMETER
that everyone is clear of moving parts! Keep away from
sheaves and belts during test procedures.
A
COM
+
WARNING: When testing with a multimeter:
DC ~nd AC circuits are often mixed together in marine
applications. Always disconnect a shore power cord,
isolate DC and AC converters, and shut down the engine
before performing DC testing. No AC tests should be
made without a proper knowledge of AC circuits.
TESTING THE
ALTERNATOR VOLTAGE
(IGNITION ON - ENGINE OFF)
Engines & Generators
22
-= GROUND
DC ELECTRICAL SYSTEM
Checking the Service Battery
7. Now check the voltage between the alternator output terminal (B+) and ground. If the circuit is good, the voltage
at the alternator will be the same as the battery, or if an
isolator is in the circuit the alternator voltage will be .5 1.0 volts lower. If neither of the above is true, a problem
exists in the circuit between the alternator and the battery.
Check all the connections -look for an opening in the
charging circuit.
MULTI METER
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.
GZlD
~
MUlTIMElER
OM
G
COM
TESTING THE STARTING
BATTERY/ALTERNATOR
(ENGINE RUNNING)
ENGINE
-c:==--..... GROUND
SERVICE BATTERY
8. Start the engine again. Check the voltage between the
alternator output and ground.
The voltage reading for a properly operating alternator
should be between 13.5 and 14.5 volts. If your alternator
is over- or under-charging, have it repaired at a reliable
service facility.
GROUND
NOTE: Before removing the alternator for repair, use a
voltmeter to ensure that 12 volts DC excitation is present
at the EXC terminal if the previous test showed only battery voltage at the B output terminal. If 12 volts is not
present at the EXC terminal, trace the wiring and look
for breaks and poor connections.
TESTING THE SERVICE
BATTERY (ENGINE RUNNING)
A CAUTION: To avoid damaging the alternator
diodes, do not use a high voltage tester (i.e. a megger)
when perfonning tests on the alternator charging circuit.
12 VOLT DC CONTROL CIRCUIT
Battery Care
The engine has a 12 volt DC electrical control circuit that is
shown on the wiring diagrams that follow. Refer to these
diagrams when troubleshooting or when servicing the DC
electrical system.
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).
o
o
o
o
A CAUTION: To avoid damage to the battery charging
circuit, never shut off the engine battery switch while
the engine is running. Shut off the engine battery switch,
however, to avoid electrical shorts when working on the
engine's electrical circuit.
D Keep your batteries clean and free of corrosion.
BAnERY
The minimum recommended capacity of the battery used in
the engine's 12 volt DC control circuit is 600 - 900 Cold
Cranking Amps (CCA).
A WARNING: Sulfuric acid in lead batteries can
cause severe burns on skin and damage clothing. Wear
protective gear.
Engines & Generators
23
DUAL OUTPUT ALTERNATORS
SPACER TO MOUNTING
BRACKET
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.
TOTAC~/~Grt...
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 "inthe-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 TO 6'
#4 WIRE
UP TO 12' #2 WIRE
UP TO 20'
#0 WIRE
[ALWAYS USE FINE STRAND CABLE]
DUAL OUTPUT ALTERNATOR
[CHARGING ONE BAnERy]
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 wire to the ground terminal on the
alternator.
A CAUTION: 00 not connect any power soures
without nm grounding the rsgulator.
TO
h. 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 OUTPUT ALTERNATOR
[CHARGING TWO BATTERIES]
Engines & Generators
24
DUAL OUTPUT ALTERNATORS
TROUBLESHOOTING
Alternator Testing
NOTE: Before troubleshooting, make certain that the drive
belts are tight and the batteries are in good condition.
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] 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.
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 18 DEFECTIVE
KEY OFF - BATTERY VOLTAGE
REGULATOR 18 DEFECTIVE
REGULATOR TEST POINTS AND PROPER VOLTAGE
Terminal/Color
I Brown
A Red
8 Orange
F Blue
All. Oulpul
Ignition Off
ovolts
12.6 volts
ovolts
ovolts
12.6 volls
Ignition On
2 -12 volts
12 volts
ovolls
10 -11 volts
12 volls
NOTES:
Engine Running
14.2 volls
14.2 volts
6 - 8 volts
4-12volts
14.2 volts
•
When the engine is first started, it takes a few moments
for the alternator to "kick in" and take the load [a
noticeable change in the sound of the engine].
•
A slight whine from the alternator when the load is
normal.
•
When the alternator is producing high amperage, it will
become very hot.
•
When replacing the alternator drive belts, always
purchase and replace dual beltf in matched pairs.
Engines & Generators
25
41 Gand 70G MARINE ENGINE
WIRING SCHEMATIC #34856
12 VDC
--,
START SOL.
I SEE
1 NOTE
I
NOTE: An on-off switch
L_
STARTER
I
_...J
should be installed in this
circuit to disconnect the
starter from the battery in
an emergency and when
leaving the boat. Twelve
volt engine starteritypically 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
"make" the starter circuit.
SPARK
PLUGS
C.B.
r-----.,
20A
I:
S. S. :
.. IGN. .
,
L __
-,
jKEY SW.
_J
COl L
+
START SW.
START SOL.
NEUTRAL
SAFETY SW.
FUEL PUMP
FUEL PUMP SHUT
OFF SW.
II
iL- •• _ _ _
CHOKE
®
~
PRE-START
SW.
ALARM
W. T. SW.
-@---
VOLTS
C.P. ALARM
SW.
OIL PRESS.
O.P. SENDER
WT. TEMP
W.T. SENDER
TACH.
Engines
~
26
Generators
.J
MALE
114 BRN
CONNECTOR"~
1
ON THIS SIO£
'14 BLK
2
I'" eRN
110 RED
_0_"_"_ _-,
REO
114 GRH
OR.
BLUE
SERIES
YLliLB.
I£M£.
S1LLI.CJi
0
AlARM
.sJY..ilUi
WATER TEMP
DISCONNECT JUMPER
DC
lllill£J1
FOR~
USE WITH TWO BATTERIES
QPTIONA~TERNATO~
T-'CI1
,l,
135"',
ISO"'.
190A,
~
lEST(K ALTERNATORS
.1.f!lK
R[SPONSIBtlTY fOR SAFETY REGULATIONS
.'A HW
I
C)
THE W[STERBEKE 41G GASOLINE. MARINE PROPULSION ENGINE AS SHIPPED FROM
THE fACTORY AND DelUS I VE OF I TS I NSTRUMENT PANEL COt.4Pll [S WITH U. S.
COAST GUARD REGULATION 33 CFR-183.
THE STANDARD INSTRUMENT PANH DOES
::e:l:l
-2
NOT NECESSARILY SO COMPLY AND IS INTENDED TO BE INSTALLED ABOVE DECK
AND ISOLATED fROM GASOLINE SOURCES IN ACCORDANCE WITH HerR 183.410 Ibl
SEARK PLUGS
'IOR[O
2.
:!eel
z
IT IS THE RESPONSIBILITY Of THE BOAT MANUfACTURER TO INSURE THAT THE
INSTALLATION or THIS ENGINE AND ITS INSTRUMENT PANEL COMPLY WITH nCFR-18J.
=
......
~C
;;C)
3. AN ON·OFF SWITCH MUST BE INSTALLED IN THIS LINE TO DISCONNECT THE STARTER
c:::d r:::::=:J
ill!!
gt~
'S. lit
-...I
REGULATOR
(MOUtH IN A
COOL LOCATION')
#-4 y...:l4rfE
0 ¢AL'"
N
15 ALTERNATOR (12V - 50A)
Q.lLEjiESS
CIRCUIT rROIol THE BATTERY IN AN EMERGENCY AND WHEN LEAVING THE BOAT
TWElVE VOLT STARTERS TYPICALLY ORAW ZOO TO 300 AMPS WHEN CRANKING.
