Technical and Parts Manual 019419

Technical and Parts Manual 019419
TECHNICAL MA.NUAL
.
.
WESTERBEKE L25
Mar·lna Diesel Engine
Publication 19419
Edition 4
July 2010
WESTERBEKE .
WESTEFisEi<ECORPORATION
MYLES STANDISH INDUSTRIAL PARK
160 JOHN HANCOCK ROAD, TAUNTON, MA 02780-7319
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SECTION INDEX
GENERAL
Introduction
Insta,lIation
Operation
Maintenance
ENGINE OVERHAUL
'OTHER OVERHAUL
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Marine Engine Electrical System
Cooli!1g System (External)
Transmissions
GENERATOR SETS
HYDRAULIC CRANKING SYSTEM
SERVICE BULLETINS
4
.YOUR NOTES
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INTRODUCTION
5
IMPORTANT
THIS MANUAL IS A DETAILED GUIDE TO THE INSTALLATION, START-UP, OPERATION
AND MAINTENANCE OF YOUR WESTERBEKE MARINE DIESEL ENGINE. THE INFORMATION IT CONTAINS IS VITAL TO THE ENGINE'S DEPENDABLE, LONG TERM OPERATION.
READ IT
KEEP IT IN A SAFE PLACE
KEEP IT HANDY FOR REFERENCE AT ALL TIMES
FAILURE TO DO SO WILL INVITE SERIOUS RISK, NOT ONLY TO YOUR INVESTMENT,
BUT YOUR SAFETY AS WELL.
UNDERSTANDING THE DIESEL ••••
The diesel engine closely resembles the
gasoline engine inasmuch as the mechanism
is essentially the same. Its cylinders
are arranged above its closed crankcase;
its crankshaft is of the same general type
as that of a gasoline engine; it has the
same sort of valves, camshaft, pistons,
connecting rods, 1ubric~ting system and
reverse and reduction gear.
,
Therefore, it.fo110ws to a great extent
that a diesel engine requires the same
preventative maintenance as that which any
intelligent operator would give to a gasol~rie engine. The most important factors
are proper maintenance of the fuel, lubricating and cooling systems. Replacement
of fuel and lubricating filter elements at
the time periods specified is a must, and
frequent checking for contamination (i.e.
water, sediment etc.) in the fuel system
is also essential. Anoth~r important
factor is the use of the same brand of
"high detergent" diesel lubricating oil,
designed specifically for diesel engines.
The diesel engine does differ from the
gasoline engine, however, in the method of
handling and firing its fuel. The carburetor and ignition systems are done away
with and in their place is a single component - the Fuel Injection'Pump - which
performs the function of both.
Unremitting care and attention at the
factory have resulted in a Westerbeke
engine capable of many thousands of hours
of dependable service. What the manufacturer cannot control, however, is the
treatment it receives in service. This
part rests with you!
ORDERING PARTS
Whenever replacement parts are needed,
always include the complete part description and part number (see separate Parts
List furnished, if not part of this publication). Be sure to include the
engine's model and serial number. Also
be sure to insist upon Westerbeke factory
packaged parts, because "will fit" parts
are frequently not made to the same
specifications as original equipment.
GENERATOR SETS
Westerbeke diesels are used for both
the propulsion of boats and for generating
electrical power. For generator set app" 1ications, all details of this Manual
apply, except in regard to certain portions of the Installation, Operation and
Maintenance sectio,ns. Additional information is provided in the section titled
Gene'rator Sets, Section T.
6
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INSTALLATION
7
FOREWORD
Since the boats in which these· engines are used are many and varied,
details of engine installation are equally so. It is not the purpose of
this section to advise boatyards and engine installers on the generally
well understood and well developed procedures for installation of engines. However, the following outline of general procedure is included
because it is valuable in explaining the functions ox each component,
the reasons why, the precautions to be watched and the relationship of
the installation to the operation of the engine'. There are details of
the installation which should have a periodic check and of which the
operator should have a thorough understanding to insure good operating.
conditions for the engine and correct procedure for its servicing.
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INSPECTION OF EQUIPMENT
The engine is shipped from the factory
mounted securely and properly crated. Accessory equipment is shipped in a separate
small box, usually packed with the engine
crate.
Before accepting shipment from the
transportation company, the crate should
be opened and an inspection made for concealed damage. If either visible or concealed damage' is noted, you should require
the delivering agent to sign "Received in
damaged condition". Also check contents
of the shipment against the packing list
and make sure note is made of any discrepancies. This is your protection against
loss or damage. Claims for loss or damage
must be made to the carrier, not to J. H.
Westerbeke Corporation.
pry against this with crowbar, as you may
distort the coupling.
In 'some cases it may be necessary to
lift the engine in other than. the regular
horizontal position. It may be that the
engine must be lowered endwise through a
small hatchway which cannot be made larger.
. If the opening is extremely restricted it
is possible to reduce, to some extent, the
outside clearances such as gener~tor,
cooling piping, water tank, filters,
mounting lugs, etc. This accessory equipment should be removed by a comp'etent
mechanic and $pecial care should be taken
to avoid damage to any exposed parts and
to avoid dirt entering openings. The parts
which have been removed should be returned
to position as soon as the restriction has
been passed.
In case it is necessary to hoist the
RIGGING AND LIFTING
engine either front end upwards or reverse
The engine is fitted with lifting rings. gear .end upwards, the attachment of slings
Rope or chain slings should be atmust be done very carefully to avoid the
tached to the rings and the engine lifted
possibility of damage to the parts on
by means of tackle attached to this sling.
whic~ the weight may bear.
It is best if
The lifting rings have been designed to
special rigging work be done by someone
carry the full weight of the engine,
experienced and competent in the handling
therefore auxiliary slings are not reof heavy machinery.
quired or desired.
ENGINE BOLTS
CAUTION: Slings must not be so ,short as
It is recommended that bronze hanger
to place the engine lifting eyes in sigbolts of appropriate size be used through
nificant sheer stress. Strain on the
the engine flexible mounts. Lag screws
engine lifting eyes must not be in excess
are less preferred because their hold on
of 100 from the vertical. A spacer bar
the wood is weakened every time they are
must be placed between the two lifting
moved, whereas the lag bolt stays in poseyes, if supported by valve cover studs.
ition and the nut on top is used to tightThe general rule in moving engines is
en the engine down or is removed to permit
to see that all equ'ipment used' is amply
strong and firmly fixed in place. Move'the the engine to be lifted. The bolt itself
stays in position at all times, as a stud,
engine a little at a time and see that it
and
the bond between the bolt and the wood
is firmly supported. Eliminate possibilis
not
weakened by its removal.
ity of accidents'by avoiding haste. Do
not lift from the propeller coupling, or
8
FOUNDATION FOR ENGINE
A good engine bed contributes much
toward the satisfactory operation of the
engine. The engine bed must be of rigid
construction and neither deflect nor twist
when subjected to the engine weight or the
position the boat may have to take under
the effects of rough seas. The bed must
keep the engine within one or two thousandths of an inch of this position at all
times. It has to withstand the forward
push of the propeller which is applied to
the propeller shaft, to the thrust washer
bea~ing in the engine and finally to the
engine bolts and engine bed.
In fiberglas hulls, we recommend that
similar wooden stringers as in wooden
hulls be formed and fitted, then glassed
- to the hull securely. This allows hanger
bolts to be installed firmly in wood, thus
reducing noise and- transmitted vibration.
~ The temptation to install the engine on
a pair of fiberglas "angle irons" should
be resisted. Such construction will allow
engine vibrations to pass through- to the
hull. Flexible mounts require a firm
foundation against which to react if they
are to do their job. When possible, f.ollow
bed design "A" and avoid bed design "B".
PROPELLER COUPLING
Each Westerbeke Diesel engine is regularly fitted with a suitable coupling for
connecting the propeller shaft to the
engine._
The coupling must not only transmit the
power of the engine to turn the shaft, but
must also transmit the thrust either ahead
or astern from the shaft to the thrust
bearing which is built into the reduction
gear housing of the engine. This coupling
is very carefully machined for accurate
fit.
For all engine models, a propeller halfcoupling, bored to shaft size -for the
specific order, is supplied. The coupling
eith~r has a keyway with set screws or is
of the clamping type.
The forward end of the propeller shaft
has a long straight keyway. Any burrs
should be r:emoved from the shaft end. The
coupling should be a light drive fit on
the shaft and the shaft should not have to
be scraped down or filed in order to get a
fit. It is important that the key be
properly fitted both to the shaft and the
coupling. The key should fit -the side of
the keyway very closely, but should not
touch the top of the keyway in the hub of (
the coupling.
If it seems difficult to drive the
coupling over the shaft, the coupling can
be expanded by heating in a pail of boiling water. The face of the propeller
coupling must be exactly perpendicular to
the centerline or axis· of the propeller
shaft~
PROPELLER
The type and size of propeller varies
with the gear ratio and must be selected
to fit the application based upon boat
tests. To utilize the full power of the
engine, and to achieve ideal loading -conditions, it is desirable to use a propeller which will permit the engine to reach
its full rated speed at full throttle
under normal load.
·ALIGNMENT OF ENGINE
The engine must be properly and exactly
aligned with- the prop.eller shaft. No
matter what material is used to build a
boat it will be found to be flexible to
(some extent and the boat hull will change -."
its shape to a greater extent than- is
usually realized when it is launched and
operated in the water. It is therefore
very important to check the engine align-
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ment at frequent intervals and to correct
any errors when they may appear.
Misalignment between the engine and the
propeller shaft is the cause of troubles
which are blamed often on other causes.
It will create excessive bearing wear,
rapid shaft wear and will, in many cases,
reduce the life of the hull by loosening
the hull fastenings. A bent propeller·
shaft will have exactly the same effect
and it is therefore necessary that the
propeller shaft itself be perfectly
straight.
One particularly annoying result of misalignment may be leakage of transmission
oil through the rear oil seal. Check to
make sure that alignment is within the .
limits prescribed •.
The engine should be moved around on
the bed and supported on the screw-jacks
or shims until the two halves of the couplings can be brought together without using
force and so that the flanges meet evenly
all around. It is best not to drill the
foundation for the foundation bolts until
the approximate alignment has been.accurately determined.
Never· att.empt a final alignment With
the boat on land. The boat should be in
the water and have had an opportunity to
assume its final water form. .It ·is best
to do the alignment with the fuel and
water tank about half full and all the
usual equipment on board and after the
main mast has been stepped and final rigging has .been accomplished.
Take .plenty of time in making this'
alignment and do not be satisf:Ledwith
anything iess than perfect results.
The alignment is correct when the shaft
can be slipped backwards and forward into
the coun·terbore very easily and when a
feeler gauge indicates that the flanges
come exactly together at all points. The
two halves· of the propeller coupling
should be 'parallel within 0.002. inches (A).
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In making the final check for alignment,
the engine half coupling should be held in
one position and the alignment with t~e
propeller coupling tested with the propeller
coupling in each of four positions, rotated
90 0 between each position. This test will
also check whether the propeller half coupling is in exact alignment on its shaft •.
Then, keeping the propeller coupling in one
position the alignment should be checked
rotating the engine half coupling to full
position each 90 0 from the next one.
The engine alignment should be rechecked
after the boat has been in service·for one
to three weeks and, if necessary, the
alignment remade.. It will usually be
found that the engine is no longer in
alignment. This in not because the work
was improperly done at first, but because
the boat has taken some time to take its
final shape and the .engine bed and engine
stringers have probably absorbed some
moisture. It may even be necessary to realign at a further period.
The coupling should always be opened up
and the bolts removed whenever the boat is
hauled out or moved from the land.to the
water, and during storage .in a cradle.
The flexibility of the boat often put~ a
very severe strain on the shaft or the
coupling or both when it is being moved.
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 are
dry for a considerable time.
EXHAUST SYSTEM
Exhaust line installations vary considerably and each must be designed for the
particular job. The general requirements
are to provide an outlet line with a minimum of restrictions and arranged so that
sea water, rain water, or condensation
cannot get back into the engine. There
should be a considerable fall in the line
between the exhaust ·manifold flange and
the discharge end. This slope in the pipe
makes it difficult for water to be driven
in very far by a wave; and a steep drop
followed by a long slope is better than a
straight gradual slope. Avoid ~ny depression or trough to the line which would
fill with water and obstruct the flow of
exhaust gas. Also avoid any sharp bends.
Brass or copper is not acceptable for
wet exhaust systems, as the combination of
salt water and diesel exhaust gas will
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cause rapid deterioration. Galvanized
iron fittings and galvanized iron pipe is
recommended for the exhaust line. The exhaust line must be at least as l~rge as
the engine exhaust manifold flange and be
increased in size if there is an especial~
ly long run and/or many elbows. It should
be increased by 1/2" in I.-D. for every 10
feet beyond the first 10 feet.
. support for the rubber hose to prevent
sagging, bending, and fo~ation of water
pocket·s.
Always arrange that water discharge
into the rubber hose section is behind a
riser or·sufficient1Y below the exhaust
flange so that water cannot possibly flow
back into the engine. Also make sure that
entering sea water cannot spray di·rect1y
against the inside of the exhaust piping.
Otherwise excessive erosion will occur.
MEASURING EXHAUST GAS BA~K PRESSURE
Back pressure must be measured on a
straight section of the exhaust line and
as near as possible to the engine exhaust
manifold. The engine should be run at
maximum load during the measurement period.
Set-up should be as shown below.
1. For normally asperated engines:
Pressure Test Mercury Test Water Column
1-1/2" Max PSI 3" Mercury
=
39"
EXHAUST SYSTEM WITH WATER JACKETED
STANDPIPE
To insure vibration doesn't transmit to
hull, use a flexible section preferably of
stainless steel, no less than 12" overall,
threaded at each end and installed as
close to the engine as possible. This
flexible section should be installed with
no bends and covered with insulating material. The exhaust pipe should be properly
supported by brackets to eliminate any
strain on the manifold flange studs. Many
installations use flexible rubber exhaust
hose for the water cooled section of the
exhaust line because of the ease ot installation and f1exibi+ity. Provide adequate
WATEq 01 SCIIAQGt
WAT[Q LI'T [ ...AUiT ,Y5T["
WITII
I·J/~"
~.!:.Ui'!
2. For turbo-charged engines:
Pressure Test Mercury Test Water Column
0.75 Max PSI
1-1/2" Mercury = 19-1/2"
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Checking The Back Pressure
1. Exhaust pipe flange
2. Exhaust line
3. Transparent plastic hose, partly filled
with water. Measurement "A" may not
exceed 39" for normally asperated
engines and 19.5" for turbo-charged
engines.
04U,ru'
0.0.
WATER LIFT EXHAUST SYSTEM WITH
IIHYDRO-HUSH" MUFFLER
WATER CONNECTIONS
Seacocks and strainers should be of the
full flow type at least one size greater
than the inlet· thread 'of the sea water
pump. The strainer should be of the type
w~ich may be withdrawn for cleaning while
the vessel is at sea.
Water lines can be copper tubing or
wire-wound, reinforced rubber hose. In
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any case, use a section of flexible hose
that will not collapse under suction, between the hull inlet and engine and between
the outlet and the exhaust system. This
takes up vibration and permits the engine
to be moved slightly when it's being realigned. Do not use street elbows in
suction piping. All pipe. and fittings
should be of bronze. Use sealing compound
at all connections to prevent air leaks.
The neoprene impeller in the sea (raw)
water pump should 'never be run dry.
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FUEL TANK AND FILTERS
Fuel tanks may be of fiberglass, monel,
aluminum, plain steel or terne plate. If
made of fiberglass, be certain that the
interior is gel coated to prevent fibers
from contaminating the fuel system.
Copper or galvanized fuel tanks should not
be, used. It is not necessary to mount the
tank above the engine level as the fuel lift
,pump provided will 'raise the fuel from the
tank. The amount of lift should be kept
minimum (6 feet 'being maximum). If a tank
i~ already installed above engine level it
can be utilized in this position. Great
care' should be taken to ensure that the fuel
system is correctly installed so that airlocks are eliminated and precautions taken
against dirt and water entering the fuel.
A primary fuel filter of the water collecting type should be installed between
the fuel tank and the fuel lift pump. A
recommended type 'is available from the
list of accessories. The secondary fuel
filter is fitted on the engine between the
fuel lift pump and the injection pump and
has a replaceable element.
As the fuel lift pump has a capacity in
excess of that required by the injection
pump, the overflow is piped to the fuel
tank and should be connected to the top of
the tank or as near the top as possible.
To insure satisfactory operation"a
diesel engine must have a dependable supply of clean diesel fuel. For this reason,.
cleanliness and care are especially important at the time when the fuel tank is
installed, because dirt left anywhere in
the fuel lines or tank will certainly
cause fouling of the injector nozzles when
the engine is started for the first time.
FUEL PIPING
We recommended copper tubing together
with suitable fittings, both for the supply
line and the return line. Run the tubing
in the longest pieces obtainable to avoid
the use of unnecessary fittings and connectors. The shut off valve in the line
between the fuel tank and engine should be
of the fuel oil type, and it is important
that all joints be free of pressure leaks.
Keep fuel lines as far as possible from
exhaust pipe for minimum temperature, to
eliminate "vapor locks".
The fuel piping leading from the tank
to the engine compartment should always be
securely anchored to prevent chafing.
Usually the copper tubing is secured by
means of copper straps.
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The final connection to the engine
should be through flexible rubber hoses.
ELECTRIC PANEL
The Westerbeke all-electric panel utilizes ari electronic tachometer with a
built-in hour meter. Tachometer cables
are no longer required, except for the
Skipper mechanical panel. Mounted on the
panel are an ammeter, water temperature
gauge and oil pressure gage. Each instrument is lighted. The all-electric panel
is isolated from ground and may be mounted
where visible. It is normally pre-wired.
WESTERBEKE ALL-ELECTRIC PANEL
SKIPPER MECHANICAL TACH PANEL
ELECTRICAL EQUIPMENT
Most Westerbeke engines are supplied
pre-wired and with plug-in connectors.
Never make or 'break connections while the
engine is running. Carefully follow all
instructions on the wiring diagram sup-
12
plied, especially those ~elating to fuse/
cicuit breaker requirements.
Starter batteries should be located as
close to the engine as possible to avoid
voltage drop through long leads. It is
bad practice to use the starter batteries
for other services unless they' require low
amperage or are int~rmitt ent '. In cases
where there are substantial loads (from
lights, refrigerators, radios, depth
sounders, etc.) it is essential to have a
complete, separate system and to provide
charging current for this by means of a
second alternator or "alternator output
splitter" •
Starter batteries must be of a type
which permits a high rate of discharge
(Diesel starting).
Carefully follow the recommended wire
sizes shown in the wiring diagrams. Plan
'installation so th~ battery is close to
engine and use the fol10wi~g cable sizes:
#1 #1/0
#2/0
#3/0
for distances up to 8
- for distances up to
- for distances up to
- for distances up to
feet
10 feet
13 feet
16 feet
MECHANICAL CONTROLS
The recommended practice is to 'have the
stop-run lever loaded to the run position
and controlled by a sheathed cable to a
push~pu1l knob at ,the pilot station.
The
throttle lever should be connected to a
MOrse type lever at the pilot station by
a sheathed cable.
The transmission control lever m~y ~e
connected to the pilot station by a flexible, sheathed cable and controlled by a
MOrse type lever. The single-lever type
gives clutch and throttle control with
full throttle range in neutral position.
The two-lever type provides clutch control
with one lever and throttle control with
the other.
Any·bends in the control cables should
be gradual. End sections at engine and
transmission must be securely mounted.
After linkages are completed, check the
installation for 'full travel, ma~ing sure
that, when the transmission control lever
at the pilot station is in forward,
neutral and reverse, the control lever on
the transmission is on the respective
detent. Check the throttle control lever
and the stop-run lever on the fuel inj ec.tion pump for full travel.
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OPERATION
PREPARATION FOR FIRST START
The engine is shipped "dry" ••• with lub'ricating oil drained from the crankcase
and transmission. Therefore, be sure to
follow the~e recommended procedures carefully before starting the engine for the.
first time.
1. Remove oil filler cap and fill oil sump
with heavy duty, diesel lubricating oil
to the highest mark on the dipstick.
See table under Maintenance for an approved lubricating oil. Do not overfill. Select an approved grade from
the listing and continue to use it.
2. If the Reverse Gear has a manual clutch,
fill to the highest mark on the,dipstick with S.A.E. 30 lubricating oil.
You may use the same oil as in the engine.
If Reverse Gear is hydraulic, ,fill to
'the highest mark on the dipstick with
type A Hydraulic fluid. Do not overfill.
3. Fill fresh water cooling system only
after opening all pet-cocks and plugs
until all entrapped air' is expelled.'
On fresh water Gooled engines, fill the
freshwater cooling system with fresh
clean water and/or anti-freeze solution
(see Cold Weather precautions in Maintenance Section).
Use a 50-50 anti-freeze solution if cold
weather is·to be experienced.