THE
DURATION OF INDIVIDUA.l CRANKING CYCLES SHOULD HOT EXCEED 30 SECONDS. A
SWITCH WITH A CONTINUOUS RATING or 175 At-IPS AT 12 VOLTS Will NORt-IAllY
SERVE THESE FUNCTIONS BUT SUCH A SWITCH MUST NEVER BE USED TO "MAKE" THE
STARTER CIRCUIT.
=,
~I .====5;
=1:1:-
HilI
iifl)
;!d ~~~
~~
IJ.!ll
~
"'
4. THIS PRODUCT IS PROTECTED BY A MANUAL RESET CIRCUIT BREAKER LOCATED NEAR
THE STARTER AND AS CLOSE TO THE SOUlleE Of CURRENT AS POSSIBLE.
EXCESSIVE
CURRENT DRAIN ANYWHERE IN THE INSTRUMENT PANEL. WIRING OR ENGINE WilL
CAUSE THE 8REAKER TO TRIP.
IN TH IS EVENT MOST ENGINE WOOELS Will SHUT
DOWN BECAUSE THE OPENED BREAKER DISCONNECTS THE IR FUEl SUPPLY.
THEREfORE
THE BUILDER OWNER MUST BE SURE THAT THE INSTRUMENT PA.NEL WIRING AND ENGINE
ARE INSTAllED TO PRE.VENT CONTACT BETWEEN ELECTRICAL DEVICES AND SALT WATER.
INSTRUMENT PANEL
iial
.1111
I
CltlCUIT
BREAKER
iil
-
TO SlOCK
'"
HOTE l
~
DISTRIBUTOR
NEUTRAl
.s.&IIr
S1LLI.CJi
110 SlK
.1
~
ORN
.1.01
PUR
.,.01
SR~
. , . YLW
.10 REO
11.01 GRM
~
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TEMP
-w--.2
.c:a.. m
TACH-HOU"NETER
~m
cnZ
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-=
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BATTERY
+
PRESS· - -
-rn
n
!lll EtlESS
lllill£J1
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~
TACHOMETER
NOTE: Current model tachometers use a coarse adjl)stment
dial to set the tachometer to the crankshaft pulley rpmi.The
calibrating screw is then used/or fine tuning.
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 tachometer. The hour meter circuit operates on 12
volts alternator charging voltage supplied to the (+) terminal
on the back of the instrument.
The tachometer circuit ope1"ates on AC voltage 6-8 volts, fed
from one of the diodes in the alternator and supplied to the
tachometer input terminal while the engine is running, and
the alternator producing battery charging voltage 13.0-14.8
volts DC.
The following are procedures to follow when troubleshooting
a fault in either of the two circuits in a tachometerlhour
meter.
WIRE
) TERMINAL
INP
, ACVOLTAGE
CALIBRATION
Hour meter Inoperative
Check for the proper DC voltage between (+) and (-)
terminals.
I
1. Voltage present - meter is defective - repair or replace.
2. Voltage not present - trace (+) and (-) electrical connections for fault. (Jump 12 volts DC to meter (+)
terminal to verify the operation.) .
IDLE SPEED ADJUSTMENT
& TACHOMETER CHECK (New Installation)
Checking the idle speed
NOTE: In a new installation having new instrument panels,
the tachometer may not always be correctly calibrated to the
Tachometer Inoperative
engine's rpm. This calibration should be checked in all new
installations.
1. Warm up the engine to normal 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 calibration pod as needed to bring
the instrument panel tachometer into the same rpm
reading as the engine.
4. Adjust the idle speed if the engine speed is not within the
specified value.
Check for the proper AC voltage between tachometer input
terminal and (-) terminal with the engine running.
1. Voltage present - attempt adjusting meter through calibration 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 terminal on alternator to
ground.
4. Check electrical connections from tachometer input terminal 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 (-)
minal and alternator.
3. Check that alternator is well grounded to engine block at
alternator pivot bolt.
NORMAL IDLE SPEED: 750 -1000 rpm.
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 screwdriver 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 41G - 3500 rpml70G - 4200 rpm).
(Adjust the tach as needed.)
Engines & Generators
28
ENGINE ADJUSTMENTS
SPARK PLUGS
DRIVE BELT ADJUSTMENT
The spark plugs should be cleaned and regapped after the
first 50 hour break-in period, then inspected every 250 hours
thereafter and replaced as needed.
The drive belts must be properly tensioned. Excessive drive
belt tension can cause rapid wear of the belts and reduce the
service life of the bearing and the alternator, raw water pump,
and engine coolant pump. A slack belt or the presence of oil
on the belt can cause belt slipping, resulting in high operating
temperatures and the failure of the same components.
A WARNING: 00 not remove the spark plugs while
the engine Is hot. Allow the engine to cool before
removing them.
1. To adjust the alternator and the engine coolant belts,
loosen the alternator mounting bolts and pivot the
alternator as needed. Retighten the bolts.
2. To adjust the raw water pump belt, loosen the mounting
bolts and slide the pump up and down as needed.
Retighten the bolts.
SPARK PLUG GAP: 0.031 - ± 0.0002 in. (0.8 - 0.05 mm).
SPARK PLUG TORQUE: 10 -15 Ib-ft (1.5 - 2.31 kg-m).
NOTE: Loctite Anti-Seize applied to the threaded portion of
the spark plugs will retard corrosion, making future renwval
of the spark plugs easier.
NOTE: When the belts are loose, inspect for wear, cracks and
frayed edges, and replace
if necessary.
3. The drive belts are properly adjusted if it can be deflected
no less than 3/8 inch (lOmm) and no more than 112 inch
(12mm) as the belt is depressed with the thumb at the
midpoint between the two pulleys on the longest span of
the belt.
INSPECTING
THE SPARK
PLUGS
4. Operate the engine for about 5 minutes, then shut down
the engine and recheck the belts tension.
NOTE: Maintain a 22 lb pressure to the belt's outer face for
proper belt operation. Spare belts should always be carried on board.
~"::'--:2'1..tt:---INSPECT FOR
A WARNING: Never attempt to check Dr adjust a
DAMAGE
drive belt's tension while the engine is in operation.
CHECK FOR
CARBON AND
BURNING
GAP
Engines & Generators
29
ENGINE ADJUSTMENTS
NOTE: WESTERBEKE recommends that the following engine adjustments be peifonned by a competent engine mechanic. The information
below is provided to assist the mechanic.
ELECTRIC CHOKE
IGNITION TIMING
The electric choke uses a 12 volt heating element which
opens the choke automatically when the engine starts.
The choke is adjusted with the engine off and cooled. Adjust
the choke by loosening the three cover-securing screws and
rotating the cover clockwise to LEAN the choke and
counterclockwise to RICH the choke. The choke is initially
set at the factory for an average of 700 P (21°C) room
temperature. The choke may need readjustment at engine
commissioning for the ambient temperature of the area the
engine is operating in. The choke reference mark is located
on the underside of the choke cover.
1. Attach a timing light to the #1 spark plug and mark the
front crankshaft timing groove and the timing mark on
the scale embossed on the engine's front cover.
Each tinting mark represents 2°.
BlDG
2. Start the engine and warm the engine to its normal
operating temperature.
3. Using the timing light, align the timing groove in the front
crankshaft pulley with the proper timing mark on the
ignition timing scale embossed on the engine's front
cover. Do this by loosening and slowly rotating the
distributor body. Refer to the timing specifications:
CHOKE REFERENCE
MARK [UNDER]
IGNITION TIMING AT 1800 RPM: 14° BTDe ± 1°,
HIGH TENSION CORDS (IGNITION WIRES)
ENGINE COMPRESSION TEST
Check the ignition wires every 500 operating hours as engine
compartment heat can deteriorate the wires.
If it becomes necessary to check the engines cylinder
compression, warm the engine and shut it down.