Fill surge tank to within one inch of
.the top.. Check this level after engine
has run for ·a few minutes. If trapped
air is released, the water level may
have dropped. If so, refill tank to
within one inch of top and replace
filler cap.
4. Ensure battery water level is at least
3/8" above the battery plates and battery is fully charged so that it is
capable of the extra effort that may be
required on the first start.
5. Fill fuel tank with clean Diesel fuel
oil; No. 2 diesel fuel oil is recommended. The use of No. 1 is permissible
but No. 2 i~ preferred because of i,ts
higher lubricant content.
NOTE: If there ,is no filter in the filler
of the fuel tank, the recommended procedure is to pour the fuel through a funnel
of 200 mesh wire screen.
6. Fill grease cup on water p~p, if present, with a, good grade of water pump
grease.
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BLEEDING THE SYSTEM
The fuel injection system of a compression ignition engine depends upon very
high fuel pressure during the injection
stroke to function correctly. Relatively
tiny movements .of the pumping plungers produce this pressure and if any air is present inside the high pressure line, then
this air acts as a cushion and prevents the
correct pressure, and therefore fuel injection, from ,being achieved.
In consequence it is essential that all
air is bled from the system whenever any
part of the system has been opened for
repair or serv1c1ng. Running out of fuel
is a misfortune that also necessitates
complete bleeding of the system before the
engine can be restarted.
The following instructions for fuel
system bleeding apply to typical systems
using in-line DPA pumps (shown in Figs.l
and 2).
Before priming and bleeding, insure
that the o:utside of the bleed screws and
surrounding area is thoroughly clean ~o ,
prevent dirt and foreign matter entering
the system.
DPA DISTRIBUTOR PUMPS The following priming and venting sequence is applicable to
both mechanically and hydraulically governed DPA pumps. The only difference is the
physical location on ,the pump of the governor bleed screw "D" and this is indicated in the appropriate illustration,
Fig. 1
14
bleeding proceeds as follows.
Leave the governor bleed screw "D"
slackened. Next slacken any two injector
pipe line connections at the injector end.
, Set the throttle to the fully open position and turn the engine until fuel free
from air flows from the unions. Then retighten the loosened injector pipe unions.
, 'Start the engine and run it at fast
idling speed until air-free fuel eXudes
from the governor bleed screw "D". Tighten
this screw and stop the engine.
Governing may be erratic during this
procedure, therefore stand by to stop the
engine should any excessive engine speed
develop.
RECOMMENDED SPARES Owners are often in
doubt as to the amount of fuel injection
Fig. 2
equipment spares to carry. A great deal
depends upon the use of the craft and its
location. General coastal use in wellIf the fuel system is fitted with a
populated
areas is one thing, but voyaging
fuel feed pump, slacken both the filter
up
the
Amazon
delta, for example, would be
bleed screw "A" and the injection pump
quite
different
and would require a comfuel inlet union "B", and operate the hand
prehensive
spares
kit.
'priming lever of the feed pump until fuel
Generally
speaking,
the average boat
free from air issues from both the vents.
owner
is
within
relatively
easy reach of
Tighten both the vent connections.' In a
service
centers
and
requires
spares only as
gravity fed fuel system turn on the fuel
insurance
'against
breakdown
and
for general
and carry out the same procedure with the
servicing
within
the
scope
of
the
owner or
bleed screw and fuel inlet.
,
crew.
Slacken the vent valve fitted to one of
A suitable kit for such a purpose would
the two hydraulic head locking screws lie"
consist of a replacement filter element and
and the bleed screw "D" on the governor
housing. Operate the hand priming lever of a set of sealing and "0" rings for each
filter. Spare bleed screws for pumps and
the feed pump" until fuel free from air
filters are also required, for screws are
bubbles issues from the vent "C" and then
easily lost or damaged in' a boat when bleedtighten this bleed screw.
.,
ing the system. A full set of high pressure
NOTE: The space within the governor housinjection pipes should also be carried, for
ing (vented by screw "D") is, normally
a fractured or cracked pipe could occur at
filled, and its contents lubricated,
any time and no patching is possible with
by fuel oil back-leaked from the pump
these pipes. The correct' set of pipes can
'plungers, the pump rotor and the adbe obtained from the engine manufacturer's
vance device if fitted. This is the
agent or service center and will be supplied
normal way in which this space becomes
already bent' to shape and cleaned internfilled with oil and this can naturally
take a long time at feed pump pressures. ally with both ends plugged against the
entry of dirt. They will be supplied packHowever, if the reason that the pump is
edas a set and it is important to keep
being vented is because a pipe line or inthem this way until required for use. I~
jector or filter element has been changed
is vitally important that the internal suror serviced or the system has run out of
face of the pipe is kept ,scrupulously
fuel, then the governor housing Will still
clean until fitted to the engine.
be filled with fuel oil and bleeding by
A spare set of fuel injector~ of the
means of the hand priming lever of the
right type and correctly set for the parfeed pump will suff~ce. In this event,
ticular engine together witb a set of the
close the governor bleed screw "D" as soon
correct seating washers will not only enas fuel free from air issues from the vent.
able defective inj ectors to be changed
If, however, a new pump has been fitted
when required but will also permit engine
to the system, then its governor ,housing
use while one set is away being serviced.
will most likely be empty of fuel oil and
Fig. I for mechanically governed and Fig.
2 for hydraulically governed pumps.
l~
Do be careful to ,check with the engine
parts list regarding whether the engine
requires injector seating washers or not.
Additionally, spare banjo bolts and
washers for back leak pipes and low pressure pipes, are handy things to have when a
joint starts leaking. Remember no equipment ever breaks down when, it is stationary in port. Breakdowns and trouble occur
when the equip~ertt is working -and that
means at sea!
Do not forget the tools. Always carry
the correct spanners for the job - hammers
and adjustable wrenches may be all right
in some locations, but please, not around
your fuel injection equipment on your
craft.
HINTS AND TIPS It is essential to stress
the need for absolute cleanliness of the
fuel at all times. This requirement also
extends to methods of operating and servicing the equipment and to precautions about
refueling ..
A useful hint when changing filter elements is to obtain a polythene bag large
enough and strong enough to hold the filter
element and put this around the element and
filter head before unscrewing the center
bolt. Undo the center bolt and allow element, oil and base all to go into the bag.
Then empty the bag into a bowl or container
large enough for the contents 'to be separate,d and the base and sealing rings recovered if required.
Granulated pieces of substance familiar
to all cat owners who live in apartments
and sold for use in cat litter boxes is
ideal for soaking up diesel fuel spilled
when venting or removing pipe lines. Put
the material down before working on the
system.
Barrier creams of the oil-defying kind
are useful 'and make life much easier when
removing the grime from hands. Put on the
cream before the job is tackled and then
dirt, grease and cream are removed together
when the job is completed.
'
In the majority of fueling installations
fuel will be supplied through a hose always wipe the pump nozzle with a clean
'no~fluffy piece of cloth before use.
None
of those grubby old swabs, please - they
will do far more harm than good. If you
spill any fuel on tank, deck or fittings,
wipe it off right away. Diesel fuel oil
does not evaporate as does gasoline, and
if left, will gather dirt and grit, will
track everywhere and keep on smelling. Be
careful where you put down the fuel tank
cap when refueling - see that it doesn't
pick up dirt or grit - this is how quite
a lot of dirt gets into the tank.
Avoid dubious sources of fuel. Job
lots of unknown origin are not' always the
bargain they appear to be and fuel inj ec tion equipment is expensive to renew when
damaged.
WHEN ENGINE, STARTS
1. Check Oil Pressure immediately. NormaJ
oil pressure is approximately 50 psi a1
operating speeds, 15 psi when idling.
(Extremely hot engine.)
2. Check Sea Water Flow. Look for water
at exhaust outlet. Do this without
delay.
3. Recheck Crankcase Oil. After the engine has run for 3 or ,4 minutes, subsequent to an oil change or new installation, stop the engine and check the
crankcase oil level. This is important as it may be necessary to' add oil
to compensate for the oil that is required'to fill the engine's internal
oil passages and oil filter. Add oil
as necessary. Check oil level each da~
, of operation' . .4. Recheck Transmission Oil Level. (This
applies only subsequent to an oil chan~
or a new installation.) In such a caSE
stop the engine after running for severalminutes at 800 rpm with one shift
into forward and one into reverse, ther
add oil as necessary. Check oil level
each day of operation.'
5. Recheck Expansion Tank Water Leve~, if
engine is fresh water cooled. (This
applies after cooling system has been
drained or filled for the first time,.)
Stop engine after it has reached operating temperature of l75 0 F and add
, water to within one inch of top of tan~
WARNING: The system is pressurized when
overheated and the pressure must be released gradually if the filler cap is to
be removed. It is advisable to protect
the hands against escaping steam and turn
the cap slowly counter-clockwise until thf
resistance of the safety stops is felt.
Leave the cap in this position until all
pressure is released. Press the cap downwards against the spring to clear the
safety stops, and continue turning until
it can be lifted off.
6. Warm-up Instructions. As soon as possible, get the boat underway but at reduced speed, until water temp. gauge
indicates l30-150oF. It necessary, en-
16
gine can be warmed up with the clutch
in neutral at 1000 rpm. Warming up
with clutch in neutral takes longer and
tends to overheat the transmission, if
partial engagement occurs, which can be
detected by propeller shaft rotation.
7. Reverse Operation. Always reduce engine to idle speed when shifting gears.
However, when the transmission is engaged, it will carry full engine load.
NOTE: The SAO transmission requires that,
when backing down, the shift lever must be
held in the reverse position, since it has
no positive overcenter locking mechanism.
reading after a stop does not necessarily signal ala~ against restarting.
If there is no functional difficulty,
temp~ratures will quickly return to
no~al when engine is operating.
STOPPING ENGINE
1. Position shift lever in neutral.
2. Move throttle lever to idle position.
3. Pull fuel push-pull STOP control out.
(The stop contl'ol functions by cutting
off the fuel from the fuel injection
pump. )
NOlE: Idle engine for a few minutes to
dissipate heat gradually before shutdown.
OPERATING PRECAUTIONS
1. Never run engine for extended periods
when excessive' overheating occurs as
extensive internal damage can be caus~d.
'2. DQ NOT put cold water in an overheated
engine. It can crack cylinder head,
block, or manifold.
.
3. Keep intake silencer free from lint,
etc.
4. Do not run engine at high RPM without
. clutch engaged.
5. Never Race a Cold Engine as internal
damage can occur due to inadequate oil
circulation.
6. Keep the engine' and accessories clean.
7. Keep the fuel clean. Handle it with
extreme care because water and dirt in
fuel cause more trouble and service inB. Do not allow fuel to run low, because
fuel intake may be uncovered long
enough to allow air to enter the
system, resulting in lost time required for priming.
9. Do not be alanned if temperature gauges
show a high reading following a sudden
stop after engine has been operating at
full load. This is ~aused by the
release of residual heat from the heavy
metal masses near the combustion
chamber. Prevention for this is to run
engine at idle for a short period
before stopping it. High temperature
!
\
17
TEN MUST RULES
IMPORTANT
IMPORTANT
IMPORTANT .
••• for your safety and your engine's dependability.
ALWAYS -
1. Keep this Manual handy and read it whenever in doubt.
2. Use only filtered fuel oil and check lube oil level daily •
. 3. Check cooling water temperature frequently to make sure it is 1900
or less.
4. Close all drain cocks a~d refill with water before starting out.
5. Investigate any oil leaks immediately.
NEVER;'
!
\,
(
"'---.
6.
7.
S.
9.
Race the engine in neutral.
Run the engine unless the gauge shows proper oil pressure.
·Break the fuel pump seals.
Use cotton waste or fluffy cloth for cleaning or'store fuel in a
galvanized conta~ner.
'10. Subject the engine to prolonged overloading or continue to run it
if black smoke comes from the exhaust.
18
YOUR NOTES
/
\
19
MAINTENANCE
PERIODIC ATTENTION:
After you have taken delivery of your
engine, it is important that you make the
following checks right after the first
fifty hours of its operation:
FIFTY HOUR CHECKOUT (INITIAL)
Do the following:
1. Retorque the cylinder head bolts.
2. Retorque the rocker bracket nuts and
adjust valve rocker clearance.
·3. Check and adjust, if necessary, the
forward drum assembly and the reverse
band on manual SAO and SA-l transmissions.
4. Change engine lubricating oil and oil
filter.
S. Check for fuel and lubricating oil
leaks. Correct if necessary.
6. Check cooling system for leaks and in-·
spect water level.·
7. Check for loose fittings, clamps,
connections, nuts, bolts, vee belt
tensions etc. Pay particular attention to loose engine mount fittings.
These could cause mis-alignment.
(
DAILY CHECKOUT
Do the following:
1. Check sea water strainer, if one has
been installed.
2. Check water level in cooling system.
3. Check lubricating oil level in sump.
Fill to highest mark on dipstick.
4. Turn down grease cup on water pump,
if used, one full turn.
S. Check lubricating oil level in transmission. Fill to highest mark on
dipstick.
FIGURE 1
SEASONAL CHECK-OUT (MORE OFTEN IF POSSIBLE)
Do the following:
1. Check generator or alternator "V"
belt for tension.
2. Check water level in battery.
3. Change oil in sump. Oil may be
sucked out of sump by attaching a
suction hose (3/8" ID) over the outside of the oil sump pipe, located
aft of the dipstick. Figure 1.
See Note, next page.
4. Replace lubricating oil filt~r. Fig. 2.
See Note, next page.
S. Fill sump with approximately 4.5 US
quarts of diesel lubricating oil to
high mark on dipstick. Do not over
fill. See Note next: page-.- - - - -
FIGURE 2
20
CAUTION: The use of different brands of
lubricating oils during oil changes has
been known to cause extensive oil sludging and may in many instances cause complete oil starvation.
6. Start engine and run for 3 or 4
minutes. Stop engine and check oil
filter gasket for leaks. Check oil
sump level. This is important as it
may be necessary to add oil to compensate for the oil that is required
to fill the engine's internal oil
passages and oil filter. Add oil as
necessary. Change oil in transmission.
Use SAE 30, High Detergent Lubricating
Oil, Service DG, DM, or DS. Do not
overfill. See note below.
3. Fill fresh water cooling system with
antifreeze of a reputable make. (Refer
to Cold Weather Precautions.)
4. Start engine. When temperature gauge
indicates l75 0 F, shut engi~e down and
drain lubricating oil. Remove and replace filter. Fill sump with High Detergent Lubricating Oil.
5~ Remove air filter.
Carefully seal air
intake opening with waterproofed adhesive tape or some other suitable medium.
6. Seal the exhaust outlet at the most accessible location as close to the engine as possible.
7. Remove injectors and spray oil into
cylinders.
8. Replace injectors with new sealing
washer under each injector. Turn engine
slowly over compression.
IMPORTANT NOTE:
9. Top off fuel tank completely so that no
IT IS MANDATORY THAT THE CHECKS 3, 4, 5
air space remains, thereby, preventing
AND 6 BE ATTENDED TO WHEN TOTAL OPERATING
water formation by condensation.
TIME REACHES 150 HOURS. IN SOME INSTANCES,
THIS TOTAL I~ REACHED BEFORE END OF SEASON. 10. Leave fuel system full of fuel.
11. Change fuel filters before putting the
7. Clean Air Filter. The time period for
engine back in servic.e.
replacing the air filter depends on
12. Wipe engine with a coat of oil or
operating conditions, therefore, under
grease.
extremely dirty conditions, the season- 13. Change oil in transmission.
al frequency should be increased. The 14. Disconnect batte'ry and store in fully
correct time periods for replacing the
charged condition. Before storing the
filter will greatly assist in reducing
battery, the battery terminals and
bore wear, thereby extending the life
cable connectors should be treated to
of the engine.
prevent corrosion. Recharge battery
8. Check engine for loose bolts, nuts,
. every 30 days.
etc.
15. Check alignment.
9. Check sea water pump for leaks.
10. Wash prfmary filter bowl and screen.
If filter bowl contains water or sediment, filter bowl .and secondary oil
fuel filter need to be cleaned more
frequently.
11. Replace secondary fuel filter element.
12. Replace air filter.
END OF SEASON SERVICE
1. Drain fresh water cooling system by removing the surge tank pressure cap and
opening all water system petcocks.
2. Remove zinc rod (usually located in
heat exchanger) and see if it needs
replacing. The zinc rod will take
care of any electrolysis that may occur
between dissimilar metals. Insert new
zinc if necessary.
(
21
LUBRICATING OILS
Lubricating oils are available for Westerbeke Diesel engines which offer an improved
standard of performanc'e to meet the requirements of modern operating conditions such as
sustained high speeds and temperatures •.
These oils meet the requirements of the U. S. Ordnance Specification MIL-L-2l04B
(API Service CC). Any other oils which also conform to these specifications, but are
not listed here are, of course, also suitable.
COMPANY
BRAND
S.A.E. DESIGNATION
OO/45 0 F
45 0 /BOOF
OVER BOoF
American Oil Co.
American Supermil Motor Oil
BP Canada Limited
BP Vanellus
Bp'Vanellus
Chevron Oil Co.
RPM DELO Multi-Service Oil
lOW
20W/20
30
Cities Service Oil Co.
CITGO Extra Range
lOW
20W/20
30
Continental Oil Co.
CONOCO TRACON OIL
lOW
,20W/20
30
Gulf Oil Corporation
Gulflube Motor Oil X.H.D.
lOW
20W/20
30
Mobile Oil Company
Delvac 1200 Series
1220
1230
Shell Oil Company
Shell Rotella TOil
lOW
20W/20
30
Sun Oil Company
Subfleet MIL-B
lOW
20\v/20
30
Texaco, Inc.
Ursa Oil Extra Duty
lOW
20W/20
30
lOW
20W/20
lOW
10W/30
20W/20
10W/30
1210
30,
30
lOW/30
22
YOUR NOTES
Al
ENGINE OVERHAUL
Two series of engines have be~n used referred to in the text as MK 3 and MK 4.
They can be identified by the 2 letter prefix in the serial number. The
MK 3 prefix is SP and the MK 4 is FK.
TECHNICAL DATA
Firing order .
•
Camshaft end-flo~t .
.
.
Connecting rod end-float on cranttpin .
Crankshaft end-float
.
Valve seat angle .
.
Valve seat width - inlet and exhaust .
.
Flywheel run out .
.
Oil pressure .
.
Projection above block face by piston crown
at TOC
.
Clearance between block and piston.
.
I
\
Compression ring to groove clearance
.
Oil control ring to groove clearance.
.
Ring gap
Valve face angle
.
Valve clearance - inlet and exhaust (cold).
Inlet valve face (fitted) below cylinder head
face •
Exhaust valve face (fitted) below cylinder
head face .
.
1,2,4,3
0·0025 to 0·0075 in. (0'064 to 0'191 mm.)
0~004 to 0'010 in. (0'10 to 0·25 mm.)
0·003 to 0'011 in. (0'08 to 0·28 mm.)
44 0 30' to 45 0 inlet and exhaust
Tl6in. (1 ·59 mm.)
0·005 in. (0·13 mm.) maximum
35 to 40 Ib./sq. in.
Mk 4: 0·010 to 0'026 in. (0·25 to 0'67 mm.)
Mk 1-Mk 3: 0·025 to 0'043 in. (0'64 to
1·09 mm.)
0·0016 to 0'0036 in. (0'041 to 0'091 mm.)
0'0018 to 0·0038 in. (0·046 to 0·097 mm.)
0'009 to 0·014 in. (0'23 to 0·36 mm.)
45 0 to 45 0 15'
0·015 in. (0'38 mm.J
Mk 1-Mk 3: 0·050 in.
Mk 4: 0·050 in.
Mk 1-Mk 3: 0'025 in above
Mk4: 0·050 in.
Tightening Torques
Cylinder head: i6 in. (14 UNC) .
. 65 to 70 Ib./ft. (8-98 to 9·67 kg./m.)
Main bearing cap: i6 in. (14 UNC) .
. 65 to 70 Ib./ft. (8'98 to 9·67 kg./m.)
Connecting road big end: i in. (24 UNC). 30 to 35 Ib./ft. (4'15 to 4·84 kg./m.)
Flywheel: i in. (24 UNF) .
• 50 to 55 Ib./ft. (6'92 to 7·61 kg./m.)
Rocker shaft: i in. (16 UNC) .
• 17 to 22 Ib./ft. (2'35 to 3'04 kg./m.)
Manifolds
• 15 to 18 Ib./ft. (2'07 to 2·49 kg./m.)
Bolts: -(6 in. (18 UNC) .
Nuts: -(6 in. 124 UNC)
• 15 to 18 Ib./ft. (2·07 to 2'49 kg./m.)
Front cover:.\- in. (20 UNC) .
5 to 7 Ib./ft. (0'69 to 0·97 kg./m.)
Sump: 1- in. (20 UNC) .
•
6 to 8 Ib./ft. (0'83 to 1'11 kg./m.)
Rear oil seal retainer: -(6 in. (18 UNC)
12 to 15 Ib./ft. (1'66 to 2·07 kg./m.)
Crankshaft pulley: i6 in. (20 UNF) •
• 24 to 28 Ib./ft. (3'32 to 3·87 kg./m.)
Oil pump: -(6 in. (18 UNC)
. 12 to 15 Ib./ft. (1'66 to 2·07 kg./m.)
Camshaft thrust plate: -(6 in. (20 UNC)
• 2· 5 to 3· 5 Ib./ft. (0'35 to 0·48 kg./m.)
Camshaft sprocket: -(6 in. (18 UNC) .
• 12 to 15 Ib./ft. (1'66 to 2·07 kg./m.) .
• 2'5 to 3'5 Ib./ft. (0'35 to 0·48 kg./m.)
Rocker cover: 1- in. (20 UNC) ~
Chain tensioner to cylinder block: tin. (20
UNF)
5 to 7 Ib./ft. (0'69 to 0·97 kg./m.)
Injectors to cylinder head .
. 10 to 14 Ib./ft. (1·38 to 1·93 kg./m.)
I
•
A2
Camshaft
Valve timi~g
Bearings
Oversize bearings available
Journal diameter
l;nd-float
17 0 - 51 0 - 51° -17 0
, Steel backed white metal bush
, 0·020 in, (0'513 mm.) o/s on 00 std,ID
1 '5597 to 1'.5605 in. (39,617 to 39'637 mm.)
_ 0'0025 to 0'0075 in. (0·064 to 0·191 mm.)
Connecting Rods and Big End Bearings
Length between centres .
Big end bore .
Small end bore
Bearing liner wall thickness
Undersize bearings available
End-float on crankpin
,
4·927 to 4·929 in.
2'0825 to 2'0830 m.
0-8121 to 0-8125 in.
0·0719 to 0'07225 in.
0'002,0'010,0·020 in.
0·004 to 0'010 in.
·
,
·
'.
2 ,1253 to 2 ·1257
2·1257t02·1261
2 ,1153 to 2 '1157
2·1157t02·1161
,
2 ,11 52 to 2 ·1157 in.
2 ·1 055 to 2,1060 in.
·
Crankshaft and Main Bearings
Main bearing journal diameter:
Blue
Red
Green
Yellow
Regrind diameters:
O' 01 0 undersize ..
O' 020 undersize
Main journal fillet radius:
Front intermediate and rear
Centre Double radius of .
Crankpin journal diameter
Crankpin fillet radius
Crankshaft end-float
Thrust washer thickness .
,
·
t
·
Cvlinder block
Standard cylinder bore diameter
Cylinder liners available .
·Bore for cylinder liners
in.
in.
in.
in.
0,080 to 0·094 in.
0'07 to 0,08 in.
1 ·9368to 1·9376 in.
0,070 to 0'084 in.
0,003 to 0·011 in.
0,091 to 0·093 in.
3,1881 to 3·1884 in.
Std. and 0,020 ols on outside ~iameter
3·3·115 to 3·3125. std.
Flywheel and Ring Gear
No of teeth on gear •
Ring gear fitting temperature .
.
Maximum run out·.
110
600 degrees F
• 0,003 in.
Pistons
Protrusion above block face
Piston pin diameter .
Clearance in small end bush·
Piston ring gap
•
·
Ring to groove clearance.
•
Mk 3: 0,010-0·022 in.
Mk 4: 0,010-0,026 in.
0·8119-0·8123 in.
0·0001-0'0003 in.
Measured in 3 '188 in diameter ring
top ring gap 0'013-0'018 in.
2nd ring gap 0'009-0,014 in.
3rd ring gap 0'009~'014 in.
Gap increases by approximately 0'003 in. for
every O· 001 in. increase in bore above 3 ·188 in.
0,0015-0·0035 in.
/
\
A3
Cylinder Head
Valve guide protrusion above· spring seats
Inlet valve depth below head face
Exhaust valve depth below head face.
Valve spring free length .
io
0·260. (inlet and exhaust)
Mk 3: 0.·0.50 in.
Mk 4: 0·050 in.
Mk 3: 0·0.25 in. above
Mk4: 0·050 in.
1 '48 in.
Fuel Injection Equipment
Please see separate information booklets on overhaul of CAV fuel injection pump and injectors.
=
Maximum gross BHP
34 at 2,800 r.p.m. (BS649)
Rated BHP at 1,200 r.p.m.
10·6
1,400 r.p.m.
13·8
1,600 r.p.m.
16·8
1,800 r .p.m.
19·4
2,000 r.p.m.
21·8
2,200 r.p.m.
• 23·5
2,400 r.p.m.
25·6
2,600 r .p.m.
. 26·7
Cylinder bore X stroke .
. 81 X77·6 mm.
Fuel consumption on full load Ib./b.h.p/hour 0'45
Lubricating oil. pressure Ib./sq. in. •
35-40.
Lubricating oil capacity pints •
6
Fresh water capacity pints
10.
1-1 in. BSP or 1tin. 10 hose
Exhaust connection .
Nett weight of bare engine
. 372 lb.
• 68 Ib./ft. at 2,000 r.p.m.
Maximum torque
Standard rotation anti-clockwise looking at
flywheel
.
Minimum battery capacity in ampere hours 100 at 12 volt
Negative earth
Battery polarity
Water circulation thermostat .
• 82 degrees centigrade
Fuel injection timing (static) .
140 BTDC No. 1 cyl. Mk .4: 12 0 BTOC No. 1
cyl.Mk.3
30 0 BTPC No.1 cyl •.
Fuel injection timing (dynam.ic) .
165 ats
.
Fuel injector pressure ~etting .
Fuel injector type ...
• CAV
Fuel injector pump type
CAV 3247F161
Maximum idling speed
· 3,000 r.p.m. (normally set by works at 2,500
r.p.m.)
Minimum idling speed
750 r.p.m.
Firing order •
1-2-4-3
.Alternator type
Lucas 17ACR with machine sensed· regulator
Compression ratio •
• Mk 1-3: 18:1, Mk 419:1
1,599 C.c.
Swept volume
A4
GENERAL DESCRIPTION
The engine is a four cylinder, 'in line', overhead valve unit operating on the four stroke cycle
w.ith direct flow cylinder head and bowl-in-piston combustion chambers. The cylinder bores
are machined directly in. the cast iron cylinder block which is cast integral with the upper half
of the crankcase and are provided with full length water jacketing.
The cast iron crankshaft runs in five large diameter main bearings fitted with aluminium!
tin, steel-backed bearing shells. End-float and thrust are controlled by half-thrust washers
located in the cylinder block on either side of the centre main bearing.
Seals pressed in the front cover and the rear oil seal carrier prevent oil leaks from the front
and rear of the crankshaft. The front seal runs on the pulley hub whilst the rear seal runs
on the crankshaf.t flange itself.
The connecting rods are 'H' section forgings having separate big end caps retained by two
bolts and located by hollow dowel pins. Big end bearing shells are, again, steel-backed
aluminium/tin. The small ends have steel-backed bronze bushes.
Solid skirt aluminium alloy pistons with two compression and one oil control ring situated
above the piston pin bore are used. The combustion· chamber is machined in the piston
crown. The piston pins are fully floating and are retained in position by circlips installed in
grooves at each end of the piston bore.
The camshaft is driven at half engine speed ·by a single r·ow chain and sprockets from the
crankshaft. This timing chain is automatically tensioned by a snail cam bearing against a
pivoted tensioner arm. A skew gear and an· eccentric, machined integral with the camshaft,
drive the oil pump and the fuel lift pump. A thrust plate bolted to the cylinder block front
face and located between the front bearing journal and the sprocket flange retains the camshaft.
A duplex chain and sprockets driven at half engine speed drives the distributor type fuel injection pump and sea water circulating pump.
Overhec;td valves are mounted 'normal' to the cast iron cylinder head in val~e guides and
are ope'rated by rockers, push rods and tappets from the camshaft. The rockers are mounted
on a shaft supported by four mou'nting posts bolted to the cylinder head. Valve clearances
are adjusted by screws in the rocker arms.
A cast iron flywheel is mounted on the crankshaft flange and, ensures a smooth running engine. A drive plate is fitted to the crankshaft flange or flywheel to couple the engine to the
gearbox. The drive for the starter motor is provided by a steel ring gear shrunk onto the flywheel periphery.
The sump is a steel pressing and has a well for the lubricating oil. The engine lubrication ·system is the force feed type incorporating a full flow oil filter. The oil pump, which
is mounted externally on the engine, may be of the eccentric. bi-rotor type or the sliding
vane type. Both types of pump incorporate a non-adjustable plunger type relief valve.
An oil filler cap is located in the rocker cover and also incorporates a filter gauze for crankcase ventilation. Crankcase ventilation is by semi-closed positive systems.
Four-point mounting for the engine and gearbox assembly is provided. Sandwich type rubber flexible mountings are available.
CYLINDER BLOCK
The cylinder block is cast iron and is cast integral with the upper half of the crankcase.
Internally the crankcase incorporates-- five main bearings with removable caps retained by
bolts fitted without lockwashers. The intermediate and rear caps are identical, but their
positions must not be interchanged. When dismantling these caps ensure that their positions
{
\
AS
are marked. this is normally done, in production. by a number 2 stamped on the front intermediate 'cap .and 4 on the rear intermediate cap. The rear cap is not marked. All caps must
be fitted with the cast arrows pointing forwards.
The crankshaft bearing. liner parent bore in the cylinder block may be either standard or
0'015 in. (0·38 mm.) oversize. Where the bore is oversize the bearing caps and inside the
crankcase are marked with WHITE paint spots. The camshaft bearing parent bore may
be 0·020 in. (0·51 mm.) oversize but
this case the block is unmarked. Tappet bores
may also be 0'004 in. (0·10 mm.) oversize and the cylinder block in this case is marked
with WHITE paint adjacent to the tappet bores.
in
The cylinder bores are 'machined directly intp the cylinder block. Cast iron dry type cyl. inder liners, however, may be fitted and two sizes of liner are available, a standard size
and one 0·020 in. (0·508 mm.) oversize C?n the outside diameter.
To remove and replace. the cylinder liners, a cylinder liner remover and replacer ring should
. be made' to the dimensions shown. Locate the remover in the bottom of the cylinder liner"
with the cylinder block inverted. and press the liner out on a suitable press. When teplacing
or fitting a liner, ensure that th~, cylinder bore is machined to the correct size (sei"Service
Data section). Place the remover a'daptor in the rJ!placer ring an~ locate in the cylinder liner.
which should be lubricated on the outside with tallow (no other lubricant should be used).
Press 'the liner into the bore from th'e to.P on a suita'ble press. Cut the connecting rod ciearance slots in the ba$e of the liner and machine the bore 'to give the correct clearance for
the piston being ~ned.
.
{
\.
I ..
. i-in.-~~­
(3'18 mm.) 'j
~
I
~in.-­
(63'50 mm.)
.
'
.
I
lin.
(12'70 mm.)
004-
----,------___ L __
I
I
3'30 in.
(83'82 mm.)
: ---1---
I
4 lin.
(101'60 mm.)
.,
3,14 in.
(79'76 mm.)
.1
I
,
'
f!in.
J
---_i_~~·~~~~l_
I
,
I
I
I
zin.~
(12'70 mm.)
.' .-~--
.--~---
:"-liin.~
; (44'45 mm.) .
----_1__
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;
Cylinder Liner Remover
Replacer Ring
CYLINDER HEAD
.
The cylinder head is made of cast iron. Ten bolts are used to retain the ,cylinder head, 3·79
in •. (96·3 mm.) long. The cylinder head gasket is:
faced. .
'-.' .
steel
The valves operate in guides fitted directly in the cylinder head. When fitting valve guides,
press each new guide into the cylinder head until the upper end protr.udes above the spring
seat face the correct distance (see Service Data section).
..
'
After fitting new valve guides or reaming the valve stem bore the valve seats must be recut
.
to ensure that the seat is concentric with the valve stem bore. .
11",
1."
A6
The valve seats may be re-faced 'witl.1 a cutter tool with an included angle of 90° 'and the pilot
diameter of the cutter should be 0·310 in. (7·S7 mm.);
,INLET MANIFOLD
The inlet manifold is of cast aluminium, and has separate ports for each cylinder. A tapped hole is incorporated in the air cleaner mounting flange for the engine ventilation system
vacuum connection. The manifold gasket is of a composition type material. A cold starting
aid is fitted below the air filter.
EXHAUST MANIFOLD/HEAT EXCHANGER
A cast aluminium exhaust mani,fold combined with heat exchanger and header tank 'is fitted.
The heat exchanger tube stack is retained by two neoprene end c'overs and worm drive clips.
Raw water is fed into the forward end cover and discharged from the rear, cover normally
direct to the engine exhaust system. A 4 lb., pressure cap is fitted to the header tank. A drain
plug is located at the lowest point. An air bleed valve is fitted at the forward end to assist filling with fresh water.
.::fJ:;:'
The manifold gaskets are of c9mpressedifit;»re~ Enstire- that. the centre gasket· i,sfltied
the correct way up as the centre flange is' not -symmetticai.
. , .. .
-- -FRONT COVER,
The front cover is an aluminium gravity die casting bolted to the front face of the cylinder
block. A composition gasket ensures an oil tight joint. To prevent oil leaks around the crankshaft pulley boss, an oil seal is pressed in the front co~er.
A timing mark is incorporated on a pad on the front cover to facilitate injection timing at
12° BTOC No.1 cy.linder. '
(
\
FUEL INJECTION SYSTEM
Injectors. Fuel' injectors have long stem four hole' nozzles set to 170 ats. A copper washer
between injector face and cylinder head ensures a' gas tight joint.
fUEL INJECTION PUMP
The rotary distributor type fuel injection pump is retained to the rear face of the timing cover
by 3 studs and nuts iJnd (' paper joint ensures an o,iI tight seal: Injection timing is adjustable
by rotating the pump b9t1i1y within the limits of the slots in the mounting flange. Timing marks
are provided on a machined pad on the rear face of the front cover arid on the adjacent injection pump flange.
Injector pipes should always be fitted c"refully, ensuring that there is no undue ,strain on
any connection. Pipe nuts should not be over-tightened in an attempt to cure a leak. Always
fit a new pipe if a sound joint cannot be obta~ned.
FUEL FEED SYSTEM
Fuel oil is fed to the engine by a diaphragm type mechanical lift pump operated by an eccentric on-'the--caJ'll'sha~. A non-return ~alvET on the inlet connection to the pump prevents the possibility ot-fuel·'-syphoniflg--back- t-o-the .tank. The lift pump feeds fuel to the injection pump
via a disposable cartridge type filter. The filter is constantly vented of air by a bleed valve
located .on the filter head. This vent, combined with injector leak off, is connected to a high
point on the main fuel tank.
The fuel injection pump is lubricated entirely by fuel oil and the excess is fed back to the
filter via a non-return valve. A final filter is fitted beneath the ,inlet connection of the fuel
injection pump.
(
\
.A7
REAR OIL SEAL CARRIER
The crankshaft rear oil seal is pressed into an aluminium carrier which is bolted to the cylinder
block rear face, and fitted with a composition type gasket. The oil seal runs on the periphery
of the flywheel mounting figure. After removing the carrier, the oil seal can be easily replaced. ·When fitting the carrier the seal must be aligned concentrically with the crankshaft
if oil leaks are to be avoided.
SUMP
The pressed steel sump has a well and is bolted to the base of the cylinder block. A drain
dip stick tube is located on the starboard side. The gaskets are made of cork and aluminium.
When fitting the sump ensure that the front face "is flush with the block face before tightening up.
Hylomar non setting jointing compound should be used.
ROCKER COVER
The rocker cover is a steel pressing retained by screws and plain washers ar~und the flanged
edges. A cork and rubber gasket is set into the rocker cover flange to prevent oil leaks.
This gasket should give satisfactory service for up to ten removals of the rocker cover. Replace the gasket when it no longer provides an effective seal.
VALVES AND SPRINGS
The valves, which have 45° seats, are mounted vertically in the cylinder head. The valve
positions are: inlets 2,· 3, 6 and 7 and exl:lausts 1, 4, 5 and 8. The valves all bave the same
head diameter but are not interchangeable. The inlet valves are 0·125 in. (3·17 mm.)
longer than the exhausts. Valve stems are phosphate coated to improve durability and prevent scuffing during 'running in'. A neoprene oil seal is fitted to each valve stem immediat~ly below the valve spring retainer. The valve springs are·of a symmetrical design and can
be fitted either way round. Valve spring retention is by a steel retainer and tapered collets,
which have three ribs locating in corresponding grooves in the valve stem. The collets do
not grip the valve stem, but allow the valve to rotate during engine operation, thus reducing
wear anti promoting longer life.
(
ROCKER SHAFT AND TAPPETS
The rocker shaft assembly is retained by four bolts fitted with plain
·1
I.
wash~rs.
The rocker arms which are banded are arranged in pairs with rockers on either side of a
rocker shaft support. A compression spring between each pair holds them against the supports, the end rockers being retained by the washers and split pins at the ends.
The chilled cast iron tappets can only be removed from the crankcase after removing the
camshaft. Rockers are fitted at No; 2 and No.7 with a radius ground to clear the rocker cover.
CAMSHAFT AND TIMING CHAIN
The camshaft used can be identified by the number 109E cast on the shaft at the rear end
and by a band of paint (B-LUE).
The camshaft runs in three steel-backed white metal bushes, which may have a standard size
or a 0·020 in. (0·51 mm.)·oversize outside diameter. The bushes available in service are presized ~rtd require no machining after fitting. When one bush requires replacement it. is advisable to replace all three bushes as camshaft alignment .nay be affected if only one bush is
changed.
Remove the bushes using camshaft bearing remover
Tool No. P.6031 with adaptor set
P.6031-3. Locate the remover and guide detail '-3a' adjacent to the collar and with the
spigot in the bearing. If the centre liner is being removed also use the centraliser detail '-3d'.
Remove the bush by screwing down the wing nut.
AS
The camshaft front and rear bushes are both approximately i in. (19·1 mm.) wide, the front
one having an additional oil hole for the rocker shaft oil feed, and the centre bush approxi- ,
mately i in. (15·9 mm.) wide. Fit the bushes using a replacer detail '-3b' in addition to the
adaptors previously used.
Ensure that the oil holes in the bushes and cylinder block are correctly aligned before fitting
and that the splits in the bushes are upward~ and outwards at 45° to the vertical. A, line
scribed on the remover and guide detail '-3a' can be used as a guide to facilitate oil hole
alignment.
The camshaft is retained by a sintered iron thrust plate bolted to the cylinder block front face
and located in a groove behind the camshaft flange.
A single row timing chain, with an automatic mechanical tensioner, is used. This tensioner
consists of spring-loaded snail cam bearing against a pivoted tensioner arm. The timi'ng chain
runs across a synthetic rubber pad on the tensioner arm and in use the links wear two
grooves in the pad so that the chain runs directly on the rollers. DO NOT dress the surface
of the pad to remove the grooves.
T.D.C
(
B.D.C.
Nominal Valve Timing Diagram
The sprockets incorporate timing marks to facilitate correct valve timing. Note the identification pin on the crankshaft sprocket. The crankshaft sprocket can be removed with
remover Tool No. P.6116 and replaced with replacer Tool No. P.6032A or B. '
,CRANKSHAFT AND BEARINGS
The cast iron dynamically balanced crankshaft runs in five aluminium/tin main bearings. The
shaft is heat treated to improve fatigue strength.
In new engines the crankshaft may be either standard or 0'010 in. (0'25 mm.) undersize on
the main bearing journals and crankpins. The crankshaft main bearing journals .are graded,
the standard crankshaft webs being marked, adjacent to, the journal, with a paint spot, BLUE
for the smallest grade and RED for the largest. Where the crankshaft is 0·010 in. (0-25 mm.)
undersize the grades are GREEN and YELLOW respectively.
The crankshaft main bearing journals may be ground 0-010 in. (0-25mm.), 0'020 in. (0-51
mm.), undersize and the crankpins to 0'030 in. (0-76 mm.) undersize. When grinding crankshafts undersize it is important to maintain the correct fillet radii at all times. Re grinding will
remove the benefits of heat treatment and thus reduce the life of the crankshaft.
A9
·The centre main bearing journal has a double radius of 0,070 in. (1'78 mm.) and 0·080 in.
(2 ·03 mm.) and the rear main bearing has a double fillet radius, the inner radius of which
must .be maintained at 0·100 to 0·110 in. (2' 54 to 2·79 mm.) when regrinding. The remaining main journal fillet radii are 0'080to 0·094 in. (2,03 to 2·39 mm.). The crankpin journal
fillet radii are 0·080 to 0,094 in. (2,03 to 2·39 mm.). The crankpin journal fillet radii are
0·080 to 0·094 in. (2·03 to 2·39 mm.). Grind the crankshaft revolving anti-clockwise when
viewed from the front. Ensure that the fillet radii are smooth and free from visual chatter
marks. The main bearing journal length between the thrust faces can be increased by up
to 0,020 in. (0,51 mm.) providing an equal amount is machined from each face and the
corresponding oversize thrust washers fitted. The crankpin length must not exceed 0·010
in. (0, 25 mm.) oversize .