Check the resistance of each wire. Do not pull on the wire
because the wire connection inside the cap may become
separated or the insulator may be damaged. When removing
the wires from the spark plugs, grasp and twist the molded
cap, then pull the cap off the spark plug.
Remove the spark plugs and install a compression adapter
(screws into a plug hole) with a gauge.
Crank the engine (close off the raw water) and unplug the
ignition coil. Allow the compression gauge to reach a
maximum reading and record.
THE RESISTANCE VALUE IS 410 OHM PER INCH.
Measure the compression pressure for each cylinder. Ensure
that the pressure differential for each cylinder is within the
specifications.
COMPRESSION PRESSURE AT 300 RPM
170 LB/lN' [12.0 Kg-em')
LIMIT AT 300 RPM
128 LB/IN' [9.0 Kg-em')
LIMIT OF DIFFERENCE BETWEEN CYLINDERS 2.8 LB/lN' [2.0 Kg-em')
TESTING
RESISTANCE
If a cylinder's compression or pressure differential is below
the limit, add a small amount of engine oil through the spark
plug hole and repeat the test. If the oil causes an increase of
pressure, the piston ring and/or cylinder wall may be worn or
damaged. If the added oil does not increase compression
pressure suspect poor valve contact, valve seizure, or valve
wear. Reinstall the plugs, ignition wires, and coil. Open the
raw water thru seacock.
Engines & Generators
30
ENGINE ADJUSTMENTS
NOTE: WESTERBEKE recommends that the following engine adjustments be peiformed by a competent engine mechanic. The information
below is provided to assist the mechanic.
VALVE CLEARANCE ADJUSTMENT
After the initial break-in period (approximately 50 hours), the
valve clearances should be adjusted.
NOTE: Retorque the cylinder head bolts before adjusting the
engine's valves (see TORQUING THE CYLINDER HEAD
BOLTS).
1. Remove the rocker cover and gasket.
2. Position the No.1 piston at Top Dead Center (IDC) of its
compression stroke and adjust the #1 and #3 exhaust
valves. While facing the front of the engine, rotate the
crankshaft 3600 clockwise and adjust the remaining
valves.
CYLINDER HEAD
BOLT PATTERN
1
TORQUING THE CYLINDER HEAD BOLTS
After the initial break-in period (approximately 50 hours), the
cylinder head bolts should be re-torques.
Loosen the cylinder head bolts one half turn in the order
shown. (The engine should be cold). Then tighten the bolts in
the sequence shown below. One bolt at a time. TIghten the
rocker cover stud securely.
8
9
CLEARANCES: VALVE SIDE
CAM SIDE
INTAKE
EXHAUST
INTAKE
EXHAUST
0.010
.0012
0.007
0.009
in (0.25mm)
in (0.30mm)
in (0.18mm)
in (0.23mm)
6
VALVE
CLEARANCE
CYLINDER HEAD BOLTS TIGHTENING TORQUE:
56-59 Ft-Ib (7.8-8.2 Kg-m)
VALVE CLEARANCE
3. Replace the rocker cover and rocker cover gasket.
ROCKER COVER TIGHTENING TORQUE: 2.6-4.0 Ft-Ib (4.0-6.0 Kg-m)
Engines & Generators
31
ENGINE TROUBLESHOOTING
NOTE: The engine s electrical sy'stem 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.
The following troubleshooting table describes certain
problems relating to engine service, the probable causes and
the recommendations to overcome these problems.
When troubleshooting indicates an electrical problem, refer
to the ELECTRICAL SYSTEM WIRING DIAGRAMS.
Problem
No panel indications; fuel solenoid
or fuel pump is not working (key switch
is on and button is depressed).
START button is depressed, no starter
engagement.
START button is depressed; panel
indications OK; starter solenoid OK;
fuel solenoid not functioning.
Engine cranks, but does not
start, fuel solenoid energized.
Probable Cause
Verlficatlon/Remedy
1. Battery switch not on.
1. Check switch and/or battery connections.
2. 20-am p circuit breaker tripped.
2. Reset breaker; if breaker trips again, check preheat solenoid circuit and check circuit for shorts to ground.
3. Loose battery connections.
3. Check (+) connection to starter solenOid and (-) connection to
engine ground stud. Check battery cable connections.
4. Preheat solenoid not operating.
4. Check solenoid "S" terminal for voltage.
1. Connection to solenoid faulty.
1. Check connection.
2. Gear shift not in neutral.
2. Gear shift must be in neutral (see NEUTRAL SWITCH under
HURTH HSW TRANSMISSIONS).
3. Fau Ity start switch.
3. Check switch with ohmmeter.
4. Faulty start solenoid.
4. Check that 12 volts are present at the solenoid connection.
5. Loose battery connections.
5. Check battery connections.
6. Low battery.
6. Check battery charge state.
1. Poor connections to fuel solenoid.
1. Check connections.
2. Defective fuel solenoid.
2. Check that 12 volts are present at the (+) connection on the
fuel run solenoid.
1. Faulty fueling system.
1. Check that fuel valves are open. Check fuel supply.
1a. Check for air in fuel system. Bleed air from fuel system.
1b. Fuel filters clogged. Replace filters and bleed air from
fuel system.
2. Fuel lift pump failure.
2. Pump should be "ticking". Check connections, check for 12
volts. Replace pump.
3. Preheat solenoid faulty.
3. Check solenoid.
4. Low battery power.
4. Switch to combine house and start batteries. Replace batteries.
5. Carburetor filter screen is clogged.
5. Clear with compressed air or clean with kerosene.
6. Engine is flooded.
6a. Carburetor float needle valve open or damaged. Clean or replace
the need Ie valve.
6b. Float in carburetor is leaking. Repair or replace float.
6e. Float chamber gasket damaged or securing screws are loose.
Replace gasket and/or tighten screws.
Poor running performance.
7. Worn or faulty spark plugs.
7. Replace.
8. High tension wires grounding
8. Inspect wires, test.
9. Faulty ignition coil.
9. Test coil.
10. Faulty distributor.
10. Test distributor. See manual
11. Faulty wire connection.
11. Inspect wires.
12. No engine compression.
12. Test compression. See manual.
13. Faulty idle adjustment.
13. Adjust idle. See manual.
1. Carburetor inlet clogged.
1. Remove and clean.
2. Main jet clogged.
2. Remove and clean.
3. Air intake, carburetor screen dirty.
3. Remove and clean.
4. Carburetor inlet filter clogged.
4. Remove and clean.
Engines & Generators
32
ENGINE TROUBLESHOOTING
Problem
Engine starts. runs
and then shuts down.
Engine starts, runs but
does not come up to speed.
Verification!Remedy
Probable Cause
1. Dirty fuel/water separator filter.
1. Change filters.
2. Low oil level in sump.
2. Check oil.
3. Faulty fuel lift pump.
3. Lift pump should "tick". Check connections, test for 12 volts.
1. Fuel line restriction.
1. Inspect all fuel lines.
2. Th rottle plate binding.
2. Adjust linkage.
3. Faulty fuel lift pump.
3. Lift pump should "tick". Check connections, test for 12 volts.
4. Faulty wire connection.
4. Inspect wires.
5. High exhaust back pressure.
5. Inspect exhaust elbow for corrosion. Check exhaust elbow hose.
Test back pressure.
START button is depressed; panel
indications OK; starter solenoid OK;
fuel solenoid not functioning.
1. Poor connections to fuel solenoid.
1. Check connections.
2. Defective fuel solenoid.
2. Cileck that 12 volts are present at the (+) connection on the
fuel run solenoid.
Engine hunts.
1. Low battery Voltage.
1. Check batteries.
2. Cracked distributor cap.
2. Replace distributor cap.
-----
Battery runs down.
3. Faulty high tension wires.
3. Test wires.
4. Faulty fuel lift pump.
4. Lift pump should "tick". Check connections, test for 12 volts.
5. High exhaust back-pressure.
5. Inspect exhaust elbow for corrosion. Check exhaust elbow hose.
Test back pressure.