.Main bearing journal and crankpin ovality should not exceed 0·0004 in. (0,010 mm.) TIR
and taper 0·0005 in. (0'013 mm.). The centre main bearing run - out relative to the front and
rear journals should not exceed 0·002 in. (0'05 mm.) TIR. The crankpins should be parallel
to the main journals within 0,001 in. (0'02 mm.) and be within 0·005 in. (0·13 mm.) on
either side of the centre line through No.1 crankpin and main journal. The thrust faces should
be smooth and square to the bearing journal within 0·0005 in. (0·013 mm.) TIR. After grinding, crankpins and journals should be polished, with a fine lapping paper and the crankshaft
revolving clockwise to produce a good surface finish. Grinding will remove the surface heat
treatment and reduce the overall life of the crankshaft.
Crankshaft thrust is taken by steel-backed white metal half thrust washers located in the
cylinder block at the centre main bearing. Standard size washers and 0·0025 in. (0'064
mm.), 0·005 in. (0'127 mm~), 0·0075 in. (0'191 mm.) and 0·010 in. (0·254 mm.) oversize washers are available.
i
{
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CONNECTING RODS
Connecting rods are H section steel forgings with detachable big end caps. The caps
are located by two hollow dQwel pins pressed into the connecting rod and retained by two
bolts fitted without lockwashers... The connecting rod can be identified by the number forged
on the web. An oil squirt hole machined' in the connecting rod feeds oil from the crankpin
to the non-thrust side of the cylinder bore.
The steel-backed big end bearing liners have aluminium/tin bearing surfa.ces. The upper liner
which locates in the connecting rod incorporates an oil hole, the lower liner being plain.
Undersize liners are available in 0,002 in. (0,05 mm.), 0,010 in. (0·25 mm.), 0·020 in.
(0·51 mm.), 0,030 in. (0,76 mm.) and 0·040 in. (1,02 mm.) sizes.
Cranklhaft Fillet Radii
A10
The connecting rod small end bearing is a steel-backed bronze bush, which is not available
in service, the connecting rod being serviced with the bush already fitted.
When dismantling an engine examine the piston markings to ch~ck the connecting rods for
straightness. A heavy marking on the piston skirt above the pin on one side together with a
correspondingly heavy marking below the pin on the other side indicates a bent connecting
rod which should either be straightened 'or a replacement fitted. The connecting rod small
and big ends should be parallel and square to the longitudinal centre line within 0·005 in. per
inch (cm.) length.
When assembling a connE!cting rod to the piston ensure that it is fitted the correct way round.
The marking 'FRONT' is embossed on the web to facilitate this.
CONNECTING ROD NUMBERING
Connecting rods are numbered when installed in the engine during manufacture, to facilitate
correct reassembly should tr.ey be dismantled.
The number is stamped on the camshaft side of the big end so that a cap replaced with the
numbers together must be in its original position. Never reassemble a bearing cap to another
connecting rod.
It is advisable when removing connecting rods from an engine to check that the connecting rods have been colour codsd correctly. The connecting rods are colour coded as follows
, Red, 2 Yellow, 3 Blue, 4 None.
PISTONS, PISTON PINS AND RINGS
The pistons are made of an aluminium alloy and are of the solid skirt type with thermal slots
in the oil control ring groove and the upper part of the piston skirt. The combustion chamber bowl is machined in the piston crown.
The piston should be fitted with the combustion chamber bowl offset to the left side of
the engine, when facing the flywheel.
The piston pin is offset in the piston 0·04 in. ('·0 mm.) towards the thrust side of the engine.
The tubular steel piston pins are fully floating and are retained in position by circlips installed
in grooves at each end of the piston pin bore. The piston pins are selected to give the correct
fit in the piston pin bore and small end bush in tr.e connecting rod. Pistons are only supplied
in service complete with the piston pin, to ensure the correct fit. The piston pins should not
be interchanged.
Three piston rings' are fitted, two compression and one oil control ring. The lower compression ring is stepped externally on the bottom face and the upper ring is chrome plated
and tapered on the periphery. Both rings are marked 'TOP' and must be fitted this way
round. The oil control rings have narrow ring lands and may be fitted either way round.
(
All
Oversize pistons and rings are not available and replacement cylinder liners should be fitted.
Pistons graded to cylinder bore size are fitted to new engines. One grade only is supplied for
spares.
FLYWHEEL AND RING GEAR
The cast iron flywheel is located concentrically on the crankshaft flange and retained by six
bolts fitted with washers and Loctite. A drive for the engine starter motor is provided by a ring
gear shrunk onto the flywheel. An additional steel or cast iron weight is dowelled and
bolted to the flywheel to increase inertia and provides a smooth r~nning engine at low speeds.
The flywheel ring gear locates in a retention groove and can be removed by c.utting between
two adjacent teeth with a hack saw and splitting the gear with a chisel. In no circumstances
should pressure be applied in an attempt to dismantle the ring gear for repositioning on the
flywheel.
When replacing the ring g~ar it must be heated evenly to a temperature not exceeding 600°F
(316°C) or the ring gear wear resistant properties will be destroyed. If the ring gear is heated
by a naked flame place the ring gear on a bed of fire bricks and then play the flame in a crrcular motion onto the bricks about 1t in. (38-1 mm.) from the inside of the gear until it
reaches the required temperature. The correct temperature can be detected by using a special
type of temperature sensitive crayon, or alternatively by pol~shing a section of the ring gear
and heating until it turns dark blue. Fit the ring gear with the chamfers on the leading faces
of the gear teeth relative to the direct"ion of rotation. Allow the ring gear to cool' naturally in
air, DO NOT QUENCH;
The flywheel and ring gear assembly are dynamically balanced to close limits. The weight is
16cated on the flywheel by three dowels and is retained by si,x bolts with spring washers.
('
\
THE OIL PUMP
The oil pump and filter assembly is bolted to the right-hand side of' the cylinder block and
can be removed with the engine ,in place. The oil pump, which is driven by a skew gear on
the engine camshaft, has the full flow ~Iement type filter bolted to a mounting flange integra I with the oi I pump body.
Oil is sucked from the sump through a tube pressed into the cylinder block sump face. A
spring-loaded filter gauze located on the end of this tube pro,vides primary filtration. The gauze
can be removed by bending back the retaining lug and sliding the gauze out sideways. A pressure relief valve oil return pipe is also pressed into the cylinder block sump face parallel to
the inlet tube.
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.
Eccentric Bi-rotor Type 011 Pump
:-:.':.
:........ .
.: ....: ...
"
A12
THE OIL FILTER
The full flow type oil filter is screwed to a mounting flange integral with the oil pump body
and is of the disposable cartridge type.
VENTILATION SYSTEM
A semi-closed positive ventilation system is fitted as standard and consists of a breather
and oil separator and a connecting tube to the inlet manifold.
ADJUSTING VALVE CLEARANCE
/
1
3
2
5
Valves Open
Exhaust and 6 Inlet
Inlet and 8 Exhaust
Inlet and 4' Exhaust
Exhaust and 7 Inlet
.. .
.. .
.. .
.. .
3
1
5
2
Adjust
Inlet and 8 Exhaust
Exhaust and 6 Inlet
Exhaust and 7 Inlet
Inlet and 4 Exhaust
2
1- ADJUSTING SCREW
2- VALVE ROCKER ARM
3- FEELER BLADE
Venting the Fuel System
1. Open the throttle to maximum, ensure the stop control is in the run position.
2. Operate hand primer with filter vent open.
3. Slacken high pressure pipe unions on injectors.
4. Unscrew the vent screw one turn located on the side of the fuel injection pump and operate
hand primer for a few seconds. When fuel issues free of air bubbles when the fuel lift pump
hand primer is operated tighten the vent screw. Refer to illustration Fuel Injection Pump
, No.2.
5. Operate the starter and observe the high pressure connections on the injectors when fuel
issues from all four, tighten connections on injectors.
6. Start engine in normal way, using cold start device if fitted.
\
A13
MAINTENANCE AND REPAIR
Section A
TOP ENGINE OVERHAUL - DECARBONISE CYLINDER HEAD AND REGRIND VALVES
Ope No.
A1
Disconnect battery.
A2
Shut off fuel supply.
A3
Turn off seacock. Drain cooling system. Drain taps are located on port side of cylinder
block and underside of heat exchanger.
A4
Disconnect sea water outlet hose on top of sea water pump.
A5
Disconnect exhaust pipe from exhaust manifold,' also throttle cable.
A6
Remove all four injector high pressure supply pipes (tin. AF unions) and protect exposed unions on injectors and pump with plastic caps.
A7
Loosen hose clips on two hoses connecting exhaust manifold to engine.
A8
Remove two
stat.
1 in. AF. bolts from thermostat housing and detach complete with thermo-
A9
Remove six
1 in. AF bolts securing manifold to cylind~r head and remove manifold~
A10· Remove all injector leak off pipes (l;; in. AF) and fuel filter vent to No.4 injector.
(
A11
Disconnect alternator tensonerbracket tin. AF and slacken alternator mounting bracket
and remove drive belt.
A12
Remove five tin. AF bolts securing inlet manifold to cylinder head and leave manifold
in position.
A13
Remove four 1- in. UNC 'posidrive screws and detach cylinder head cover. Remove
four T96 in. AF bolts evenly and remove rocker assembly.
A14
Remove eight pushrods and retain in assembly order.
A15
Slacken ten H in. AF cylinder head bolts evenly until loose, remove bolts and cylinder head. Place head on a suitable working surface taking care not to damage the
protruding injector nozzles.
A16
Remove eight tin. AF nuts and washers and withdraw injectors and copper seating
washers from cylinder head.
A17
Using a valve spring compressor witgdraw all valves and retain in assembly .order.
Thoroughly clean cylinder head of all dirt and c~rbon, paying particular attention to
inlet and exhaust ports and injector holes. If' possible clean the inlet ports with a
rotary wire brush to give a polished finish. particularly in the area around the valve
throat where the airflow fin is at its widest point. A smooth unobstructed· surface in
the inlet ports will ensure highest engine performance. Clean all valves of carbon deposits and re-cut seats if necessary to limits outlined in reference data. Lightly regrind all valves before assembly.
'
A18
Re-assemble valves in cylinder .head, if new valve guides have been fitted the valves
should be reseated with lapping compound then smear an anti-scuffing compound
such as colloidal graphite on valve stems. fit new stem oil seals and assemble springs,
retainers and split cones.
\
A14
A19
Check valve rocker oil feed hole is clear of obstruction, hole is located at No. 1
rocker pillar base.
A20
Clean tops of pistons of carbon and remove all traces of old cylinder head gasket from
top of cylinder block. Thoroughly clean out exhaust manifold. Check injector sprays
and pressure setting. Take care no gasket material enters push rod holes.
A21
Fit new gasket and carefully position head on engine, replace the ten bolts and tighten
evenly in the order below to 65-70 Ib./ft.
A22
Reassemble engine in reverse order A 1-A16 using new joints and copper seating
washers where applicable.
TO SERVICE FUEL INJECTION PUMP
Ope No.
B1
Disconnect battery.
B2
Shut off fuel supply.
B3
Remove fuel injector high pressure pipes.
B4
Disconnect fuel feed aOnd return pipes from top of injection pump.
B5
Disconnect stop cable and return spring, also throttle cable from pump.
B6
Remove three i in. AF nuts securing· pump to chaincase and withdraw pump to
the rear, note position of master tooth on drive shaft for e~se of re-assembly.
Note: It is necessary to remove the port bearer before removing the fuei injection pump.
B7
Service pump in accordance with Lucas-CAV schedule. (Lucas-CAV agent).
B8
Reassemble pump in reverse order and vent system before attempting to start engine.
Ensure timing marks on pump flange and chaincase are aligned as in illustration No.2.
TO SERVICE FUEL INJECTION
pulVip
DRIVE CHAIN AND SPROCKETS
0
Ope No.
C1
Carry out operations 81-86.
C2
Drain fresh water from cylinder block.
C3
Remove alternator drive belt, fresh water pump pulley (4Xi in. AF bolts) and crankshaft pulley tin. AF bolts).
C4
Remove sea water pump (i in. AF bolts) and drive coupling to pump and swing pump
out of the way still attached to hoses ..
C5
Remove twelve if in. AF bolts and one tin. AF bolt from chaincase cover and carefully lever off cover from either side taking care to leave the twQ locating dowels in
position.
C6
Fit the crankshaft pulley bolt and a suitable spacer to prevent damaging the thread in
the crankshaft and turn the crankshaft until the removable link in t~e duplex chain is
in the position shown in illustration No.3 below. Withdraw the link and remove
the chain.
e7
Remove the
C8
Apply heat to the chaincase in the area around -the driven sprocket. When approximately 100°C carefully lever out sprocket and ball race assembly.
C9
Using crankshaft sprocket remover tool No. S2340 locate on sprocket and draw off
sprocket.
C10
Locate new sprocket on crankshaft, align keyway with crankshaft key and drive
sprocket on with a suitable brass or aluminium drift. Fit sprocket dowel.
if
in. AF bolt and ball race retainer.
(
\
A15 .
THROTT LELEVER
VENT SCREW
FUEL INJECT.ION PUMP VENTING AND TIMING DETAIL
Tighten the bolts as
shown in Fig. 1. This
should preferably be
done with the engine
hot, using a Torque
wrench and repeating
the sequence in .stages
until the correct torque
figure of 65/70' Ib./ft.
(8-9-9-7 kg./m.) is
achieved.' After this
operation it- will be
necessary to reset the
valve clearances.
FiC I CYLINDER. HEAD BOLTS
.
A16
C11
To replace ball race on driven sprocket, drive off old race with a drift and press on replacement ensuring that ball race is properly seated against shouider. .
C12
To replace needle roller inner race use tool No. 52350 and draw off race and press on
replacement flush with end of sprocket hub.
C13
To replace needle bearing outer race in chaincase cover press out race with tool No.
52360 and with the tool fit replacement as shown in illustration No.4 below.
C14
C15
If necessary overhaul fresh water pump as outlined in Section 0 below.
Heat chaincase again and press in sprocket assembly ensuring that it is fully seated
against shoulder. Check this by placing a straight edge on sprocket face and measuring "gap between straight· edge and chaincase joint face at three different points. Assemble ball race retainer and bolt.
C16
Turn crankshaft until timing mark on camshaft sprocket is opposite dowel on crankshaft sprocket, fit duplex chain and position pump sprocket so that its timing mark is
opposite right hand dowel on chaincase and chain ends are in position to accept
joining link." See illustration No.3 below.
C17
Fit joining link and retaining clip with open end facing opposite direction of rotation.
Remove bolt from crankshaft and reassemble in reverse order C1-C5 and 81-86.
See illustration No.5, illustration No. 3 and No.4 and No.5.
TIMING DETAil FOR FUEL INJECTION
PUMP AND CAMSHAFT.
(
\
I
i
o
~
-.~.-
IMPLE
DOWEL PIN.
The #1 cylinder is at the flywheel end.
A17
CHAINCASE
COVER
/
NEEDLE ROLLER
OUTER RACE
FLUSH WITH
BOSS FACE
(
\
SECTION OF CHAINCASE COVER
FITTING JOINING LINK TO FUEL PUMP DRIVE CHAIN
JOINING LINK
Al8
TO SERVICE FUEL INJECTOR PUMP DRIVE CHAIN ONLV
Ope Nos C1-C6 and C16-C17. Replace chain if wear greater than ,002 in. per link.
TO SERVICE FRESH WATER PUMP
Ope No.
01
Carry out operations C2-CS.
02
Withdraw fresh water pump pulley flange from pump shaft, after removing drive
pin when fitted.
03
Remove bearing retaining clip if fitted and press out pump and bearing assembly from
front to rear.
D4
Draw off impellor and remove venturi ring and thrust spring.
05
Heat the chaincase cover and press in replacement bearing and shaft assembly using
Loctite or equivalent compound. Fit the pump seal over the shaft and locate in the
chaincase then fit seal thrust washer.
06
Press on pump impellor with spring and venturi ring in position shown. Press on
pulley flange to correct dimension and replace drive pin when fitted. Check dimensions
again before reassembling cover to engine. Ensure correct alignment of locking screw
to flat on shaft. See illustration No.6.
07
Reassemble in reverse order C1-CS. When tightening 3 bolts around the pump ensure
the impellor turns freely in the timing case.
(
\.
SPRING
VENTURI,ING
\.
ASSEMBLY DETAIL OF WATER
CIRCULATING PUMP
,:
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.
1'''37''
--..;I 11·10mm .
L. _____,
I
I
I
! !•
I
i
!....!
SECTION OF CIRCULATING
PUMP ASSEMBLY
A21
GS
G9
Carefully align the pivot pin hole of yoke with pivot pin hole in end bracket by moving solenoid assembly and fit pin (with head uppermost when installed on engine).
Note: A new pin MUST be used after dismantling a starter.
Fit the two bolts retaining the solenoid ensuring that the rubber sealing diaphragm is
properly seated in the recess and fully tighten bolts.
TO SERVICE INJECTORS
H1
H2
H3
H4
Carry out operations A6, A10, A16.
Insert plugs in cylinder head injector holes to avoid ingress of dirt.
Service injectors in accordance with Lucas - C.A.V. schedule (Lucas-C.A.V. agent).
Replace copper seating washers and reassemble in reverse order.
TO CHANGE FUEL FILTER
J1
Turn off fuel supply.
J2
J3
J4
J5
Unscrew the securing bolt and remove the filter bowl and element.
Discard the elements and upper and lower sealing rings.
Wash out bowl with clean fuel oil. Do not use a cloth.
J6
J7
J8.
Unpack the new element and rings and fit new sealing
bowl.
Reassemble bowl.
Bleed system.
Run and check for leRks.
ring~
to filter head and filtet
A22
DIESEL .ENGINE . FAULT FINDING CHART
MECHANICAL
ENGINE
OVERHEATS ________________- r______~----------------~
ENGINE
KNOCK~
Insufficient water:
Insufficient lubricating oil:
Fan belt slack or broken:
Thermostat sticking:
Injection timing incorrect:
Water pump needs attention:
Engine needs top overhaul.
FUEL
Faultv injector(s)
__________________~--~~~----------------~
Bearings worn:
Piston slap:
Sticking valve rocker(s):
Broken valve spring(s):
Faulty injector(s):
Atr in system.
Maximum stop screw out of adjustment:
Incorrect Pump Timing:
Sticking valve( s):
Sticking piston rings:
Engine needs top overhaul:
Broken injector pipe.
Faulty Injector(s):
Air in system:
Faulty pump.
Valve(s) sticking:
Governor idling setting incorrect.
Air in system:
Faulty lift pump:
Fuel filter restricted:
Insufficient fuel in tank.
Air In system:
Faulty lift pump;
Fuel filter restricted:
FaulW InJector(s):
Insufficient fuel in tank:
Dirty air cleaner:
Stop control pulled out slightly.
EXHAUST EMITS
EXCESSIVE SMOKE _______....____In_je_c_ti_o_n_t_i.m_i_n_g_in,.;~_o_rr_e_ct_'_ _ _ _ _..
Faulty injector(s);
ENGINE
Poor compression.
MISFIRES __________________- r____~~------------------._-- Faulty pump.
ENGINE STARTS
AND STOPS
E"GINE DOES NOT
GIVE FULL POWER
Sticking valve(s): .
Worn piston rings and bores:
Incorrect valve clearance;
Sticking piston rings:
Injection timing incorrect;
Engine overheating:
Engine misaligned.
ENGINE IDLES
IMPERFECTLY
Governor idling setting incorrect:
Injection timing incorrect:
Air leak in governor system:
Sticking valve(s):
Broken valve spring(s).
Air in system:
Fuel filter restricted:
Faulty injector(s):
Faulty lift pumr:
Insufficient fue In tank:
Faulty pump.
(
\
ENGINE WILL NOT START
I
Starter does not
crank engine
I
Battery run down;
Lead
Faultydisconnected:'-§3--"
starter switch: __.....1-_ _ _ _ _ _ _...
Faulty isolation switch:
Faulty starter motor.
I
Starter cranks
engine
partlY.
run down:
Terminal(s)
loose:
Connections dirt)':
Wrong grade engine 011:
Faulty starter motor.
'MECHANICAL
Injection timing incorrect:
Poor cylinder compression: +
Blocked air cleaner. _ _...
____•
I
. L______....§~Batterv
Starter cranks
engine slowly
FUEL TSTEM
I
I
Fuel Not Reaching
Fuel Reaching
Injection Pump
InJecti"! Pump
Insufficient fuel in t a n §
Blocked fuel pipeline;
Faulty lift pump:
Restrtcted fuel filter;
Air leaks in pipeline.
Air in Fuel System.
Stop control
on or partially on._...._ _..
(
Faulty Injecto.
"'--
A19 .
TO SERVICE SEA WATER PUMP
Ope No.
E1
E2
Shut off seacock. Remove hoses. from pump.
Remove two tin. AF bolts and withdraw pump and drive coupling.
E3
E4
Remove pump cover plate.
Pull out shaft with impellor and remove cam if worn. Replace seals and refit shaft and
replacement impellor and cam. See"
section through sea water pump to ensure
seals and iO' ring are fitted in correct relationship to each other.
Check cover for wear marks, either replace cover "or machine flat and square with bush.
Check gasket and refit cover.
Replace pump and drive coupling.
E5
E6
SECTION OF WATER PUMP
TO SERVICE CRANKSHAFT, BEARINGS, PISTONS AND CAMSHAFT
Ope No.
F1
F2
F3
I
F4
F5
F6
F7
(
Fa
Carry out operation A 1-A15 inclusive.
"Carry out operation 81-86 inclusive and C2-C5 inclusive.
Drain lubricating oil and remove dipstick and extension tube.
Disconnect fuel feed from lift pump to filter and crankcase breather to inlet ma"nlfold. Remove inlet manifold complete with fuel filter.
Remove wiring harness and alternator.
Disconnect fuel supply from lift pump and remove pump (two tin. AF bolts).
Remove three 1- in. AF bolts and withdraw oil pump and filter.
Remove starter motor (2X", in. AF bolts). Remove two T7, in. AF bolts from forward
face of flywheel housing and remove cover plate.
A20
F9
Remove gearbox if fitted and flywheel housing (6Xr, in. AF bolts).
F10
Remove flywheel and stubshaft (r6 in. AF nuts) or flywheel inertia weight (6Xt in.
AF bolts) and drive plate if hydrauli.c ge~rbox is fitted.
F11
F12
Invert engine and remove sixteen 1, in. AF bolts securing sump.
Remove two remaining 16 in. AF bolts from chaincase and remove chaincase complete with duplex sprocket and chain. '
Bend over lock tabs and remove two tin. AF bolts and camshaft sprocket and chain
also chain tensioner pad.
Remove four tin. AF bolts and crankshaft rear oil seal housing.
F13
F14
F15
F16
Remove eight T9, in. AF connecting rod bolts and remove the bearing caps and retain in
assembly order.
Remove ten it in. AF bolts and remove main bearing caps and place in assembly
order. Withdraw crankshaft and thrust bearings.
F17
Push out piston/connecting rod assemblies through top of cylinder block.
F18
Remove circlips from pistons and push out gudgeon pins, retain pins with pistons.
F19
Remove two bolts securing camshaft thrust retainer and camshaft thrust bearing.
F20
Withdraw camshaft.
F21
Remove tappets (Cam followers).
Refer to dimensional data in this manual and check all wearing surfaces for deviation.
Refer to earlier pages for information on the replacement of cylinder liners, connecting rod
small end bushes and camshaft bushes.
Re-assemble engine in reverse order F1-F21 with the following addition:
/
f
\
1. Ensure that the connecting rods are placed the correct way on the piston - one side of the
con. rod is marked 'front'. Space the piston ring gaps at 120 degrees between each,
liberally oil the assemblies and fit to the cylinder bores using a piston ring clamp.
2. When replacing chaincase ensure that the sump face is flush with the cylinder block sump
face and position fuel pump. drive sp~ocket centres using tool No. 52370. This will ensure correct chain tension and centering of the crankshaft pulley oil seal.
3. When fitting gearbox stub shaft to flywheel check runout on ground diameter. This must
not exceed 0'003 in. Lightly tighten nuts and tap with hammer and drift until within above
limit. Tighten nuts to 50 Ib./ft. A special spanner is available for the purpose Part No.
52380.
TO SERVICE STARTER MOTOR
Service as for Lucas 25689F starter with the exception of pinion drive assembly as follows:
G1
Remove starter from engine and ,clamp in a vice.
G2
Unscrew and withdraw long clamping bolts. Remove yoke pivot pin.
G3
G4
Remove two bolts and remove solenoid assembly.
Withdraw end bracket.
G5
Drive the circlip locking ring off the circlip towards the pinion and lever the circlip
off the shaft. Remove the .Iocking ring and then the pinion. assembly.
G6
Fit a replacement pinion assembly on shaft and ensure that the yoke is facing the correct way - the radiused portion of the arm must face towards the solenoid.
G7
Fit the solenoid assembly over the yoke arm and then fit the circlip and ring and end ,
bracket to the starter body and tighten the two clamp bolts.
<l.l
OTHER OVERHAUL
CONTENTS
SECTION
PAGE
MARINE ENGINE ELECTRICAL SYSTEM •••••••••••••••••• Q
Activation by Fuel Pressure •••••••••••••••••••••••••• Q.2
Activation by Lube Oil Pressure •••••••••••••••••••••• Q.4
COOLING SYSTEM (EXTEBNAL) •••••••••••••••••••••••• R
TRA,NSMISSIONS •••••• •,_ •••••••••••••••••• -•••••••••• S
Type SAl Manual •••••••••••••••••••••••••••••••••••••• S.2
'Type SAO Manual •••••••••••••••••••••••••••••••••••••• S.9
SAl and SAO Clutch Adj ustments. '••••• '. • • • • • • • • • • • • • • •• S. 21
SAl and SAO Reduction Units •••••••••••••••••••••••••• S.23
Type RB - Freewheeling ••• '••••••••••••••••• '. • • • • • • • • •• S. 25
Paragon P-21 Series, Hydraulic ••••••••••••••••••••••• S.29
Warner Hydraulic ••••••••••••••••••••••••••••••••••••• S.35
SECTION Q
Q.2
MARINE ENGINE ELECTRICAL SYSTEM
ACTIVATION BY FUEL·PRESSURE
(Push Button Start)
This system is supplied on all four and
six cylinder Westerbeke engines beginning
January 1975. Basically~ the ·system is
very simple and eliminates the need for a
separate switch position to activate the
engine alarm system, when supplied.
Starting is accomplished by operation
of the. start push button which causes the
starting motor to crank •
. Once the engine is running, fuel pressure developed in the low pressure side of
the fuel injection pump operates a fuel
pressure switch. Voltag~ ~s .then applied
to the alarm system (if su·pplied) and to
the alternator for excitation and for all
instruments.
When the engine is stopped, fuel pressure drops and the fuel pressure switch
removes voltage from these devices.
When an 'engine is supplied with a prehea~ing device, the device is energized by
a separat·e push button.
NOTE: I t is important that your engine'
installation includes fuses or circuit
breakers,a.s described under "Ownership
Responsibility" on the wiring diagram
,s~pplied with your engine.
\
SECTION Q
AcnYATION BY FUEL PRESSURE
(PUSH BurrON START)
Q.3
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Q.4 .
Marine Engine Electrical System
ACTIVATION BY LUBE OIL PRESSURE
(Keyswitch Start)
This system is supplied on all 4 and 6
cylinder Westerbeke diesels produced prior
to January 1975. Operation is very simple.
Putting the start switch in the Run position energizes an alarm system (when supplied). Returning the start switch to Off
position de-energizes the alarm.
Turning the start swit.ch to Crank position operates the starting motor and starts
the engine. Upon starting, the start
switch is released to the Run' position.
When the engine develops oil pressure,
voltage is supplied to the alternator for
excitation and to all instruments. Whenever the engine stops, loss of oil pressure r.emoves voltage from these devices.
When an engine is furnished with a preheating device, it is energized by a separate push button at the key switch panel.
When an engine is furnished with an
electric stop solenoid, it is energized by
a separate push button at the key switch
panel.
.
NOTE: It is important that your engine installation includes fuses or circuit
breakers, as described under "Owner's Responsibility" on the wiring diagram supplied
with your engine.
/
\
SECTION R
COOLING SYSTEM (EXTERNAL)
1. DESCRIPTION
The Four
Marine Diesel Engines are
equipped with a fresh water cooling system.
Transfer of heat from the fresh water
(closed system) circuit to the sea (raw) .
water is accomplished by a heat exchanger,
similar to an automobile radiator. It
differs because raw water, not air, cools
the engine's, fresh water. An unrestricted
fast-flowing stream of sea water flows
through the tubes of the heat exchanger
while the fresh water flows rapidly under
low pressure around the tubes of th~ ~eat
exchanger. The raw. water and fresh water
never mix so the water cooling passages in
the engine stay clean.
the fresh water. The freshwater flows
from the exp~nsion tank to the heat exchanger; here it is cooled and discharged
into the lower part of the cylinder block,
where it is circulated through the block
and cylinder head by means of a centrifugal fresh water pump. Openings in the
water jacket around the cylinder bores
connect with corresponding openings in the
cylinder'head, where the fresh water circulates around the va~ves and fuel injectors. When the engine reaches its operating temperature, the fresh water then
passes out through the thermostat into the
expansion tank and the circuit repeats.
2. FRESH WATER SYSTEM
Heat rejected in combustion, as well as
heat developed by friction is absorbed by
3. SEA WATER SYSTEM
The engine is indirectly cooled by the
unrestricted fast-flowing stream of sea
water which absorbs the heat from the fresh
EXHAUST
SURGE
MANIFOLD
TANK
~ER
~
. . . . BOARD
H J"
'
EXCHANGER
-..
FROM
, ):::<J:. CI CI <P SEA
COCK
~~--~~
RAW'
WATER
,PUMP
0
t
OIL
FILTER
FROM SEA
COCK
- --.-:..............,
-~-
_
_
RAW WATER
>FRE5H WATER
>
~- - ~- ENGINE OIL
I' - '-~ IUSED ON HYD-
HYDRAULtCGEAR/':n"~
Qll. COOL.~R.
'tf
C
RAULIC. GEAR
ONLY
R.l
R.2
water via the heat exchanger. This raw
water is picked up from the sea by a powerful neoprene impeller sea water pump, and
passes through the oil cooler to the heat
exchanger. After passing through the heat
exchanger (and transmission oil cooler if
installed), the raw water is then piped
overboard.
The oil cooler conducts heat away from
the bearings and other friction surfaces
by the lubricating oil, which is circulated
by the oil pressure pump and cooled by the
flow of sea water through the tubes of the
oil cooler. When the engine is equipped
with a water cooled transmission for a hydraulic or RB sailing gear the sea water is
also circulated through the tubes of a
transmission oil cooler, and then piped
overboard. In this sense both the engine
oil cooler and ·transmission oil cooler are
heat exchangers.
4. SEA WATER PUMP
The water pump is mounted on the front
of the timing cover and is driven from the
fuel pump gear. The water pump is a selfpriming, positive displacement rotary pump,
with a brass case and a neoprene impeller.
The impeller has 'fle'xible vanes which wipe
against a curved cam plate in the impeller
housing, producing the pumping action.
NOTE: As the water pump contains a neoprene impeller, on no account should
it be run in a dry condition. Always
carry a spare impeller and gasket.
5. DRAIN COOLING SYSTEM
Remove the pressure cap from expansion
tank and open pet cock on left hand side of
cylinder block below the air filter~ and
the fresh water drain pet cock on bottom
left side of heat exchanger. (Turn petcocks counter-clockwise to open.)
6. FILLING COOLING SYSTEM
Ensure the petcock on left hand side of
cylinder block and petcock on bottom of
heat exchanger is closed. (Turn clockwise
to close.)
Open air vent pet cock on top of heat exchanger. Remove fill cap on top of expansion tank and pour coolant into system
until coolant free of air bubble$ t"ssues
from vent petcock. Close air vent pet cock
on top of heat exchanger and completely
fill system to within one inch from top
of tank.
7. IMPELLER REPLACEMENT
a. Remove front end cover and gasket.
b. Remove impeller.
c. To replace the neoprene impeller
coat the impeller and impeller
chamber with TEXACO Regal Starfak
No. 2 grease only.
d. Align impeller key way with shaft
key. Care should be taken that the
impeller blades all lie in tbe same
direction relative to the rotation of
the pump, i. e., blades trailing.
e. Secure end cover and gasket with
four screws and lockwashers.
f. In the event of wear being present on
end cover, the cover may be reversed.
8.
T~RMOSTAT
a. Drain cooling system (approximately
two quarts).
b. Remove the nuts retaining the the~
ostat housing to the cylinder head
and lift-up housing.
c. Lift out thermostat.
d. Test the opening temperature by
placing the thermostat in water.
Raise to the temperature stamped on
bottom of thermostat.
(
e. If thermostat fails to open, fit new I.
thermostat. Allow the temperature
to cool. If it sticks open, renew
new thermostat.
f. Install thermostat with new gasket
and secure thermostat housing to cylinder head.
g. Replace coolant, remove, or if system
was drained, fill expansion tank to
within one inch from top of tank with
clean fresh water and a suitable corrosion inhibitor or antifreeze
solution.
h. Start engine and run until normal'operating temperature is reached. Stop
engine, carefully remove expansion
tank filler cap and add coolant as
required.
9. REMOVE SEA WATER PUMP
a. Remove hoses from pump.
b. Remove the four bolts securing pump
to adapter plate, and pull p~p away
from plate.
c. Remove drive tang between water pump (
coupling an"d fuel pump drive gear.
\
d. To' replace the pump, reverse the
'"
procedure above, using sealing co~
pound. (Rector seal or its equivalent on inlet and discharge hose connections to prevent air leaks.
Secure with hose clamps.)
SECTION S
L25 TRANSMISSION
MANUAL MARINE REVERSE GEAR
ADJUSTMENT OF GEAR
First remove Inspection Cover of Gear Box.
AHEAD CLUTCH (Ref: Plate "M")
Rotate the drum M4 until the locking tab M20 is observed.
This tab locks the aft part of drum to the forward part and
engages in castellations cut in the forward portion. Lock
the drum by pulling the Gear Control Lever into reverse and
slack off the set screw M22 securing locking tab. Take care
not to slacken too far and drop the screw into the gearbox.
Lift tab out of the slot. Tighten the Ahead Clutch by turning
the aft portion clockwise one or two divisions. Do NOT
overdo this, otherwise you may burst the drum since tremendous pressure can be exerted by the leverage obtained
through the toggles. These toggles M23 must throw over
dead centre and are thus self-locking in Ahead. There must
be NO continual strain on the Operating Collar such as would
be caused by constant pressure on the gear lever. The lever
is held lightly in position in neutral by means of a roller
which engages the indent in the cam plate. See illustration
on page:S2
SPECIFICATIONS
O/A Length (Direct Drive)
0/ A Length (Reduction 2: 1 )
.
Maximum Width
Weight (Direct Drive)
Weight (Reduction 2:1)
H.P. Rating
Torque Capacity
Maximum R.P.M.
Astern Revolutions .
Lubrication - Splash
Oil Capacity:
Direct Drive
2:1 Reduction .
10 in.
121 in.
9! in.
28t lb.
41t lb.
1·5 h.p. per
100 r.p.m.
50 Ib./ft.
4,000 r.p.m.
79% of Ahead
S.A.E. 30 Oil
1 pint
1t pint
REVERSE BAND
If the gear slips in reverse, remove Inspection Cover.
Tighten the hexagon lock nut M43 slightly so that drum is
locked when lever is pulled right back. Do NOT overtighten
or the reverse band will drag in Neutral and Ahead. This will
cause overheating and lose of power. When the correct adjustment is found, replace top cover. If the lock nut is slack
remove and give a sharp blow to the top locking portion and
re-assemble.
REDUCTION GEAR
The drive is by triple roller chain and all bearings are Ball
Bearings. THERE ARE NO ADJUSTMENTS. Careful alignment with the Propellor Shaft is VERY IMPORTANT. The
Gear Box and reduction gear have a common lubricating
system.
CHANGE the oil once per season or every 500 hours,
whichever is the more frequent. To DRAIN OIL, attach sUI!lP
pump to tube on side of gearbox having first removed the
hexagon plug M49.
SERVICE INSTRUCTIONS
DESCRIPTION
The Forward Drive is engaged by .·.mQving . the gear . lever
forward which engages the double friction clutch. The operation takes place through a ball-bearing control operating a
system of toggles which force home a set of plungers, thus
clamping together a series of hardened steel friction discs
which are interleaved, alternative plates being attached to the
engine shaft anc;l propeller shaft. Additionally, at the engine
end a split cone clamps the engine shaft and frictiona lIy
locks the epicyclic gearing to it. The double clutch arrangement eliminates entirely the slight rattle at low speeds
noticeable in the normal type of epicyclic gear.
The Neutral Position is obtained with the lever midway
between forward and reverse. the forward and reverse' drives
are then released and permit the gearing to run idle.
The Reverse Drive is obtained by drawing the lever right
back. This releases the forward drive and contracts a lined
brake band by means of a cam, thus clamping the outer
portion of the gear and causing a reverse motion of the
propeller shaft through epicyclic gearing. The reverse drive
is approximately 79% of the engine speed.
IMPORTANT: See that oilleve. is maintained in the reverse
gear and reduction drive, if fitted.
Normal adjustments for the reverse gear are given on page
S2 and particular attention is directed to notes on remote
gear controls given below. 90% of all gear troubles can be
traced to distant controls which are either badly designed,
are too flimsy, or cause the cam roller to ride out of the
indent in the camplate in Neutral. Do NOT use long or heavy
levers and try to arrange that the remote lever is upright in
the Neutral position, otherwise it may dra.g on the gear shift
and cause the reverse band to bind in Neutral. It will also
impose a constant load on the' operating collar which will
heat and then wear from undue friction when running in
Ahead.
IF G~AR TROUBLES SHOULD DEVELOP, first make an
examination and find if:
(a) The controls have bends which will flex and weaken, or
(b) Have elbows or joints which strike against the floor or
bulkheads or adjacent parts, thus preventing full pressure
and throw at the gear.
(c) See that joints are not stiff or rusty and keep them
lubricated.
(d) See that control handle does not strike the dash or pull
loose from the bracket so that full travel and pressure
fail to reach the gear.
(e) See that the controls do not cramp, rub or stick so as to
maintain a constant pressure against the trunnions of the
operating collar and so cause heat and wear from undue
friction when running in Ahead.
82
(f)
Check the adjustments of both
to see that these are correct.
AH~AD
and REVERSE
(g) Check for worn or unevenly adjusted Toggles and Toggle
Links. These may have been replaced at sorne time and
were not correctly adjusted to produce even pressure on
the clutch plates through the plungers. Examine the links:
they should all come into correct closed position at 'A'
as shown in Sketch Fig. 1. Should one of the links close
up and two remain open as in Fig. 2, then the link that
shows correct should be filed slightly at 'A' until all bear
equally at this point when closed. If two links show
correct and the third open, then both closed ones must
be filed slightly until this space is closed by all three
toggles. As this is most important when fitting new toggles
it is best to order three" complete sets of toggle assemblies comprisirtg Parts Numbers M24, M25, M28, M23,
M26 and 27.
When adjustment is fairly tight, "the lever
should throw in with a snap and require a sharp pull to
disengage the toggles.
IMPORTANT
Ahead clutch must not be adjusted
so tight that toggles wi" not close
up with links at 'A' Fig. 2. Fig. 1
shows correct position with central
pin just past dead center and
therefore locked in ahead without
constant pressure on the control
lever and operating collar.
FIG I
~
FIG 5
ADJUSTMENT OF
AHEAD DRIVE
Turn drum so that tab ' C'
is at top position. See Fig.
3. Pull control lever aft so
as to lock drum. S~ack off
screw'S', lift tab 'C' out
of slot. Tighten ahead clutch
by turning clockwise aft
J)ortion that carries toggles.
Correct adjustment is important. If too tight gear
"will not remain in ahead.
See Fig. 2.
If too slaCk the clutch will
slip under load. A notch
or two either way will make
all the difference. Note the
tab is offset and can be"
reversed for closer adjustment.
FIG 2
THIS SHArT MUST RUN
WITHIN ·cor AFTER IT IS
eeLTf:D TO rLYWH££L"
FIG?
REVERSE
FIG'"
FIG 3
ADJUSTMENT OF
REVERSE BAND
Pull control lever aft until
rollers rests on cam at 'D',
see Fig. 4. Now tighten nut
sufficiently to lock drum.
Do not overtighten the nut
so as to cause the band to
pinCh the drum as the roller
rides out of neutral notch
between 'E' and • F'.
Figures 4, 5. and 6 show
relative positions of the cam
roller and cam plate in
reverse, ahead and neutral.
(
PRUM
rIG.S
VIEWED FROM rORWARD END
"
SJ
GEARBOX AND REDUCTION GEAR
(
\
Plate
Description
L1
L2
L3
L4
L5
L6
L7
L8
L9
L10
L11
L12
L13
L14
L15
L16
L17
L18
L19
L20
. L21
L22
L23
L24
l25
Gearbox
Joint, s~.,ort flange to gearbox
CroBs ahaft seal
Dip-stick, gearbox 011· lev.1
Drainplug, tearbox .