6. Valves are out of adjustment.
6. Adjust valves. See Technical Manual.
7. Dirty fuel filters.
7. Change filters.
B. Throttle linkage is binding.
B. Adjust linkage.
1. Oil pressure switch.
1. Observe if gauges and panel lights are activated when engine is
not running. Test the oil pressure switch.
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,
5. DC alternator not charging
(tachometer not operating).
5. Check connections, check belt tension, test alternator. See
ALTERNATOR TESTING.
1. DC charge circuit faulty.
1. Perform DC voltage check of generator charging circuit.
2. Alternator drive.
2. Check drive belt tension; alternator should turn freely. Check for
loose connections. Check output with voltmeter. Ensure 12 volts
are present at the Exc. terminal. See ALTERNATOR TESTING.
1. Poor quality fuel.
1. Check filters for water. Change fuel.
corrosion
Battery not charging.
Engine misfires.
2. Incorrect timing.
2. Adjust timing. See manual.
3. Dirty flame arrester.
3. Clean with compressed air or kerosene.
4. Cracked distributor cap.
4. Replace distributor.
5. Faulty ignition wires.
5. Test, replace.
6. Spark plugs are worn.
6. Replace spark plugs.
7. High exhaust back-pressure.
7. Test back-pressu reo
B. Valve clearances are incorrect.
B. Check clearances. See manual.
Engines & Generators
33
1
ENGINE TROUBLESHOOTING
Problem
Engine backfires.
VerificatlonJRemedy
Probable Gause
1. Spark plug wires are connected
1. Reconnect correctly.
wrong.
Engine overheats.
Low oil pressure.
High oil pressure.
2. Incorrect timing.
2. Adjust engine timing. See manual.
3. Engine is flooded. See Engine is .
flooded under Engine cranks but fails
to start.
3. See Engine cranks but fails to start column.
4. Dirty flame arrester.
4. Clean with compressed air or kerosene.
5. Cracked distributor cap.
5. Replace distributor.
6. High exhaust back-pressure.
6. Test back-pressure.
7. Choke is stuck closed.
7. Inspect carburetor.
1. Coolant loss.
1. Check for leaks, pressu re test system.
2. Faulty raw water pump impeller.
2. Replace pump.
3. Belts are loose or broken.
3. TIghten, check bolts.
4. Faulty thermostat.
4. Replace.
5. Heat exchanger is clogged.
5. Service heat exchanger.
6. Collapsed hose.
6. Replace.
7. Faulty coolant pump.
7. Remove and replace.
a.
a.
Coolant tank or pressure cap faulty.
Inspect, replace.
1. Low oil level.
1. Add oil..
2. Faulty oil pressure switch.
2. Test and replace.
3. Wrong SAE type oil in the engine.
3. Change oil.
4. Wrong type oil filter..
4. Change filter..
5. Relief valve is stuck.
5. Service engine.
6. Faulty oil pump/strainer.
6. Service engine.
7. Faulty engine bearings.
7. Service engine.
a.
a.
Faulty oil filter
Change filter.
9. Oil is sump is slugged.
9. Service engine.
1. Dirty oil or wrong SAE type oil in
1. Change oil.
the engine.
No DC charge to the
starting battery.
Oil leak.
Engine alarm sound pulsates.
Engine alarm sounds continuously.
2. Relief valve is stuck.
2. Service engine.
1. Faulty connections to
1. TIghten and clean connections..
battery voltage regulator.
2. Faulty battery voltage regulator.
2. Test regulator.
3. Connections to the alternator are
loose or faulty.
3. TIghten and clean connections.
4. Faulty alternator.
4. Test alternator.
1. Oil drain hose loose.
1. TIghten, replace.
2. Damaged or loose timing chain
cover or rocker arm.
2. Tighten, replace.
3. Loose or damaged oil pressure
switch or sender.
3. Tighten, replace.
4. Loose or damaged oil filte r.
4. Tighten, replace.
5. Oil pan leaking.
5. TIghten bolts, replace pan gasket.
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.
1. Engine coolant.
1. Check engine coolant level.
2. High temperature switch opens at .
too Iowa temperature.
2. Check for satisfactory operation with switch bypassed,
check with ohmmeter, replace if faulty.
Engines & Generators
34
ENGINE TROUBLESHOOTING
Problem
VerificationJRemedy
Probable Cause
Engine slows and stops.
Engine overheats/shuts down.
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
or disconnected.
2. Inspect wiring for short circuits and loose connections.
Inspect switches for proper operation.
3. Fuel starvation.
3. 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.
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. Thermostat - remove and test in hot water.
Replace thermostat.
2b. Loss of coolant - check hoses, hose clamps, drain plug, etc.
for leaks.
2c. 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.
Exhaust smoke problems
1. Blue smoke.
1. Incorrect grade of engine oil. Oil is diluted.
1a. Crankcase is overfilled with engine 011 (oil is blowing out
through the exhaust).
1b. Crankcase breather hose is clogged.
1c. Valves and/or piston rings are worn.
2. White smoke.
2. Engine is running cold.
3. Black smoke.
3. Improper grade of fuel.
3a. Fuel burn incomplete due to high back-pressure in exhaust or
insufficient air for proper combustion (check for restrictions in
exhaust system; check air intake).
3b. Dirty flame arrester.
3c. Faulty carburetor.
3d. Lack of air-check air intake and air filter. Check for proper
ventilation.
3a. Idle mixture jet too rich.
3f. Overload.
TROUBLESHOOTING COOLANT TEMPERATURE AND OIL PRESSURE GAUGES
If the gauge reading is other than what is normally indicated
by the gauge when the instrument panel is energized, the frrst
step is to check for 12 volts DC between the ignition (B+)
and the Negative (B-) terminals of the gauge.
Assuming that there is 12 volts as required, leave the
instrument panel energized and perform the following steps:
1. Disconnect the sender wire at the gauge and see if the
gauge reads zero, which is the normal reading for this
situation.
2. Remove the wire attached to the sender terminal at the
sender and connect it to ground. See if the gauge reads
full scale, which is the nomlal reading for this 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
terminals), the ground side will not necessarily be connected
to the block.
Engines & Generators
35
HURTH HBW TRANSMISSIONS
NOTE: When installing the transmission, make certain that
DESCRIPTION
shifting is not impeded by restricted movability of the cable
or rod linkage, by unsuitably positioned guide sheaves, too
small a bending radius or other restrictions. In order to
mount a support for shift control cable connections, use the
two threaded holes located above the cable bracket mounted
on the gear housing. Refer to the WESTERBEKE parts list.
The information below is specific to-the HBW
Transmissions, the TRANSMISSION TROUBLESHOOTING
SECTION applies to all models.
/"
-----
HURTH HBW 150
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 turn, 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 Check for proper lever travel at least each season.
NEUTRAL
N
A CAUTION: The pOSition of the mechanism behind
the actuating lever Is factory-adjusted to ensure equal
shift lever travel flOm neutral position A and B. If
this mechanism Is in any way tampered with, the
transmission warranty will be void.
SHAFT COUPLINGS
WESTERBEKE recommends a flexible connection between
the transmission 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 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 torsiOJ:lii1 vibration. When using a
universal joint shaft, make certain to observe the
manufacturers instructions.
SHIFT
LEVER
Even with the engine solidly mounted, the use of flexible
coupling or "DRNESAVER" will reduce strcss 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.
COVER
O.Smm
Engines & Generators
36
MINIMUM DISTANCE
HURTH HBW TRANSMISSIONS
INITIAL OPERATION
OPERATING TEMPERATURE
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.
The maximum permissible ATF temperature should not exceed
2300 (110°). This temperature can only be reached for a short
time.
Fill the gearbox with Automatic Transmission Fluid
(DEX1RON III). The fluid level 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 make a visual inspection of the coupling, oil cooler
and hoses, and shift cables.