Set screw, and anti-rattle
Lock nut
I nspectlon cover
Joint, Inspection cover to gearbox
Stud
Nut
011 filler plug, ins~8Ctlon cover
Fibre washer, 011 filler ~Iug
Engine identification label
Brass pin, securing label
Joint gearbox/reduction also used on DO
Ball bearing, main shaft
Support bracket rear engine, vertical (Wolf)
Stud securing aft bearer
Spring washer for stud
Nut for stud
011 seal, aft end cover or bearer DO
o ring coupling .
Washer co~lIng
Half coupling, gearbox
Half cO~lIng, gearbox for fle~ coupling
Key, aha to coupling
Nut, securing coupling to main shaft
Register, coupling
Shaft· half coupling {state bore}
Bolt, coupllnl
Nut, salf loc Ing for bolt
Shaft lock screw
Gear laver socket
Gear Lever assembly
Clamp bolt gear lever
L26
L27
L28
L29
L30
L31
L32
L33
L34
,
Ory.
1
2
1
1
1
1
1
1
4
4
1
1
1
2
1
1
1
6
8
..
1
1
1
1
1
1
1
1
1
3
3
,,
2
1
Oty.
Plate
Description
L35
L36
L37
L38
L39
L40
L41
L42
L43
L44
L45
L46
L47
L48
L49
L50
l51
l52
L53
L54
l54
L55
L55
l56
l57
L58
l59
Lao
S.L. nut for clam~ bolt
Transax pin secur ng lever
Reduction gear housing
Cover, reduction gear ouslng.
. ' ..
Joint, reduction gear cover to housing' as required
Socket screw
Spring washer for socket screw
Bolt securing reduction case to GB
Stud securing reduction case to GB
Spring washer
Nut
Elbow
Pipa (drain)
Clip
Set screw
Washer
Drive sprocket
Spacer for drive sprocket
Ball bearing, aft top
Triple chain, 50 links/ or "\
Trl~le chain, 46 links
r
Dr ven sprocket 38Tlor
"\
Driven sprocket 31 T
Lower ihaft, reduction gear
K:YJ for driven sprocket
Ba I bearing, lower shaft
ClrcUp
011 seal.
.'
Aft end cover, reverae gearbox
Support bracket rear enSlne, vertical (Tiger)
Support bracket, rear eng ne, starboard
Eltiow
Straight connector
for water cooled
Drain plug aft bearer
Fibre washer for drain plug J GB
• Not Illustrated
r
1
1
1
1
1
8
8
3
3
8
3
1
1
1
1
1
1
1
1
1
1
1
1
2
1
1
1
1
1
S4
PLATE -M-
7?
/
(
CLUTCH
Plate
Description
M1
Gear, forward stub shaft
M2
Pilot bush for gear
M3
Cone key for gear
M4"
Drum
M5
Drum bush
M6
Split cone
M7
Forward push plate
M8
Stud. long pimon
M9
Stud. short pinion
M10 Long pinion with bush
M11
Bush only, long pinion
M12 Short pinion with needle roller
M13 Needle roller
M14 Thrust disc
M15 " Head
M16 Clutch disc with lugs
M17 Clutch disc with teeth
M18 Clutch disc with lugs. thick
"M19 Drum arm n,ate
M20 Adjusting c ip
M21 Spring washer
}
M22 Set screw for clip
M23 Toggle assembly with plunger
M24 Toggle only
M25 Toggle Jinl(s only (set of 3)
M26 Pin only toggle and plunger
,,
Oty.
1
1
1
1
1
2
2
2
2
2
2
1
1
4
4
1
1
1
1
3
3
3
6
M27
M28
M29
M30
M31
M32
M33
M34
M35
M36
M37
M38
M39
M40
M41
M42
M43
M44
M45
M46
M47
M48
M49
M50
M51
M52
M53
M54
M55
Plunger only
Pin
Split pin
Operating collar assembly
Control shoe
Fork lever
Transax pin. pair
Cross shaft
Camp"late
Split pin
Cam shoe
Camshaft with roller and pin
Cam roller only
Pin only .for cam roller
Brake bands with link pins
Spring for brake band
AdLustin g nut. brake band S/L
Lin pin. starboard
Split pin for link pins
Link pin only, port (short)
Transax pin for link pins, pair
Link plate
Cross shaft/link spacer
D.O. Main shaft/or
}
Reduction main shaft
Key, main shaft to gear and coupling
Gear. main shaft
Ball bearing. drum arm plate
Circlip
Bush for main shaft
3
3
6
1
2
1
,
2
1
1
1
1
1
1
1
1
1
1
1
1
2
2
1
1
1
1
(
85
(h) Check for badly worn Split Cone M6
The gear may
have been allowed to slip continuously in Ahead" due to
neglect to adjust the clutch when it became necessary.
This would cause wear on the split cone which later
adjustment might fail to correct until a 'new split cone
had been fitted. It is possible that the corresponding
recess in the drum may also have become badly worn so
that the drum requires replacing or re-bushing. Clutch
plates may also become worn or the, surface torn, which
would necessitate renewal. In order to test for a split cone
which might require replacement: Adjust the Ahea.d
Clutch so that the toggles snap over dead center by
moderate pressure of the gear lever and without undue
force, then the split cone should grip the sleeve of Gear
M1 so that there is no end play of the Drum. Such end
play can be observed when the Inspection Cover is
removed and indicates that the cone is worn too much to
still grip the sleeve. It must be replaced. When reassembling the gear it is important to see that the Key M2
engages the keyway in the cone and NOT the split in the
cone. See Figs. 7 and S.
TO REMOVE THE REVERSE GEAR
FROM ENGINE
(Reference: Plate "Mil)
Disconnect tail shaft coupling and slide well aft.
The gearbox is secured by two nuts outside and two similar
nuts inside. Remove gearbox lid, undo nuts and slide gearbox
off.
CA UTION: Observe the condition of the gear on the forward
stub shaft and also the bronze pilot bush inside the gear. If
either is worn the stub shaft must be removed. When replacing, it is very important that the shaft must run true
within '002 in. after it is bolted to the flywheel. This should
be checked by means of a dial indicator before finally fitting
the reverse gear assembly.
REMEMBER ALSO WHEN PUSHING THE ASSEMBLED DRUM
OVER THE GEAR M1, TO ENTER THE CONE KEY IN THE
KEYWAY AND NOT THE SPLIT IN THE BRONZE SPLIT
CONE M6. See Figure 8. Another point: if it is intended to
completely dismantle the reverse gear. it is better to slack off
. the nut L27 which secures the coupling BEFORE commencing to remove the gearbox as it is then so much easier to
lock the shaft M50 to prevent it from turning.
f
\
TO DISMANTLE THE REVERSE GEAR
(Reference: Plates ilL" and "M")
CA UTION: If Either the Coupling L25
or the Reduction
Drive Sprocket L51 has been removed from the Shaft M50,
great care must be taken in replacing; first that the Key M51
does not trip or fall into the reduction drive housing, and
second, that something heavy like a block of lead or brass
is held against the forward end of Shaft M50 to take the
thrust when the coupling or sprocket is driven ~ck into
place. This operation must not be attempted when the gear
is fully assembled or when the reverse gear is fitted to
engine. After replacing the coupling or sprocket, check to
see· that the ball bearing is tight against the circlip on the
shaft. If there is a gap here it means that Thrust Disc M14
will be pinched because the Gear M52 is too far forward.
There should be
in. to -h in. of end float on tile Thrust
Disc M14 between the two Gears M52 and M1 when correctly
assembled.
6. To remove Cone M6 or Planet Gears M10 and M12 proceed
as Item 1, then, after lifting out the Clutch Plates M17. M16.
M18 and Head M15
the pinion studs should be pressed
inwards when the gears will come free and the Cone also.
If the Cone is worn or scored it must be replaced and the
correspo'nding surface in the Drum should also be examined
for similar wear. When the Cone and Forward Push Plate
M7 are in position there should be
in. to l in. clearance between the Plate and the Drum to permit the Cone
to be forced forward and close tightly on the Gear M1
When reassembling, the pinion studs are er.tered from the
forward end of the Drum. Begin with the two short studs.
These should eliter the holes adjacent' to the two flats
on the forward boss. Turn the Drum over and place the
Cone in position, followed by the Forward Push Plate M7,
then drop the two short pinions over the studs. Next press
these short pinion studs' home flush. Now enter the long
pinion studs, small end first, hold the pinions in place and
press these studs home. Assemble the Thrust Disc M14
and drop the Head in position over the ends of the pinion
studs.
n
n
When reassembling Clutch Plates in the Drum the seouence
is: Head M15, Plate with Lugs M16, Plate with TeethM17and
alternately thereafter, finishing with Pressure Plate, i.e. Thick
Plate with LugsM18. It will be found easier to assemble the
drum into gearbox by tilting the box and entering the gear
M52 into the splined plates, finally screwing home the Drum
,Arm PiateM19When replacing the coupling L25 before fitting
the key to the shaft slide the '0' ring upto the bearing, having
first checked there are no cuts in the ring. Next slide on the
washer then fit the key. Slide the coupling on past the key
then mQve the washer into the recess in the face of the
, coupling. A little grease placed in the recess helps to ensure
that the washer will not be displaced when pushing the
coupling home.
a.
{
\
Clamp the gearbox firmly ,in
bench vice, gripping that
portion at the bottom behind the drain plug; proceed as
follows:
1. The Drum Assembly may be removed. after the adjus~ing
clip M20 has be~n lifted clear of the notch, by unscrewing
anti-clockwise away from the Drum Arm Plate M19 The
clutch plates can then be removed and examined. See Item
5 for removal of gears, thrust plates, etc.
2. The Brake Band Assembly can now be removed after
slacking the Nut M43 sufficiently to slid~ out the Cam
Plate M35. It is not necessary to withdraw the cam plate
from the assembly, but if this is done be careful not to
lose the Cam Shoe M37 .
3. To remove Operating, Collar Assembly. This necessitates
removal of Main Shaft M50. Undo Nut L27, draw off
Coupling L25 with a coupling drawer and remove Key
126. Move the Fork Lever so as to free the shoes off the
Operating Collar MOO
The shaft may now be driven
out by means of a rubber hammer. Press off gear M52 and
Take care not to lose the shoes M31 •
release M30
4. The Ball Bearing should be driven out with a suitable brass
punch from inside the box but the Aft End Cover must
first be removed; six set screws secure this. If it is only
required to replace the Oil Seal L23 , this cover can be
removed after pulling the coupling. It is only necessary to
disturb the keys if t~e shaft is to be driven out.
TO DISMANTLE REDUCTION DRIVE
WHEN FITTED TO REVERSE GEAR
1. Drain the oil by removing the bottom bolt holding the cover
to the housing, or the drain plug, then remove the remaining cover bolts or drain with a sump pump.
2. Remove the nut securing the coupling to the lower shaft.
Draw off the coupling with coupling drawer.
3. Warm the cover around the ball-race housings which should
allow them to be drawn away from the housing. It may be
necessary to tap the bolt bosses lightly with a rubber
hammer by making a glancing blow in the direction the
cover is required to,go.
4. After removal of the cover, in order to remove the triple
chain which is endless, it is necessary to remove both
sprockets evenly and at the same, time. The top sprocket
is withdrawn by means of two bolts i diam and length
2 in. to 3 in. The sprocket is already threaded for these
bolts and will be forced off the shaft as both these bolts are
screwed evenly home.
5. To remove the lower sprocket complete with shaft, warm
, forward ball-race, then ease the shaft from the case at the
same time as the top sprocket is being withdrawn.
S6
6. If it is desired to remove the housing from the' gearbox,
undo the six bolts or nuts which will allow it to come
clear from the ball beari.ng which forms a spigot between
the two castings.
TO FIT REDUCTION DRIVE CASE
TO REVERSE GEAR
1. Offer the top sprocket to the gearbox shaft and see that
the key is fitting the keyway. Do NOT fit the sprocket just
yet.
2. Bolt the reduction housing to the gearbox.
3. See that both the sprockets are perfectly clean and free
from any burrs. Fit the ball-races to the lower shaft.
4. Fit the chain over both the sprockets and tap the top
sprocket on to the gearbox shaft approximately two-thirds
of the way when the ball-race on the lower sprocket will
enter its housing, then tap both the sprockets home evenly.
When home, sprockets· should be t in. outside' the
face of the housing. See 'Caution', page 12. Fit the bearing
L53 to the end of the M50 shaft.
S. Fit the oil seal to the cover and fit the cover to the housing.
NOTE: Immersing the cover in hot water will cause the
casting to expand and allow the cover to be tapped easily
over the ball-races.
6. Screw up cover evenly and test to see that reduction drive
turns freely. It is sometimes necessary to fit an extra joint
between the faces of the housing and the cover to give
perfect freeness. When replacing the coupling L25 before
fitting 'the key to the shaft slide '0' up to the bearing
having first checked there are no. cuts in the' ring. Next
slide on the washer then fit the key. Slide the coupling
on past the keyway then move the washer into the recess
in the face of the coupling. A little grease placed in the
recess helps to ensure that the washer will not be displaced
when pushing the coupling home.
NOTE: These Fitting Instructions are for Gearboxes which
already have had a Reduction Drive fitted. If a Reduction
Drive is to be fitted to a direct drive gearbox, the' gearbox
shaft must be changed for a MSO shaft before commencing
the operation described above, and oil transfer holes must
be drilled in the aft end of the gearbox case to correspond
with those in the front face of the reduction case.
.
\.
SECTION V
SERVICE -BULLETINS
The following Bulletins contain supplementa~y and updated information about various components ~nd service procedures which are important to the proper functioning of
your engine and its support systems.
You should familiarize yourself with the subjects and
make su~e that you consult the appropriate Bulletin(s)
whenever-your engine requires service or overhaul.
WESTERBEKE
MARINE ENGINE PRODUCTS
SERVICE BULLETIN #69
Subject: Exhaust system failures
Models:
All marine generators and marine engines
When engine sea water is fed into an exhaust system so that the full
stream strikes a surface, erosion may cause premature failures.
Proper design of either a water jacketed or a water in.jected ("wet
exhaust system to prevent this problem requires that the sea water
inlet be positioned so that the entering stream of sea water does not
strike a surface directly. Also, the velocity of the entering sea
water stream should be as low as possible which is achieved by having
inlet fittings as big in diameter as possible.
ll
)
In addition to the above design considerations, it is usually advantageous to divide the sea water flow at the point of entry to the
exhaust system so that only a portion of it enters th'e exhaust system.
The remainder is normally piped directly over the. side. The proper
proportion of the sea water flow to pass through the exhaust system
can only be determined by trial and error. The goal is to prevent
excessive exhaust temperatures with the least amount of sea water.
PN 19149
May 6, 1974
J H. WESTERBEKE CORP.' AVON INDUSTRIAL PARK· AVON, MASS. 02322 U.S.A.' TELEPHONE: 6i7 588·7700· TELEX: 92·4444· CABLE: WESTCORP.
(
"
WESTERBEKE
SERVICE BULLETIN #81
REISSUED:
October 3, 1975
SUBJECT:
Hydro-Hush Muffler Installation
MODEL:
All
DISTR:
All
The diagram on the reverse side shows a proper installation of the HydroHush stainless steel muffler.
Make sure installation is such that water cannot enter engine at any
an~le of heel or pitch.
Muffler remains aporoximately twenty-five percent full of water after·
engine is shut down with maximum thirty-three inch lift used.
Muffler must be installed as close to fore-aft centerline of boat as
possible.
.
There must be an unblocked vent to atmosphere at the high point of the
sea water circuit (where it oasses above the waterline) to break the
vaccuum which would encourage siphoning through the sea water circuit
'upon engine shutdown. Such siphoning would fill the engine with sea
water throuqh its exhaust. Pipe the air vent with aporoximately 3/16·
copper tubing to discourage water flow through it when the engine is
r~nning. If water flows through the air. vent when the engine is runni.ng,
D1pe it over the side or into the transon exhaust outlet. But be sure
it will drain upon engine shu~down and function properly as a siphon break
by venting the sea water circuit to atmosphere.
Use as few right angle fittings as possible.
to back pressure, check your engine manual.
If there is any question as
Exhaust· line diameters indicated are minimums. Refer to engine manual for
soecifics regardin~ run lengths and sizes greater than indicated.
The installation tips given are to be used as a guide only. We cannot
be resDonsible in any way for muffler installation. We presume basic
understanding of good marine practice on the part of the installer.
J H WESTERBE.KE CORP.· AVON INDUSTRIAL PARK· AVON. MASS 02322" U.S A.· TELEPHONE: 617 588·7700· TELEX 92·4444· CABLE: WESTCORP.
PN 19468 10/3/75
Page 1/2
HYDRO-HUSH BELOW ENGI NE .
AIR VENT • •
PH.llI7"
H'tDRO- HU$H
I-
II
:,
SEE WATER PUMP
-.
_
r
II"
II
IIII III.....
~=-
~~.
~
~,~,
EXHAUST
OUTLET.
II
..:r"':'::.
F.:
3J"MA.\.
I
.
•
11:1 ~INSULATION.
:
I/~Jr--:.~
It::].
'~..?U\ivNT'
l ) <e:.-"\\.- L.U.L
\~
---'if'
10
-·1~~\1
(:' f/'~\~7h\
.
...i.\J(J"
I
~
r._
I
,
\
~!
\
I[
' i~"
\
I~'
L . \\ \
Drwg 15294
\
"-.. __.,,
""/ \~
~
.'
PN.13171
HYDRO-HUSH
NU~T
AIR VENT
IE INSTALLED AT HIGHEST
POINT AND AIOVE WATER UNE
IN SEA WATER CIRCUIT TO eR~AIC VACUUM
AFTER EN&INE SHUT DOWN, PREVENTING
SIPHONING or SEA WATER INTO E"51"!.
HYDRO-HUSH ABOVE ENGI NE .
Page 2/2
WESTERBEKE
MARINE ENGINE PRODUCTS
SERVICE BULLETIN #82
7, 197;
ISSUED:
May
SUBJECT:
Battery Recommendations
MODEL:
All
DISTR:
Owners, Distributors, Dealers,
~~anuracturers
BATTERY RECOMMENDATIONS
MODEL
/
VOLTAGE-
BATTERY AMPERE HOURS
Vire, 7 Horsepower, gasoline
40-60
12 V.D.C.
ns,
60-90-
l2 V.D.C.
Pilot-10, 10 Horsepower, diesel
90-125
12 V.D.C.
Four-60, 1; Horsepower, diesel
90-125
12 V.D.C.
Pilot-20, 20 Horsepower, diesel
90-125
l2 V.D.C.
Four-9l,. 2; Horsepower, diesel
12;-150
12 V.D.C.
125, 25 HorsepOwer, diese 1 .
12;-150
12 V.D.C.-
Four-107, 37 Horsepower, diesel
12'-1'0
l2 V.D.C.
WPDS-l;, 1; Kilowatt, diesel
12;-1'0
12 V.D.C.
Four-l'4, 53 Horsepower, diesel
1'0-170
12 V.D.C.
WPOO-20, 20
150-170
12
-170-200
12 V.D.C.
5 Horsepower, diesel
\
Ki1~att,
diesel'
Four-230, 75 Horsepower, diesel
12 V.D.C.
Performer-Six, 115 Horsepower, diesel 200 minimum
.
The ampere hour range shown is minimum.
V.D.C.
.
There is no real maximum.
J H WESTERBEKE CORP· AVON INDUSTRIAL PARK· AVON. MASS 02322 USA . TELEP~ONE: 617 588·7700· TELEX 92-4444· CABLE WESTCORP
PN 20442
Page 1/1
WESTERBEKE
MARINE ENGINE PRODUCTS
SERVICE BULLETIN #83
SUBJECT:
Short Profile Sailing Gear
MODEL:
WESTERBEKE L25, 30, 40, 50
DISTR:
All transmission Shipments, Distributors
DESCRIPTION
The short profile sailing gear is a helical gear transmission shifted
via a mechanical friction clutch. The housing is made of high strength
aluminum resistant to sea water. Helical gears are shaved and case
hardened and their shafts run on heavy duty roller bearings. Mechanical
gear shifting requires little movement and minimum effort, a truly
firiger tip control.
LUBRICATING OIL TYPE
Type A transmission fluid is strongly preferred but HD engine oil, SAE
20 or 30, may be used if engine speed never exceeds 2800 RPM. Multigrade engine oil is NOT acceptable.
LUBRICATING OIL LEVEL
The circular marking ring on the dipstick indicates the HIGHEST allow- ,
able oil level. The bottom of the diostick.indicates the LOWEST allowable oil level. The level is measured on a dry dipstick by rest. ·ing the tnreaded plug on top of the housing.- it must not be threaded
into the housing at all.
.
MAINTENANCE
Check the gearbox oil level at monthly intervals. Always use the
same type oil when adding oil. The gearbox oil should be changed
af·ter the first hundred hours of operation. Then it should be changed
every season. Air Vent Hole in diostick cover must be kept clean and
open-at all times for proper operation of the transmission, to prevent
blowing the rear seal.
.
LONG TERM STORAGE
If. the gearbox is put out of operation for a prolonged period of time, (
the best procedure to protect it from corrosion is to fill it com\",.
pletely with .oil of the same type normally used. Don't forget to
drain to normal level before next start.
J H. WESTERBEKE CORP.' AVON INDUSTRIAl. PARK· AVON, MASS 02322 U S.A ,TELEPHONE, 617 588·7700· TELEX 92·4444· CABLE' WESTCORP
PN 20629 7/16/75
rev'd 11/22/77
. .
..'
Page 1/2
S~RVICE
BULLETIN #83 can't
INSTALLATION ANGLE
The installation angle must not exceed 180 to the horizontal.
ROTATION
This transmission turns a RIGHT HAND propeller on the above engine
models.
OPERATING TEMPERATURE
This transmission is air cooled and proper ventilation of the engine
compartment is required. The operating temperature of the transmission oil should not exceed 230 degrees F. This figure will generally not be exceeded if the engine compartment is vented for
escape of heated air. Higher Temperatures risk oil seal damage.
SHIFT CONTROLS
By loosening its retaining screw, ,the shifting lever can be rotated
into any posititin required for the control cable. The control cable
must be at right angles to the shift lever when the shift lever is
in neutral position. The control must allow 1 3/8" 1-iINIMUM travel
either side of neutral position, measured at the shift lever hole
furthest from the shaft. When the shift lever is vertical as in
the photog~aph below, shifting the lever toward the flywheel end
produces REVERSE, while shifting towards the propeller end produces
FORWARD. If the shifting lever is in the down position the opposite
effect occurs. Shifting the lever toward the flywheel end produces
FORWARD while shifting aft produces REVERSE.
..,
: , ";.
~,
.
;:
.,
~:}"
..','
\l
PN 20629
Page 2/2
WESTERBEKE
MARINE ENGINE PRODUCTS
SERVICE BULLETIN #87
ISSUED:
September 18, 1975
SU8J~CT:
Alternator Output Splitter
MODEL:
All Marine Engines
DISTR:
Distributors, Shipments
GENERAL DESCRIPTION: The splitter is a solid state device which allows
two batteries to be recharged and brought to 'the same ultimate voltage
from a single alternator as large as 120 amp and, at the same time, isolates each battery so that discharging one will have no effect on the
other. Changing rates are in proportion to the batteries' voltage (state
of discharge). This method precludes the necessity, and even the desir- ..
ability, of a rotary switch for se·lecting which battery is to be charged.
It also assures that ships' services. cannot drain the engine ·starting
battery.
.
INSTALLATION:
1. ·Mount splitter on a metal surface other than the engine, preferably
in an air stream if available. Do not install near engine exhaust
system. Install with cooling fins aligned vertically.
2. Be sure to use a wire size appropriate to the output of the associated alternator. In full power systems number 4 wire is recommended
from the alternator to the splitter and from the splitter to the
batteries;·
,.
3. Connect the alternator output tenninal to the center splitter tenninal.
4. Connect one splitter side terminal to onebattery(s)~
.
5. Connect the other splitter side tenninal.to the other battery(s) ..
TEST INFORMATION: When the engine is not running, the side:spli~ter terminals should read the volta~e of the respective battery. The center
splitter terminal should read zero voltage.
.
With the engine runnina and alternator charging, the side splitter
terminals should.read the· same voltage which should be the voltage of the
regulator or somewhat less. The center splitter terminal should read .82
vo1,ts hi~her than the readinqs of the side terminals.
This unit is sealed for maximum life and is
no~
repairable.
Conti nued-Reverse Si de
J H WESTERBEKE CORP, AVON INDUSTRIAL PARK, AVON, MASS. 02322 U.S.A.' TELEPHONE: 617 588-7700' TELEX 92-4444· CABLE: WESTCORP,
PN 20701 9/75
Paae 1/1
(
\
BY-PASSING SPLITTER: In the event of failure, batteries may be charged
directly from alternator. by· connecting either splitter terminal 'lor
#2 to terminal A. bYDassing the splitter .i·tself. This should not be
done simultaneously for both batteries unless they are, and will remain
at, the same voltage (state of charge) •
.sPLITTER
ALTERNATOR
I .
8+
STARTING.
BATTERY(S)
-
A
....-
FUSE
SHIP'S
PN206S4
SERVICE
2
t
\
8+
·LOADS
.5ERVI CE
BA1TERY(S)
--
-
DRWG -Z0701
9/75
1--
PpWER
DISCONNECT
SWITCH
WESTERBEKE
MARINE ENGINE PRODUCTS
SERVICE BULLETIN 94
ISSUED:
September 9. 1976
SUBJECT: Fuel Pressure Switch Installation
MODEL:
All
DISTR:
Distributors, Shipments
Overleaf is a parts list and an illustration showing the proper installation
of the fuel pressure switch used 'on most of our 'engine products.
(
\~.
PIN 21564 ,
9/9/76
J H. WESTERBEKE CORP.' AVON INDUSTRIAL PARK· AVON. MASS. 02322 U.S.A.' TELEPHONE: 617 588-7700' TELEX: 92-4444' CABLE: WESTCORP.
//0___.,
/,
......------.,
.
-1-1 ••V•••OM ••CO.O rUY"I-1 CW.
FUEL INJECTION PUMP.
(ON ENGINE)
!!)
19187
d
/9442
7
/ if!) 320
11.383
1"1 fDI5
~
5
4
/9321
.3
2.
I
·/918S
licK NO. SCREW
1="/.,#/7 WASHER
"0" RINt:;
}(" OeD.
FUEl. PRESSURE SWlr~H
PLUt;
·0· RINd:
o. D.
-Ii,
ADAprE~
COPP£~ iAlllSHee
192GI
19204
·~':=IIJ·
I
I
,
,
,
SCRew ASs'), (/II.£eD)
ITEN PAllr NO.
I
~
DESCH'IPTION
,
,
QTY
H. WJ~STERBEKE CORP.
AVON.
MA.
02lZZ
MCI.""
t
""""
t
~
•• ACTIDMAL
A.... ULA.
t
-.. =;::,:,~~.,,:::_
r ",-,
0;:~_7c;r"A."'."U"."
21743
MAD. . . . II.a.A.
PD• •
(
PARTSLIST
CONTENTS
(
WESTERBEKE L25: BLflCK
WESTERBEKE L25: HEAD - MANIFOLDS
WESTERBEKE L25: PUMPS - COVERS - ALTERNATOR
WESTERBEKE L25: FUEL SYSTEM
WESTERBEKE L25: BACK END - STARTER
WESTERBEKE L25: ELECTRICAL SYSTEM
J TYPE MANUAL TRANSMISSION: EXTERNAL - REDUCTION
J TYPE MANUAL TRANSMISSION: INTERNAL - CLUTCH
SUPERCEnF.D PART~ USED PRIOR TO SN 5375
{
\
\.
(
101
105
109
113
117
119
121
125
128
100
WESTERBEKE L251
~r. F'
1
2
3
4
5
.,
6
8
9
10
1t
12
13
14
15
16
17
18
19
2121
21,
22-1
22-"2
f
\
23 .. 1
2~-2
24·1
~4-2
25-1
25-2
2(1\
27
28
29
" 32
33
34
31)
36
37
!B
39
5~
51
52
;3
54
55
;"~
(
;7
58
59-1
59-2
59-3
PN
NAME
21224 8LOCl<
21225 Pl.UG
21226 PLUG
21227 PLUG
21228 PIPE
21229 SUPPORT
212321 BOLT
21231 GASKET
21232 SEAL.
21233 PUMP"
21234 GASKET
21235 F"ILTER
21236 SWITCH
21237 CRANKSHAF"T
21238 STUD
21239 NUT
2124Z SHAF'T
21241 KEV
21242 BEARING
21243 BEARING
21244 ROO
21245 BEARING
21391 ISOLATOR
21.246 PISTON
21392 BOLT
21247 RING
21393 LOCKWASHER
21248 CAMswArT
21394 WA"SHER
21249 BEARING
212521 BEARING
21251 BEARING
21252 SPROCKET
21255 BEARING
" 21256 RETAINER
21257 CHAIN
21258 TENSioNER
21259 PAD
212621 BOLT
21261 BOLT
21262 FOLLOWER
21275 Pl.UG
21276 O-RING
21277 DOWEL
21278 SPROCKET
21219 " MOUNT
21280 MOUNT
21281 BOLT
21282 WASH£R
21283 PETCOCK
21284 SUMP
21285 SUMP
21286 PL.ATE
BLOCK
REMARKS
CYLINDER-BARE
CORE
DIPSTICK BORE
CORE
OIL PICK-UP
OIL SEAL
OIL SEAL SUPPORT
OIL SEAL. SUPPORT
a I"L
OIL
OIL PUMP
OIL
OIL PRESSURE
STUB SHArT
STUB SHAFT
STUB
CRANKSHAFT
CRANKSHAFT-HALr ONLY
THRUSTwCRANKSHAFT
CONNECTING
CONNECTING ROD-HALF" ONLY
ASSEMBLV
I SOL"A"TOR
" PI ST"ON·COMPLETE SET FOR ONE PISTON
ISOLATOR BOLT
FLAT-ISOLATOR-BOLT
CAMSHAfT F'RONT
CAMSHA'T CENTER
CAMSHAFT REAR
CAHSHAf'T
THRUST .. CAMSHAF'T "
CAHSHArT THRUST BEARING
CAMSHAFT
"CAMSHA'T CHAIN
CAMSHAFT "CHAIN TENSIONER
CAM
BI.OCK REAR FACE
CRANKSHAFT
F'RONT LEF"T
F'RONT RIGHT
MOUNT
CYLINDER BLOCK DRAIN
F'RONT
Q'\JAN
1
3
1
1
1
1
4
1
1
1
1
1
1
1
6
6
1
1
11
2
4
8
"4
4
4
1
4
1
4
1
1
1
1
1
1
1
1
1
1
1
8
1
1
2
1
1
1
8
8
1
1
1
1
101
~ESTER8EKE
L251
BLOCK
(
~..
102
WESTERBEKE L251
~F"F'
PN
·NAME
;q.4
21287
21288
21289
21290
21291
21292
21293
21294
21295
21296
21297
21298
21299
21300
21301
21302
NUT
SEAL
SCREW
GASKET
ADAPTER
ELBOW
OIPSTICK
TUBE
BRACKET
TUBE·
PLUG
wASHER
WASH[R
TURE
BOLT
LOCKWASHER
. WASHER
WASHER
WASHFR
ROLT
WASHER
WASHE·R
60
61
S2
63
S4
65
66
67
sa
69
70
71
12
73
74
75
7R
79
21304
21.305
21306
21307
9~
213~8
7ts
71
(
213~3
Bl.OCK
REMARKS
SUMP REAR
SUMP
SUMP-ONE PAIR
SUMP Pl.UG
SUMP PLUG
DIPSTICK
DIPSTICK TUBE
DIPSTICK EXTENSION
OIL GALLERY
ASSY-OIL PUMP RETURN
PICK-UP TO BLOCK
SUMP
SUMP PI.UG
BLOCK
QUAN
1
1
18
1
1
1
1
1
1
1
1
4
2
1
1
1
16
1
1
3
3
3
\
\
103
WESTERBEKE L25.
HEAD - HANI~OlDS
.
(
(
104
WESTERBEKE
~rF"
REMARKS
HEAD
ROLT
GASKET
CYLINDER
CYLINDER HEAD
CYLINDER HEAD
EXHAUST
INLET
EXHAUST
VALVE
VALVE SPRING
VALVE SPRING
OIL-VALVE STEM
CYLINDER HEAD AFT
TEMPERATURE SENDING TAPPING
ROCKER
ROCKER SHAFT END
COTTER .. ROCKER SHAFT
ROCKER SHAFT END
ROCKER SHAFT END
ARM-RIGHT HANO
ARM-LEFT HAND
ROCKER
ROCKER
ROCKER SHAFT
ROCKER SHAFT. SUPPORT
ROCKER SHAFT SUPPORT BOLT
4
21~92
6
14
21093
21094
21a95
21a96
21097
21098
21099
21100
211eJl
1.'>
211~2
16
1'1
18
19
20
21
22
23
24
211"'3
211014
21105
21106
21107
21108
3-1
3-2
'1
8
9
10t
11
l'
13
,';
(,
NAME
C;
2
HEAD - MANIFOLDS
PN
21088
21089
21090
21396
212191
1
L251
211~9
2111~
21111
, 21112
26
21113
21114
27
2A
21115
29
21116
30
21.117
21118
31
21119
32
3~
21120
34
2:1.121
3'5
21122
36
21123
37
21124
38-1 21.125
]8-2 21126
39
21127
40t
21.128
21129
41
21130
4'43
21131
44
21132
45
21133
46
21134
47
21135
4A
21136
49
21137
Sot-1 21138
;tIJ-2 . 21207
F"LANGE
VALVE
VALVE:
SPRING
RETAINER
SPLITCONE
SEAL
COREPLUG
PL.UG
SHAfT
PL.UG
PIN
WASHER
WASHER
ROCKER
ROCKER
SPACER
SPRING
SUPPORT
BOLT
LOCKWASHER
PUSHROD
COVER
GASKET
SCREW
CL.AMP
WASHER
THERMOSTAT
HOUSING
GASKET
BOLl'
HOSE
CLAMP
CAP
HOSE
NAMEPLATE
RIVET
MA·N I ~OLD
SCREw
GASKET
ELBOW
PLUG
F'ILTER
STUD
SCREW
MAt-.llrOLD
SCREW
LOCKWASHER
GASKET
CLAMP
VALVE
VALVE COVER
VALVE COVER
HOSE AT VAl.VE COVER.
VALVE COVER SCREW
HOSE~BR£ATHER
THERMOSTAT
THERMOSTAT HOUSING
THERMOSTAT HOUS1NG
THERMOSTAT HOUSING
HOSE,THERMOSTAT HOUSING
BREATHER
BREATHER
"WATERHOTA"-VALVE COVER
VALVE COVER NAMEPLATE
INTAKE
INTAKE MAN!;OLO
INTAKEMANlrOLD
BREATHER HOSE TO F'ILTE~
AIR
INTAKE AIR FILTER
AIR rILTER BRACKET
EXHAUST
EXHAUST HANIF'OLD MOUNT INC
EXHAUST MANIF'OLD HO~NTING
EXHAUST MANIFOLD-CENTER PORT
HOSE-MANIFOLD OUTLET
QUAN
1
10
1
1
4
4
8
8
16
8
1
1
1
2
2
4
2
4
4
4
3
4
4
4
e
1
1
4
1
4
1
1
1
2
1
2
1
1
1
4
1
5
1
1
1
1
1
1
1
6
6
1
1
105
WESTERBEKE L251
HEAD - MANIFOLDS
{
106
WESTERBEKE L251
NAME
~rF"
PN
51
21139 GASKET
19438 ElPOW
21141 INLET
21142 GASKET
21143 SCREW
21144 EYE
21145 GUIDE
21146 LOCKWASHER
21147 LOCKWASHER
21148 LOCKWASHER
21149 LOCKWASHER
21150 NUT
21151 PLUG
21152 ELBOW
21153 CI.AMP
21154 CLAMP
21155 EXCHANGER
21156 CAP
21157. ADAPTER
5~-1
52.2
53
54
55
56
57
;A
59
SC'I
Si
S'S3
S4
S5
S~
S1
SA
HEAD • HANlrOLDS
REMARKS
EXHAUST MANlrOLO-rRONT AND REAR PORTS
EXHAUST-WATER INJECTED
EXHAUST ELBOW
EXHAUST F'L.NGE
EXHAUST F'LANGE
llF'TING
VALVE
THERMOSTAT HOUSING BOLT
EXHAUST FLANGE CAPSCREW
INTAKE MANIFOLD SCREW
AIRrlLTER BRACKET SCREW
AIR CLEANER STUD
THERMOSTAT TAPPING
MANIF'OLO INLET.MOLDED
MANIF'OLO ELBOW
HOSE-MANIFOLD INLET
BUNDLE· ONL y
F"JlI..ER
BREATHER HOSE TO rILTE~ ELBOW
QUAN
2
1
1
1
4
1
8
2
4
5
1
1
1
1
1
1
1
1
1
i
\
(
107
WESTERBEKf L25,
PUMPS - COVERS. ALTERNATOR
(
WESTERBEKE L2S:
~F'
r
1
3
4
5
6
7
A~l
~-?
9
1V!
11-1
11-2
1:2-1
1'-2
1~ .. 1
13-2
14-1
14-~
15
1';
17
1R
19
(
\
~{))
21
2'
2~
24
.25
2('
27
2~
29
3~-1
3OJ-2
31. .. 1
31 .. 2
3'
33
34
3t;
36
37
(,
3R
4"
41
4'
43
44
4S
4~
41
4A
PN
21158
21160
21161
21162
21163
21164
21.165
21386
21166
21161
21168
21387
21169
21388
211721
21;389
21171
2139fZJ
21172
21.173
_2:1174
21175
21116
21117
21178
21179
21180
21181
21182
21183
21.1R4
21185
21186
21187
21253
211R9
21254
21190
21191
21192
21193
21194
21195
21196
21191
2j.198
21199
212~0
212"1
212"2
212QJ3
21224
21205
PUMPS - COVERS • ALTERNATOR
NAME
REMARKS
CASE
BOLT
SCREW
SPROCKET
RACE
RETAINER
BEARING
Al.TERNATOR
RACE
ROl.T
CHAIN
BOLT
BRACKET
CHAIN
BRACKET TO CHAIN CASE
NUT
BOLT
STRAP
PLUG
ROLT
COVER
GASK'ET
PUMP
CLIP
RING
SPRING
PULLEY
F"LA-NGE
ROLT
ROlT
LOCKWASHER
BOLT
BOLT
WASHE'R
ROlT
WASHER
80LT
WASHE:R
RETAINER
nowEl
PULLEY
BOLT
WASHER
SEAL
SPROCKET
PIN
HOSE
CLAMP
TUBE:
PUMP
OR I·VF
Ke:y
GASKET
BOLT
WASHER
PUMP DR'I VE
RALL
BALL' RACE
NEEDLE ROLLER
INNER
BALL RACE RETAINER
DUPLEX
AL TE'RNA TOR
ALTERNATOR
AI.TtRNATOR HOLT
ADJUSTING
CHAIN COVER
AOJU5TING STRAP
CHAIN CASE
CHAIN CASE COVER
ASSEMBLY ... WATER-CENTRIF"UGAL
LOCATING
VENTURI
WATER
WATER
'WATER
CHAIN
PUMPPUMP PULLEY
PUMP PULLEY FLANGE
CASE COVER
CHAIN CASE COVE'R
CHAIN CASE COVER
CHAIN CASE
CHAIN CASE COVER
CHAIN CASE
CAMSHAPT GEAR
.. WATER PUMP PULLEY
CAMSHAF'T GEAR BOLT
CHAIN CASE COVER
CRANKSHAF'T
CRANKSHArT PULLEY
CRANKSHAFT PULLEY BOLT
OlL-F'RONT
CRANKSHAFT
O-R I VE
MOLDED
HO.SE
QUAN
1
1
2
1
1
1
1
1
1
1
1
1
1
2
2
1
1
1.
1
1
1
1
1
1
1
1
4
5
3
7
1
12
1
1
2
4
1
2
1
1
1
1
1
1
2
4
HOSE CONNECTING
SEA WATER
SEA WATER PUMP
1
SEA· WATER PUMP TO COVER
SEA WATER PUMP
SEA WATER PUMP
1
1
2
2
nRIVE
1
1
109 .
W£STERBEKE L25;
.,10
PUMPS ~ COVERS. ALTERNATOR
WESTERBEKE L25:
PUMPS - COVERS - ALTERNATOR
~F' F'
PN
NAME
REMARKS
49
212~6
5~
212C!J7
21208
21.209
21210
21211
21212
21213
21214
21215
21216
21217
21218
21219
21220
21221
21222
21223
HOSE
CL.A.MP
CL.AMP
BELT
BUSHING
LOCKWASHER
LOCKWASHER
SEARING
SEA WATER PUMP OUTLET
HOSE-SEA WATER LINE
HOSE-SEA WATER rROH PU"'1P
51
52
53
54
55
56
57
5A
59
S~
S1
52
53
S4
55
59
I~PELLER
SEAT
SEAL
SLINGER
IMPELLER
SHAF"T
SEAL
O-RING
GASKET
WASHER
HOSE RtlNFORCING
ASSEMBLY.FRESH WATER PUMP
F"RESH WATER PUMP
F"RESH WATER PUMP
F"RESH WATER PUMP
F"RESH WATER PUMP
SEA WATER.PUMP
SEA WATER PUMP
ASSEMBLY·SEA WATER PUMP
SEA WATER PUMP
SEA WATER PUMP FRONT COVER
CHAIN CASE COVER BOLT
QUAN
1
1
1
1
1
1
3
1
1
1
1
1
1
1
·2
1
1
1
{
\
111
WESTERBEKE L25:
FUEL SYSTEM
, .