A WARNING: If the transmission fluid temperature
is too high, stop the engine immediately and check the
transmission fluid.
LOCKING THE PROPELLER
Locking of the propeller 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 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
lli
I
DAILY OPERATION
FLUID LEVEL
o
I I
FLUID DRAIN
'!
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
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
For additional information refer to the following text in this
Transmission Section: SHAFT COUPliNGS, MAINTENANCE
AND TRANSMISSION TROUBLESHOOTING.
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.
HBW TRANSMISSIONS SPECIFICATIONS
I
DRAIN PLUG TORQUE 20 • 25 ft/Ibs
NOTE: When changing the fluid, take care not to lose the
drain plug sealing washer. The drain plug will leak without
this sealing washer.
A
Check the transmission fluid.
D Visually check the gear shift linkage and transmission.
D Start the engine in neutral, allowing a few minutes at
General
(Hurth Standard Transmission) Casehardened helical gears, with a servooperated multiple disc clutch.
Gear ratio (optional)
2.63 : 1 (HBW 150A - 3R)
2.99 : 1 (HBW 150v - 3R)
2.74: 1 (HBW 250 - 3R)
See propeller recommendation chart.
ATF - type A or Dextron - If or III
HBW 150A 0.59 U.S. qts (0.561 liters)
HBW 150V 1.11 U.S. qts (1.05 liters)
HBW 250
0.70 U.S. qts. (.662 liters)
Right hand - standard
transmission
Propeller
lubricating Fluid
Transmission Sump
Capacity
WARNING: Never pull out the dipstick while the
Propeller Shaft
Direction of Rotation
engine is running. Hot fluid will splash from the dipstick hole. This could cause severe burns.
Engines & Generators
37
HURTH HBW TRANSMISSIONS
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-upJWinterize
Storage requires special care. Follow these procedures:
o Drain water from the transmission oil cooler and replace
with a proper mixture of antifreeze coolant.
TYPICAL STEERING STATION
NOTE: This operation will normally occur when the
engine raw water cooling system is properly winterized.
o
o
o
o
For additional information contact:
HURlH MARINE GEAR
Clean up the transmission and touch up unpainted areas
(use heat resistant paint).
Fill the transmission with Dextron III ATF fluid to prevent internal corrosion (extended storage only, twelve
months or more).
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.
ZF Industries
Marine US Headquarters
3131 SW 42nd Street
Fort Lauderdale, FL 33312
Tel.: (954)"581-4040
Fax: (954) 581-4077
NOTE: If the transmission is to be stored for a long time
(twelve months or more), it should be topped offwith
fluid to prevent internal corrosion. Reduce the fluid level
before putting the engine back into service.
Engines & Generators
38
BORG WARNER VELVET DRIVE TRANSMISSION
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 detent
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.
PSTICK
FLUID VENT
Shifting Into Gear
Place the gear shift in Neutral before starting the engine.
Shifting from one selector position to another selector position may be made at any time below 1000 rpm and in any
order. Shifts should be made at the lowest practical engine
speed. Start the engine and set the throttle at idle speed;
allow the transmission fluid to wanll up for a few minutes.
BOROWARNER
VELVET DRIVE
SHIPMENT
Neutral
For safety reasons, the transmission is not filled with
transmission fluid during shipment and the selector lever
is temporarily attached to the actuating shaft.
Move the gear shift lever to the middle position. You should
feel the detent. This centers the actuating lever on the transmission. With the control in tins position, hydraulic power is
completely interrupted and the output shaft of the transmission does not turn.
Before leaving the WESTERBEKE 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.
NOTE: Some transmissions are equipped with a neutral safety
switch. Unless the transmission actuating lever is peifectly
aligned in neutral, the engine starter will not activate.
TRANSMISSION FLUID
Check the transmission fluid level on the dipstick. If the
transmission has not been filled, fill with Dextron 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 and/or at winter lay-up.
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).
A CAUTION: Be certain the transmission is filled
and the correct size cooler is properly installed before
starting the engine.
NOTE: Moving the transmission actuating 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.
Engines & Generators
39
BORG WARNER VELVET DRIVE TRANSMISSION
F
D Clean off the transmission and properly dispose of the
N
used fluid.
N
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.
Check the dipstick for the proper fluid level.
Replace the oil filler cap and dipstick. (Press the dipstick
into place and turn clockwise until finger-tight.)
Run the engine, shutdown and recheck the fluid level.
FORWARD
NEUTRAL
REVERSE
A WARNING: Never pull out the dipstick while the
DAILY OPERATION
engine is running. Hot fluid will splash from the dipstick
hole. This could cause severe burns.
D Check the transmission fluid.
D Visually check the gear shift linkage and transmission.
D Start the engine in ncutral. Allow a few minutes at idle
Oil Capacity
for the fluid to warm.
Approximately 2.5 quarts (2.36 liters) will fill most transmissions to the oil level 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.
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.
D 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.
MAKE CERTAIN THE ---.....__•
RUBBER SEAL IS
SCREWED
TIGHT TO THE
HANDLE
INSPECTION
MAX
D Visually check for oil leaks at the hydraulic connections.
Check for wear on the hydraulic lines and replace if
worn.
D Lubricate the detent ball and shift cable attachments.
D Inspect the shift linkage.
D Inspect the transmission bolts; retorque if necessary.
A CAUTION: Clutch failure will occur if the
transmission shift lever does not fully engage the
detent ball positions.
Oil Temperature
A maximum oil temperature of 190°F (88°C) is recommended. Discontinue operation anytime sump oil temperature exceeds 230°F (l10°C).
CHANGING THE TRANSMISSION FLUID
After the initial 50 hom change, the transmission fluid should
be changed at every 300 operating hours thereafter or at winter haul-out. However, the fluid must be changed whenever it
becomes contaminated, changes color, or smells rancid.
D Remove the oil fillcr cap and dipstick.
PRESSURE GAUGE
An optional mechanical pressure gauge can be installed at
the control panel to constantly monitor the pressme of the
transmission fluid. A normal reading at 2000 rpm in forward
gear should indicate 95 - 120 lb-in2 (6.7 - 8.4 kg-cm2) and be
constant.
D Remove the oil cooler return line and allow the oil to
drain into a container.
D
D
Reconnect the oil cooler return line.
Use a suction pump to remove the transmission oil
through the filler cap/dipstick hole.
Engines & Generators
40
BORG WARNER VELVET DRIVE TRANSMISSION
MAINTENANCE
WARRANTY NOTES
Transmission maintenance is minimal. Keep the exterior
housing clean, check the fluid level as part of your regular
routine, and change thc f1uid every 300 operating hours.
Service manuals are available from your BORG WARNER
dealer.
For assistance, contact:
Periodically inspect the transmission and the cooler for leaks
and corrosion. Make certain the air vent is clear and when
checking the f1uid level look for signs of water contamination
(f1uid will appear as strawberry cream).
BORG WARNER
200 Theodory Rice Blvd.
New Bedford, MA 02745
Tel.: (508) 979-4881
BORG WARNER is aware of the shock loads that can be
Lay-up/Winterize
placed on its gears as the result of mechanical propeller operation 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.
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
o
o
o
A CAUTION: System-related noises or vibrations can
Clean up the transmission and touch-up unpainted areas
(use heat resistant paint).
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.
Fill the transmission with Dextran III ATF fluid to the
fill mark.
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.
If any problems occur with the transmission, see
TRANSMISSION TROUBLESHOOTING in this manual.
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 off with
fluid to prevent internal corrosion. Reduce the fluid level
before putting the engine back into service.
Engines & Generators
41
TRANSMISSION TROUBLESHOOTING
CONTROL CABLES
OIL COOLERS
The majority of transmission difficulties arise as a result of
impropcr clutch adjustments (manual transmissions) or problems with control cables (hydraulic transmissions) rather than
from problems with the transmission itself.
HURTH 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-oil 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. 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.
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 the transmission to
fail.