(
112
WESTfRBEKE L251
~F'r
1-1
1.-2
2
3
4
r;
6
·7
A
9
1'"
11
l'
13
14
15
17
18
19
2~
(
21
22
23
24
25
26
27
29
29
3()J
31-1
31.-2
31-3
32-1
3'·2
3'-3
33-1
3~-2
34
3"
3R
39
(
'-.
4"
41
42
43
44
45
46
47
48
49
;~
FUEL SYSTEM
PN
NAME
REMARKS
21.313
21314
21315
21316
21317
21318
21319
21320
21321
21.322
21323
21324
21325
21326
21327
21328
21329
21330
21331
21.332
21333
21334·
21335
21336
21337·
21338
21339
21340
21341 .
21342
21343
21344
21345
PUMP
PRIMER
GASKET
SCREW
LINE
F'ILTER
BRACKET
ELEMENT
SCREW
LINE
LINE
VALVE
VALVE
ROLT
PLUG
KIT
PUMP
STlJD
WASHER
NUT
GASKET
LINE
LINE
LINE
LINE
CLAMP
I N.JECTOR
STUD
NUT
WASHER
LINE
LINE
BANJO
LINE
LINE
BANJO
LINE
LINE
BOLT
WASHF.R
WASHER
WASH£R
TERMINAL
CARLE
CLAMP
FUEL LI,T
F'UEL LIFT PUMP
FUEL LIFT PUMP
FUEL LIFT PUMP MOUNTING
LIFT PUMP TO FILTER
r:UEl
LIFT PUMP
FUEL F'ILTER
FUEL FILTER MOUNTING
FILTER TO INJECTION PUMP
INJECTION PUMP DRAIN TO FILTER
NON-RETURN
CONSTANT BLEED
BANJO.rlLTER VENT
FILTER
DIAPHRAGM .. Llf'T PUMP
INJECTION
INJECTION P~HP MOUNTING
INJECTION PUMP MOUNTING
INJECTION PUMP HOUNTING
INJECTION PUMP
213~6
21347
21348
21349
2135Z
21351
213a;2
21353
21.354
21355
21356
21357
21358
21359
ARM
BRACKET
2136~
SPRING
21361 NUT.
21362 F'ERRULE
21363 . WASHER
21364, NUT
21365 LOCKWASHER
#1
#2
#3
#4
r:UEL LINE (PAIR)
INJECTOR
INJECTOR ·SEAT
ASSEMBLY-INJECTOR RETURN
RETURN-INDIVIDUAL EXCL BANJO'S
ASSEMBLY-RETURN FROM INJECTOR TO FILTER
RETURN·tXCL BANJO'S
RETURN LINE-INJECTOR TO FILTER
ASSEMBLY-CONSTANT BLEED
CONSTANT BLEED~EXCL BANJO'S
BANJO
BANJO-INJECTOR
BANJO-F'ILTER
BANJO-F'ILTER HEAD
ATTACHMENT TO FUEL PUMP
F'UEL PUMP STOP
CABLE
THROTTLE ,
THROTTLE
STOP CABLE RETURN
F'UEL LINE
F"U£L LINE
QUAN
1
1
1
2
1
1
1
1
2
1
1
1
1
1
1
1
1
3
3
3
1
1
1
1"
1
2
4
8
8
4
3
3
7
1
1
1
1
1
4
12
1
3
2
1
1
1
1
1
6
6
2
2
2
113
WESTERBEKE L251
,,4
FUEL SYSTEM
WESTERBEKE L25a
~rr
PN
NAME
51
21366
21367
21368
21369
2137ra
21371
21372
21373
21314
21375
21376
2t377
21378
21379
WASHER
BOLT
LOCKWASHER
WASHER
SCREW
LOCKWASHER
PIN
PIN
SCREW
BOLT
NUT
LOCKWASHER
52
53
54
56
57
58
59
SOl
51
52
53
54
55
NOl~LE
COVER
FUEL SYSTEM
REMARKS.
SHAKEP'ROOF'
QUAN
2
2
2
8
2
2
SPLIT
ANCHOR
CLIP
EXTENSION
EXTENSION BOLT
2
1
1
INJECTOR
INJECTION PUMP
1
1
2
2
2
115
WESTERBEKE L25.
BACK [NO • STARTER
/
\
(
"-.
116
WESTERBEKE L251
~'F"
IlN
NA~E
2138Z MOTOR
21382 BOLT
2
21383 NUT
3
21384 LOCKWASHER
4
21385 p.1 NI ON
5
21238 STUD
15
21239 NUT
16
21240 SHAFT
17
21395 BOLT
26
21263 FLYWHEEL
40
21264 WEIGHT
41.
21265 BOLT
4'21266 DOWEL
43
44-1. 21267 HOUSING
44-2 21268 HO.US I NG
44-3 21269 HOUSING
44-4 21270 HOUSING
46
21271 BOLT
21272 P~AT[
41
4B
21273 SCREW
49
21274 SCREW
21305 . LOCKWASHER
77
(
"
213~a
91
21309
21310
21311
21312
9~
93
94
QUAN
REMARKS
t
~OJ
BACK END - STARTER
LOCKWASHER
SEAL
STUD
LOCKWASHER
NUT
/
STARTER
STARTER HOUNTING
STARTER MOUNTING BOLT
ASSEMBLY
STUB SHAFT
STUB SHAFT STUD
STUB
STARTER MOUNTING
FLYWHEEL,
FLVWHEEL, .. J TYPE
FLYWHEEL .. BW TYPE
FLYWHEE~ .. THP TVPE
FL,YWHEEL. .. i TYPE
HOUSING
HOUSING COVER
HOUSING COVER PLATE
HOUSING
1
1
1
2
1
6
6
1
1
1
1
6
3
1
1
1
1
.,
1
2
2
6
FLYWHEEL
FLYWHEEL
FLVWHEEL
FLYWHEEL
HOUSING
HOUSING
HOUSING STUD
HOUSING STUD
2
1
4
4
4
117
WESTERBEKE L25.
ELECTRICAL SYSTEM
WIRING IN¥!!! VOl!
L-l! STARTEA MOTOR.
r------------a.;:--·---l
IN~TRUMtNT PANEL AS!'oEMeLY
l~
I1
,~W.T.G.
II
METER
I
@
I
II .
II
___
L~
.1
.
IT __ J
II
,
~WI-I
I
D~~~I
,
sec NOTI"",
_+
I
I
I
I
I
I
J------~
....,.. yn
lICIT UUO
fllUII Yllt-'
rAINS O"OIl.L.....t.r"N!>!~
•
~
ORWG 19201
DEC n
~
"
!oil NOTE-"
_ - - - - - - - . . ,..-
1
,
1
+
-!
~
~
:I
i tii
,
1
•
~
®
I
•
OPTIONAL
I ALARM
I
1
I
1
I
'I
'I
... la.A
GIIN
-.1
I
.
L---. __...... --.------- --- - - ------------ - -------boa
!lU IIOTt-1
...
-("-·118
..
WESTERBEKE L251
.
~F'F"
1
2
3
4
(,
8
it
12
13
20
25
26
27
29
PN
NAME
19165
11917
19166
19168
1j.957
21386
11383
19167
19169
21380
192"9
192r2J8
19206
12885 .
AMMETER
TACHOMETER
GAUGE
GAUGE
SWITCH
Al.TERNATOR
SWITCH
SENDER
SENDE:R
MOTOR
CABLE
HARNESS
CARl.E
PANEL
PANEL
CABLE
KIT
LAMP
RING
HARNESS
HOLDER
SPLITTER
BREAKER
BREAKER
30.1
192013
31
11615
11532
11432
16323
19205
19216
32
33
39
4t
42
44
45
46
2~654
20946
20947
ELECTRICAL SYSTEM
REMARKS
HOUR METER
OIL PRESSURE
WATER TEMPERATURE
PUSHBUTTON
rUEL N.O.
OIL PRESSURE
WATER TEMPERATURE
STARTER
INSTRUM.ENT PANEL
ENGINE-INSTRUMENT
START I NG P·ANEL
LESS INSTRUCTIONS
START-PREHEAT
ALTERNATOR TO REGULATOR
SUPPRESSION-ALTERNATOR
ADAPTER
ENGINE-STARTING
LAMP
OPTIONAL
CIRCUIT ... 1il AMP
CIRCUIT-40 AMP
QUAN
1
1
1
1
2
1
1
1
1
1
1
1
1
1
1
1
1
4
3
1
4
1
1
1
119
J
TYPE MANUAL TRANSMISSIONI
EXTERNAL. REDUCTION
(
fi
\
120
J TYPE MANUAL TRANSMISSIONI
~F'F'
1.
2
3
4
,
9
101
11
l'
19
2VJ
21
22
23
24
25
26
21
~8
29
3VJ
21416
21404
20992
21tJ986
21443
21022
33
34
35
36
31
3R
21~23
39
,
4A
49
;P.I
;1
21Z09
2til994
21441
21439
21438
214OJ1
20989
20987
2!?J996
212100
212'01
20999
21060
20998
291997
20990
20992
2~986
31
32
(
rOR TRANSMISSION
SUPPORT FLANGE TO TRANSH HSING
CROSS SHAFT
TRANSM HSING OIL LEVEL
DRAIN-TRANSM HSING
SET-SAND ANTI-RATTLE
LOCK
INSPECTION
INSPECTION COVER TO TRANSM HSING
2j~1Z
17
1A-1
tA .. 2
lA-3
4'43
44
45
46
41
HOUSING
GASKET
SEAL
DIPSTICK
PLUG
SCREW
NUT
COVER
GASKET
21a03
217J13
1~
4~
21~2~
21~02
14
15
16
41.
REMARKS
21ZOJ7
20985
21311
212)12
21401
20987
8
I
NAME
21~18
2~991
6
\
PN
21319
21421
?
"
EXTERNAL. REDUCTION
21rzJ24
21025
20989
20993
21401
2098.9
20987
214~2
21418
21419
21408
21420
21026
STUD
NUT
PLUG
WASHF.R
NAMEPLATE
PIN
GASK[T
BEARING
MOUNT
MOUNT
ADAPTER
STlID
LOCKWA"SHER
NUT
SEAL
COUPLING
COUPLING
COUPLING
KEY
NUT
RING
COUPLING
BOLT
NUT
SCREW
BUSHING
BOLT
NUT
P.IN
HOUSING
COVER
GASKET
SCREW
LOCKWASHER
BOLT
QUAN
1
1
2
1
1
1
1
1
1
4
4
1
1
1
2
1
STUD
OIL rILLER-iNSPECTION COVER
FIBER-OIL FILLER PLUG
ENGINE .IDENTIFICATION
BRASS,SECURING NAMEPLATE
TRANSMHSING/REDUCT ALSO USED ON DO
RALL-MAIN SHAFT
REAR - LOW
REAR - HIGH
USED WITH 21439 MOUNT
·StCURES AFT BEARER
rOR STUD
rOR STUD
OIL-AF'T END COVER OR BEARER DO
a-RING
WASHER"
HALF"TRANSM HSING
SHAFT TO COUPLING
SECURES COUPLING TO MAIN SHAFT
COUPLING-PILOTING
SHAFT HALF
COUPLING
.
SELF'-LotKING-'n~ BOLT
SHAFT LOCK
SHIrT LEVER
CLAMP.SHIFT LEVER
SELF-LOCKINGwFOR CLAMP BOLT
TRANSAX.SECURES LEVER
REDUCT TRANSMISSION
REDUCTION TRANSM HSING
REDUCT TRANSH COVER TO HSING
RUSHING
rOR BUSHING SCREW
SECURES REDUCT CASE TO GB
SECURES REDUCTION CASE TO GB
PIPE:
DRAIN
1
1
SET
1
1
1
LOCK WASHER
NUT
EI.BOW
CLIP
SCREW
WASHER
SPROCKET
DRIVE
1
1
1
1
6
6
6
1
1
1
1
.1
1
1
1
3
3
2
·1
1
1
1
1
1
1
8
8
.3
3
6
3
1
121 .
J
TYPE MANUAL TRANSMISSIONI
EXTERNAl
~
REDUCTION
(
122
J
TYPE MANUAL TRANSMISSIONI
~rr
PN
NAME
;~
21028
53
54-1
21~27
21~05
SPACER
BEARING
;4 .. 2
55-1
55-2
56
57
SA
;9
21006
21Z30
212131
21029
21Z60
21a04
21033
S~
212134
21398
21417
S~
21008
S4
21412
21397
21415
21413
SOl
St
S5
S~
S7
SA
S9
21399
2140.10
CHAIN
CHAIN
SPROCKET
SPROCKET
SHAFT
KEY
BEARING
CIRCLIP
SEAL
COUPL I N.G
LEVER
COVER
BRACKET
BRACKET
EI.BOW
CONNECTOR
PLUG
WASHER
EXTERNAL. REDUCTION
REMARKS
FOR DRIVE SPROCKET
BALL .. AF"T TOP
TR I PLE-.512J LINKS
TRIPLE-46 LINKS
DRIVEN-J8T
. OR I VEN-3'1 T
LOWER~REOUCT GEAR
FOR ORIVEN SPROCKET
BALL-LOWER SHAFT
OIL
HALF-TRANSH HSING FOR FLEX COUPLING
SHIFT ASSEMBLY
AFT END~REVERSE TRANSM HSING
SUPPORT.REAR ENGINE-VERTICAL
SUPPORT-REAR ENGINE-STARBOARD
FOR WATER COOLED TRANSH
QUAN
1
1
1
1
1
1
1
1
2
1
1
1
1
1
1
1
1
STRAIGHT~FOR WATER COOLED TRANSM
1
DRAIN-AFT BEARER-rOR WATER COOLED TRANSM
1
FIBER-FOR DRAIN PLUG~rOR WATER COOLED TRANS 1
123
J
NAME
REMARKS
GEAR
BUSHING
KEY
DRUM
BUSHING
CONE
PLATE
rORwARD STUB SHAFT
PILOTING.FOR GEAR
CONE-FOR TRANSMISSION
13
14
15
21061
212162
21063
212143
21044
21Z54
212149
21048
21047
212'61
21064
212165
21066
21079
21Z50
i6
21~52
1
~
3
4
a;
~
7
A
9
1C'J
11
12
38
39
4D1
41
4'43
. 44
4'5
46
21051
21053
21045
21Z86
20988
21087
21074
212169
21070
21072
210821
212'71
21073
21a78
21405
21442
21414
212168
210·51
21Z·84
21071
21083
21085
21058
21076
212'75
21055
212157
212156
*31
21406
11
1A
19
2~
.- 21.
22
23
/
\,
INTERNAL. CLUTCH
·PN
~~,
I
TYPE MANUAL TRANSMISSION'
24
25
26
27
2A
2Q
3t1l
32
33
34
3'5
36
37
*
STUD
STUD·
PINION
BUSHING
PINION
ROLLER
OISC
HEAO
DISC
OISC
OISC
PL.ATE
CLIP
LOCKWASHER
SCREW
TOGGLE
TOGGLE
TOGGLE
PIN·
PL.UNGER
PI·N
PIN
COLLAR
LEVER
PIN
SHAFT
CAMPLATE
PIN
SHOE
CAMSHArr
ROLLER
PIN
BANDS
LOCK
NUT
P.I N
PIN
PIN
QUAN
1
1
3
DRUM
SPLIT
F'ORW~RD PUSH
LONG PINION
SHORT PINION
LONG-WITH BUSHING
LONG PINION
SHORT-WITH NEEDLE ROLLER
·NEEDLE
THRUST
CLUTCH-WITH LUGS
CLUTCH-WITH TEETH
CLUTCH-W.I TH THICK LUGS
DRUM ARM
ADJUSTING
. SET-FOR CLIP
ASSEMBLY.WITH PLUNGER
LINKS .ONLY ("SET 3)
rOR TOGGLE AND PLUNGER
2
2
2
2
2
1
1
4
4
1
1
1
1
1
3
3
3
6
3
3
6
1
1
SPLIT
ASSEMBLY"OPERATING
FORK
TRANSAX-PAIR
CROSS
2
1
1
1
1
1
1
1
1
SPLIT
CAM
WITH ROLLER AND PIN
CAM
rOR CAM ROLLER
BRAKE-WITH LINK PINS
rOR BRAKE BANO
ADJUSTING-BRAKE BAND
LINK .. STARBOARD
SPLIT-rOR LINK PINS
LINK-PORT (SHORT)
1
1
1
1
2
S/L
1
1
1
1
1
SHOE
(
125
J
TYPE MANUAL TRANSMISSION'
NAME
~F"r
PN
47
21444 PIN
21QJ81 PLATE
21082 SHAf'T
21216 SHArf
21017 SHAFT
21a60 KEY
21059 GEAR
21a46 BEARING
21015 . C I RCL IP
21014 BUSHING
4A
49
50)-1
5t'J·2
;i
;'-
;3
54
;5
INTERNA~
.. CLUTCH
REMARKS
TRANSAX .. F'OR LINK PINS (PAIR.)
LINK
CROSS/LINK SPACER
MAIN-DO .
·MA IN-REDUCT 1ON
MAIN SHAFT TO TRANSH & COUPI.ING
MAIN SHAFT
BAlL .. DRUM ARM PLATE
MAIN SHAF'T
QUAN
2
2
1
1
1
1
1
1
1
1
(
127
SUPERCEDED PARTS USED PRIOR TO SN
~E'F"
,1
~
4
5
,
6
R
Q
1~
1t
l'
1J
14
15
tA
1'7
1A
lq
2CJJ
21
?'
2:J
24
213
'-~
'-7 .
2A
'-9
3"
31
3'
33
34
3'5
36
37
128
~375
Pt~
NAME
REMARKS
21441
21432
21.427
2140.19
21Z40
214"3
21410
21429
21423
EXCHANGER
BRACKET
OUTLf.T
MANIPOLD
EL.BOW
r:ORWARO (SN 172 .. 3372)
F"ORWARO HEAT EXCHANGER (SN 172 .. 3372)
rORWARO HEAT EXCHANGER (SN 172-·3372)
EXHAUST (SN 172 .. 3372)
EXHAUST ~ANI'OLO (SN 172~3372)
EXHAUSTMANIFOLD-45 DEGREE (SN 112-3372)
12/24 VOLt SYSTEM (SN 172-6073)
ALTERNATOR (SN 172.6013)
STARTER-12/24 VOLT SYSTEM (SN 172-6013)
12/24 VOLT 5YST~H (SN 172-6013.)
2~984
REND
AL.TERNATOR
BRACKET
RELAY
STARTER
SOLENOID
SWITCH
DRIVE
21338
212'38
21428
21422 ALTE~NATOR
21435 BRACKET
20995 . REGULATOR
SOLENOID
211J39
21341 PULLEY
21433 ROLT
21188 BOLT
. 212135 STRAP
21.425 HOUSING
FL.ANGE
214~7
21436 COUPLING
21431 HOUSING
21Z42 ALTERNATOR
21037 STARTER
21437 HOUSING
21426 COVER
21036 ·GASK.r.1
21434 STue
21430 NUT
21Z21 SEPARATOR
21Z32 HOSE"
21424 CAP
21445 SLEEVE
21446 PU~1P
STARTER-12/24 VOLT SYSTEM (SN 172-6073)
SERIES-12/24 VOLT SYSTEM (SN 172-6073)
ASSEMBLY-TACHOMETER (SN 112-6073r
24 VOLT SYSTEM (SN 6173-16974)
ALTERNATOR-24 VOLT SYSTEM (SN 6173-16974)
24 VOLT SYSTEM (SN 6173-16974)
START£R-24 VOLT SYSTEM (SN 6113-16974)
ALTERNATOR~24 VOLT SYSTEM (SN 6173-16)74)
CHAINCASE DOWEL (SN 112~17374)
CHAINCASE (SN 172~17374)
ALTtRNATOR ADJUSTING (SN 6013-16974)
TACHOMETER DRIVE (SN 6~73·1~974)
TACHOMETER DRIVE (SN 6~73-16914)
TACHOMETER DRIVE (SN 6073-16974)
FLYWHEEL (SN 172~16974)
12 VOLT SYSTEM (SN 17074~4175)
12 VOLT SYS-BTM MTD SOL (SN 17P74-21475)
rLYWHEEL (SN 17~74~21475)
ROCKER (SN 172-23074)
ROCKER COVER (SN 172w23074)
ROCKER COVER (SN 172-23074)
ROCKER COVER (SN 172R23074)
OIL (SN 172-4075)
RREATHER (SN 172"4075)
OIL rILTER (SN 172-4075)
OIL FILTER CAP (SN 172~4075)
rUEL INJECTION (SN 172.4075)
QUAN
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
/
\
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