2. The raw water will leak into the transmission fluid causing 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.
If water has contanunated 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 transmission fluid. Change the transmission filter and clean out
the fluid lines that connect to the cooler.
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 turn 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.
Problem
Transmission gears cannot be shifted.
Shifting pressure too low.
Transmission noise becomes louder.
If the transmission fails to shift properly, it will most likely
need the attention of a qualified transnllssion service facility.
A transnllssion cooler may last ten years or more but, in
some circumstances, depending on operating hours, tropical
waters, maintenance, etc. it nllght only last half that time.
WESTERBEKE recommends having a spare cooler aboard
Probable Cause
VerificationJRemedy
1. Shifting lever is loose.
1. Tighten damping bolt on shifting lever.
2. Shifting cable is broken, bent or
unattached.
2. Check the cable, reattach or replace.
3. Loss of transmission fluid.
3. Check for leaks at transmission seal and output shaft.
Tighten gear case bolts. Check all oil hoses for leaks.
Oil cooler leak - see OIL COOLER.
4. Water in transmission fluid.
4. Replace oil cooler (see OIL COOLEFi). High water in engine
compartment, remedy cause. Shifting pressure too low, see
item 2.
1. Improper fluid.
1. Replace with DEXTRaN 11/ ATF.
2. Filter is dirty (if applicable).
2. Replace filter.
3. Water in transmission fluid.
3. Replace oil cooler - see OIL COOLER.
4. Transmission fluid too low.
4. Add fluid.
5. Air vent is clogged.
5. Remove paint'dirt from vent.
1. Fluid level too low,
so that pump sucks in air.
1. Top up with fluid to marking on dipstick.
2. Damage starting on flexible coupling due
to wear or fatigue, possibly due to misalignment between engine and transmission.
2. Replace flexible coupling. Check alignment between engine
and transmission.
3. Beginning damage of bearings in transmission due to torsional vibrations, running
without fluid, overload, wrong alignment of
transmission, or excessive engine output.
3. Transmission needs professional attention.
Engines & Generators
42
TRANSMISSION TROUBLESHOOTING
Problem
Probable Causa
Verification/Remedy
Chattering transmission noise,
mainly at low engine speed.
1. The engine or propeller generates torsional
1. Mount a flexible coupling with another stiffness factor
vibrations in the drive unit which produces
a "chattering" noise in the transmission.
between the engine and transmission; a coupling with
a higher stiffness factor might be sufficient.
Transmission shifts into gear, but
fails to propel the boat.
1. Output coupling is not turning.
1. Transmission needs professional attention.
2. Propeller shaft is not turning.
2. The coupling bolts are sheared orthe 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
propeller shaft are turning.
3. Inspect the propeller; it may be missing or damaged.
A folding propeller may be jammed.
Variable pitch propeller may be in "no pitch','
NOTE: If you suspect a major problem in your transmission,
immediately contact your WESTERBEKE dealer or an authorized marine transmission facility.
Engines & Generators
43
LAY-UP &RECOMMISSIONING
General
Fuel System [Gasoline]
Many owners rely on their boatyards to prepare their craft,
including engines and generators, for lay-up during the offseason or for long periods of inactivity. Others prefer to
accomplish lay-up preparation themselves.
The procedures which follow will allow you to perfonn your
own lay-up and recommissioning, or will serve as a checklist
if others do the procedures.
These procedures should provide protection for your
engine/generator during a lay-up and also help familiarize
you with its maintenance needs.
If you have any questions regarding lay-up procedures, call
your local servicing dealer. He will be more than willing to
provide assistance.
Top off your fuel tanks with unleaded gasoline of 89 octane
or higher. A fuel conditioner such as STABIL 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 [Diese~
Top off your fuel tanks with No.2 diesel fuel. Fuel additives
such as BIOBOR and STABIL 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 seperator used in the system. Change the element
in your primary fuel filter/water seperator, if the fuel system
has one, and clean the seperator 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.
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 oftens 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.
Raw Water Cooling Circuit
Close the through-hull fitting. Remove the raw water intake
hose from the fitting. 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 debis 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. Get a replacement, if needed, and a
cover gasket. Do not replace the impeller (into the pump)
until recommissioning, but replace the cover and gasket.
Fresh Water Cooling Circuit
A 50-50 solution of antifreeze and distilled water is recommended for use in the fresh water cooling system at all times.
This solution may require a higher concentration of antifreeze,
depending on the area's winter climate. Check the solution to
make sure the antifreeze protection is adequate.
Should more antifreeze be needed, drain an appropriate 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. Then recheck the antifreeze solution's strength.
Lubrication System
With the engine wann, 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
"engine oil change".
Run the engine and check for proper oil pressure and make
sure there are no leaks.
A CAUTION: Do not leave the engine's old engine
Cylinder Lubrication [Gasoline]
Spray fogging oil into the open air intake, with the flame
arrestor 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.
oil in the sump over the lay-up period. Engine 011 and
combustion deposits combine to produce harmful
chemicals which can reduce the life of your engine's
internal parts.
NOTE: The spark plugs will need to be removed for cleaning
and regapping at spring commissioning.
Engines & Generators
44
LAY-UP & RECOMMISSIONING
Starter Motor
Spare Parts
Lubrication and cleaning of the starter drive pinion is advisable,
if access to the starter permits its 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.
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 SPARE PARTS section of this manual.
Cylinder Lubrication [Diesel]
Recommissioning
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 replacements for the injector and return
line sealing washers.
The recommissioning of your WESTERBEKE engine after a
seasonal lay-up generally follows the same procedures as
those presented in the PREPARATIONS FOR STARTING
section regarding preparation for starting and normal starts.
However, some of the lay-up procedures will need to be
counteracted before starting the engine.
Intake Manifold [Gasoline]
1. Remove the oil-soaked cloths from the intake manifold
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!
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 witl1 a new cover gasket.
Intake Manifold and Thru-Hull Exhaust
3. Reinstall the batteries that were removed during the layup, 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.
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 visable 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.
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 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.
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.
4. Remove the spark plugs, wipe clean, re-gap, and install to
proper tightness [gasoline J.
A WARNING: Lead acid batteries emit hydrogen, a
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.
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 anticorrosion coating. Check that the transmission vent is open.
For additional information, refer to the TRANSMISSION
6. Start the engine in accordance with procedures described
in the PREPARATIONS FOR INmAL START-UP section of
this manual.
SECTION.
Engines & Generators
45
WESTERBEKE 41G and 70G MARINE ENGINE SPECIFICATIONS
SPECIFICATIONS
Engine Type
Gasoline, four-cycle, four-cylinder,
fresh water-cooled, Vertical, in-line
overhead mechanism.
Displacement
41G
70G
Combustion Chamber
Multi-sphere type ..
Bore & Stroke
41G
70G
65.4 cubic inches (1071 cc)
90.0 cubic inches (1490 ce)
2.76 x 2.74 cU.in. (70.0 x 69.6 mm)
3.03 x 3.15 cu.in. (77.0 x 80.0 mm)
Firing Order
1 - 3 - 4 -2
Direction of Rotation
Clockwise, when viewed from the front.
Compression Ratio
41G
70G
Inclination
Distributor
Solid state type with signal generator and
igniter.
Spark Plug Thread Size
14mm X 1.25 pitch
Carburetor (STD Type)
Down draft type, single barrel.
USCG approved flame arrester
Spark Plug Gap
.030 inches (0.8 mm)
FUEL SYSTEM
9.2:1
9.0:1
Dimensions - inches (mm) Height:
Width:
Length:
Weight
Battery ignition 12V negative ground.
Distributor with ignition module and igniter.
Ignition coil and spark plugs.
24.6 inches
21.0 inches
33.0 inches
410
356 Lbs (161.6 Kg)
70G
348 Lbs (147.8 Kg)
(624mm)
(533mm)
(838mm)
Continuous 26°
Temporary 30°
TUNE-UP SPECIFICATIONS
General
Conventional carburetor type with electric
fuel pump ..
Fuel
Regular or unleaded gasoline with an octane
rating of 89 or better.
Fuel Lift Pu mp
Electric-lift capability of 6 ft. (18mm).
Fuel Consumption
4.0 U.S. GPH at 3000 rpm.
Fuel Filter
(on engine)
Replaceable cartridge-screw on.
170 psi (12 kg/cm') at 300 rpm
Air Cleaner
(flame arrester)
Metal screen type - cleanable.
Compression Pressure
(Limit of difference
between cylinders)
128 psi (882.56 Kpa)
AirFlow
(engine combustion)
69.5 cfm (1.9 cmm).
Valve TIming
Intake Opens 15° BTDC
Intake Closes 58° ABDC
ELECTRICAL SYSTEM
H negative ground.
Exhaust Opens 58° BBDC
Exhaust Closes 15° ATDC
Starting Battery
Valve Seat Ang Ie
Batte ry Capacity
Intake 45"
Exhaust 45°
300 - 600 Cold Cranking Amps (CCA).
Starter
.12 Volt, reduction -solenoid mounted.
Valve Clearance
(engine warm)
Intake 0.010 inches (0.25 mm)
Exhaust 0.012 inches (0.30 mm)
DC Charging
12 VDC belt driven alternator.
DC Charging Cranking
Current
175 - 200 amps (cold engine)
"!!Pft'I....~
12 Volt,
COOLING SYSTEM
General
Fresh water-cooled block, thermostaticallycontrolled with heat exchanger.
General
Pressure fed system
Operating Temperatu re
130 -150° F(55 - 66° C)
Oil Filter
Full flow, paper element, spin-on type
Fresh Water Pump
Centrifugal type, metal impeller, belt-driven.
Sump Capacity
(not including filter)
3.9 U.S. qts (3.7 liters)
plus filter/cooler assembly
Raw Water Pump
Positive displacement, rubber impeller,
belt-driven.
Operating Oil Pressure
(engine hot)
55-75 psi (3.8 - 5.2 kg/cm')
System Capacity
(coolant)
7.0 US qts (6.6 liters)
Oil Grade
API Specification of SJ.
Note: For transmission specifications refer to the TRANSMISSION SECT/ON.
Engines & Generators
46
TORQUE SPECIFICATIONS • 41 Gand 70G MARINE ENGINE
COMPONENT
FT-LB
KG-M
Air Cleaner Bracket
Alternator Bracket
Alternato r Strap
Back Plate
Camshaft Sprocker Nut
Carburetor
Connecting Bearing Rod Cap
Coolant Pump
Coolant Pump Pulley
Coolant Temperature Sender
Coolant Temperature Switch
Crankshaft Pulley Nut
Cylinder Head bolts
Cold
Cylinder Head Cover
Drive Plate
Exllaust Manifold
Front Housing Assembly
Flywheel
12.7-17.4
25.5 - 35.6
12.7 -17.4
51-72
51 - 58
1.9-2.6
3.8 - 5.3
1.9 - 2.6
7.0 -10.0
7.0 - 8.0
22 - 25
14 - 22
12 -17
9 -13
9 -13
80 - 87
3.0 - 3.5
1.9 - 3.1
1.6 - 2.4
1.2 -1.8
1.2 -1.8
11.0 - 12.0
56 -59
2.6 - 4.0
16.1 - 18.1
12 -17
12.7 -17.4
60 - 65
7.8 - 8.2
4.0 - 6.0
2.4 - 2.7
1.6 - 2.4
1.9-2.6
8.3 - 9.0
COMPONENT
FT-LB
KG-M
Intake Manifold
Main Bearing Cap
Oil Pan
Oil Pressure Sender
Oil Pressure Switch
Oil Pump
Oil Strainer
M6
M8
Rear Cover Assembly
Rocker Shaft Assembly
Spark Plug
Thermostat Cover
Thermostat Housing
Timing Belt Crank Pulley Bolt
Timing Chain Cover
Timing Tension Lock Bolt
Water Pump
12 -17
56.4 - 60.4
0.7 -1.2
9 -13
9-13
14 -- 22
1.6 - 2.4
8.4 - 9.0
5.0 - 9.0
1.2 -1.8
1.2 -1.8
1.9 - 3.1
5.3 - 8.0
10.7 -15.4
5.3 - 8.0
12 -18.1
11 -17
12.7 -- 20.8
14- 22
120-134.4
1.9-3.1
25.5 -- 35.6
12.7-17.4
8.0 -12.0
1.6 - 2.3
8.0 -12.0
1.8 - 2.7
1.5 - 2.3
1.9 - 3.1
1.9 - 3.1
18.0 - 20.0
14 -22
3.8 -- 5.3
1.9 -- 2.6
NOTE: Formula to convert Ft-Lbs to Nm (Newton Meters) multiply Ft-Lb x 1.356.
Engines & Generators
47
STANDARD HARDWARE
BOLT HEAD MARKINGS
Metric boll class numbers identify bolts by their strength with 10.9 the
strongest.
Bolt strength classes are embossed on the head of each bolt.
Customary (inch) bolts are identifed by markings two to grade eight
(strongest). The marks correspond to two marks less than the actual grade,
i.e.; a grade seven bolt will display five embossed marks.
~ij,
NOTES: 1. Use the torque values listed below when specific torque values are not available.
2. These torques are based on clean, dry threads. Reduce torque by 10% when engine oil is used.
3. Reduce torques by 30% or more, when threading capscrews into aluminum.
METRIC BOLT & NUT TORQUE SPECIFICATIONS
STANDARD BOLT & NUT TORQUE SPECIFICATIONS
Capsrew Body Size
(Inches) • (Thread)
SAE Grade 5
Torque
Ft·Lb (Nm)
SAE Grade 6-7
Torque
Ft-Lb (Nm)
SAE Grade 8
Torque
A-lb(Nm)
8 (11)
10 (14)
10 (14)
-28
5/16-18
- 24
17 (23)
19 (26)
19 (26)
24 (33)
27 (37)
3/8 -16
- 24
31 (42)
35 (47)
34 (46)
44 (60)
49(66)
7/16 -14
- 20
49 (66)
55 (75)
55 (75)
70 (95)
78 (106)
1/2 -13
-20
75 (102)
85 (115)
85(115)
105 (142)
120(163)
9/16-12
-18
110 (149)
120 (163)
120(163)
155 (210)
170 (231)
5/8 -11
-18
150 (203)
170 (231)
167 (226)
210 (285)
240 (325)
3/4 -10
270 (366)
295 (400)
2S0 (380)
-16
375 (508)
420"(569)
7/8 - 9
-14
395 (536)
435 (590)
440 (597)
605 (820)
675 (915)
1- B
-14
590 (SOO)
660 (895)
660 (895)
910 (1234)
990 (1342)
1/4 - 20
Dia.
Wrench Size
Grade 4.6
F1-Lb (Nm)
Grade 4.8
FI·Lb (Nm)
M3
M4
M5
S.Smm
7mm
Bmm
0.3 (0.5)
O.S (1.1)
1.5 (2.5
0.5 (0.7)
1 (1.5)
2 (3)
1 (1.3)
2 (3)
4.5 (6)
1.5 (2)
3(4.5)
6.5 (9)
M8
M9
Ml0
10mm
13 mm
16mm
3 (4)
7 (9.5)
14 (19)
4 (5.5)
10 (13)
18 (25)
7.5 (10)
18 (25)
37 (50)
11 (15)
35 (26)
55 (75)
M12
M14
M16
lSmm
21 mm
24mm
26 (35)
37 (50)
59 (80)
33 (45)
55 (75)
85 (115)
63 (85)
103 (140)
159 (215)
97 (130)
151 (205)
232 (315)
M18
M20
M22
27mm
30mm
33mm
81 (110)
118 (160)
159 (215)
118 (160)
166 (225)
225 (305)
225 (305)
321 (435)
435 (590)
321 (435)
457 (620)
620 (840)
M24
M27
M30
36mm
41 mm
46mm
203 (275)
295 (400)
402 (545)
288 (390)
417 (565)
568 (770)
553 (750)
811 (1100)
1103 (1495)
789 (1070)
1154 (1565)
1571 (2130)
M33
M36
51 mm
55mm
546 (740)
700 (950)
774 (1050)
992 (1345)
1500 (2035)
1925 (2610)
2139 (2900)
2744 (3720)
Boll
12 (16)
14 (19)
Grade 8.8 - 9.8 Grade 10.9
F1-Lb (Nm)
FI·Lb (Nm)
SEALANTS & LUBRICANTS
Use LIQUID TEFLON for sealing pipe plugs and fillings that connect coolant
passages. Do not use tape sealants!
GASKETS/SEALANTS
Oil based PERMATEX #2 and ifs HIGH TACK equivalent are excellent all
purpose sealers. They are effective in just about any joint in contact with
coolant, raw water, oil or fuel.
A light coating of OIL or LIQUID TEFLON can be used on rubber gaskets
and O-rings.
LOCTITE hydraulic red sealant should be used on oil adapter hoses and the oil
filter assembly.
Coat both surfaces of the oil pan gasket with high temp RED SILICONE sealer.
When installing gaskets that seal around water (coolant) passages, coat both
sides with WHITE SILICONE grease.
High-copper ADHESIVE SPRAYS are useful for holding gaskets in position during assembly.
Specialized gasket sealers such as HYLOMAR work well in applications requiring non-hardening properties. HYLOMAR is particlarly effective on
copper cylinder-head gaskets as it resists fuel, oil and water.
BOLTS &FASTENERS/ASSEMBLIES
Lightly oil head bolts and other fasteners as you assemble them. Bolts and
plugs that penetrate the water jacket should be sealed with PERMATEX #2 or
HIGH TACK.
When assembling the flywheel, coat the bolt threads with LOCTITE blue.
Anti-seize compounds and thread locking adhesives such as LOCTITE protect
threaded components yet allows them to came apart when necessary.
LOCTITE offers levels of locking according to the job.
LITHIUM based grease is waterproof, ideal for water pump bearings and stuffing boxes.
Heavily oil all sliding and reciprocating components when assembling. Always
use clean engine oil!
Engines & Generators
48
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
VOLUME
Cubic Inches (in3) x 16.387 = Cubic Centimeters x .061 =i n3
Imperial 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-Ib) x .113 = Newton Meters (Nm) x 8.85 =in-Ib
Pounds-Force Feet (ft-Ib) x 1.356 = Newton Meters (Nm) x .738 = ft-Ib
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) = (OC X 1.8) + 32
Degree Celsius (OC) = (OF - 32) x .56
Engines & Generators
49
METRIC CONVERSIONS
MILLIMETERS TO INCHES
INCHES TO MILLIMETERS
r-
Inches
mm
1
2
3
4
5
10
25.40
50.80
76.20
101.60
127.00
254.00
mm
Inches
15
20
25
30
35
40
10 MILLIMETERS
381.00
508.00
635.00
762.00
889.00
1016.00
mm
Inches
mm
Inches
1
2
3
4
5
10
0.0394
0.0787
0.1181
0.1575
0.1969
03937
15
20
25
30
35
40
0.5906
0.7874
0.9843
1.1811
1.3780
1.5748
=1CENTIMETER, 100 CENTIMETERS =1 METER =39.37 INCHES (3.3 FEET)
METERS TO INCHES
INCHES TO METERS
Inches
Meters
1
2
3
4
5
6
0.0254
0.0508
0.0762
0.1016
0.1270
0.1524
Inches
Meters
7
8
9
10
11
12
Meters
Inches
0.1
0.2
0.3
0.4
0.5
0.6
0.1778
0.2032
0.2286
0.2540
0.2794
0.3048
3.937
7.874
11.811
15.748
19.685
23.622
Meters
Inches
27.559
31.496
35.433
39.370
43.307
47.244
0.7
0.8
0.9
1.0
1.1
1.2
TO CONVERT METERS TO CENTIMETERS, MOVE DECIMAL POINT TWO PLACES TO THE RIGHT
YARDS TO METERS
METERS TO YARDS
Yards
Meters
Yards
Meters
Meters
Yards
Meters
1
2
3
4
5
0.91440
1.82880
2.74320
3.65760
4.57200
6
7
8
9
10
5.48640
6.40080
7.31520
8.22960
9.14400
1
2
3
4
5
1.09361
2.18723
3.28084
4.37445
5.46807
6
7
8
9
10
MOVE DECIMAL POINT FOR HIGHER VALUES -
POUNDS TO KILOGRAMS
kg
Ib
kg
Ib
0.454
0.907
1.361
1.814
2.268
1
2
3
4
5
6
7
8
9
10
e.g. 6,000 METERS = 6,561.68 YARDS
KILOGRAMS TO POUNDS
kg
Ib
kg
2.722
3.175
3.629
4.082
4.536
2.205
4.409
6.614
8.818
11.023
1
2
3
4
5
GALLONS TO LITERS
Gallons
1
2
3
4
5
Liters
3.79
7.57
11.36
15.14
18.93
Liters
1
2
3
4
5
0.47
0.95
1.42
1.89
2.37
6
7
8
9
10
Gallons
Liters
Liters
Gallons
10
20
30
40
50
37.86
75.71
113.57
151.42
189.28
1
2
5
10
20
0.26
0.53
1.32
2.64
5.28
Liters
Gallons
60
90
120
150
180
15.66
23.77
31.32
39.62
47.54
LITERS TO PINTS
Pints
Liters
6
7
8
9
10
2.84
3.31
3.79
4.26
4.73
Pints
Liters
2.11
4.23
6.34
8.45
10.57
6
7
8
Liters
1
2
3
4
5
Pints
12.68
14.79
16.91
19.02
21.13
9
10
TEMPERATURE
32
I
40
I
50
I
60
I
70
I
Ib
13.228
15.432
17.637
19.842
22.046
LITERS TO GALLONS
PINTS TO LITERS
Pints
Yards
6.56168
7.65529
8.74891
9.84252
10.93614
75
I
85
I
95
I
105 140
I
I
I
I
I
I
I
I
I
I
I
I
0
5
10
15
20
25
30
35
40
60
Engines & Generators
50
175 212
I
I
I
OF
I
80 100
°C
SUGGESTED SPARE PARTS
WESTERBEKE MARINE GASOLINE ENGINES
CONTACT YOUR WESTERBEKE DEALER FOR SUGGESTIONS AND ADDITIONAL INFORMATION
FUEL
FILTERS
LIFT PUMP FILTERS
WITH GASKET
THERMOSTAT AND
GASKET
CARBURETOR
FILTER SCREEN
ENGINE BELTS
--
WESrERBEKE RECOMMENDS CARRYING ENOUGH SPARE
ENGINE OIL (YOUR BRAND) FOR AN OIL CHANGE (5 DrS.)
AND A GALLON OF PREMIXED COOLANT.
DISTRIBUTER CAP
AND WIRES
SPARE PARTS KITS
WESTERBEKE also offers two Spare Parts Kits,
each packaged in a rugged, rust free toolbox.
KIT A includes the basic spares.
KIT B is for more extensive off-shore cruising.
KIT B
Impeller Kit
Water Pump Repair Kit
KIT A
Thermostat Kit
Impeller Kit
Zinc Anodes
Heat Exchanger Gasket
Oil Filter
Complete Gasket Kit
Drive Belt
Heat Exchanger Gasket
Oil Filter
Zinc Anodes
Drive Belt
Spark Plugs
Spark Plugs
Engines & Generators
51
Engines & Generators
1021 WMlDW 11(99
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