Added Westerbeke W40 Operator`s Manual

Added Westerbeke W40 Operator`s Manual
OPERATOR’S MANUAL
WESTERBEKE 40NA
MARINE DIESEL
ENGINE
Publication # 37169
‚Edition One
February 1988
“Vw | WESTERBEKE
WESTERBEKE CORPORATION
AVON INDUSTRIAL PARK, AVON, MA 02322 » TEL: (617) 588-7700
SAFETY PRECAUTIONS
The following symbols appear in this manual to call attention
to and emphasize conditions potentially dangerous to the
operator.
The above symbol is used in the manual to wam of possible
serious personal injury or loss of life.
CAUTION
The above symbol is used in the manual to caution personnel
of possible damage to equipment.
Read the manual carefully and thoroughly before attempting
to operate the equipment. Know when dangerous conditions
can exist and take necessary precautions to protect personnel
and equipment.
Fuels, exhaust gases, batteries, electrical equipment, and
moving and hot parts are potential hazards that could result in
serious personal injury or death. Foliow recommended proce-
dures carefully.
Always operate bilge blowers for at least five minutes before
starting a gasoline-fueled engine; ensure no gasoline fumes are
present before starting.
.e Prevent Electric Shock
Shut off electric power before accessing electrical equip-
ment.
Use insulated mats whenever working on electrical equip-
ment.
Make sure your clothing is dry, not damp (particularly
shoes), and keep your skin surfaces dry when handling
electrical equipment.
Remove wristwatch and jewelry when working on electri-
cal equipment.
Do not connect utility shore power to vessel's AC circuits,
except through a ship-to-shore double-throw transfer
switch. Damage to vessel's AC generator may result if this
is not done.
Be extremely careful when working on electrical com-
ponents. High voltage can cause injury or death.
e Exhaust Gases Are Toxic
Ensure thatthe exhaust system is adequate to expel gases
discharged from the engine. Check exhaust system
regularly for leaks and make sure the exhaust manifolds
are securely attached and no warping exists.
Be sure the unit and its surroundings are well-ventilated.
(A constant danger of explosion or fire exists)
Do not fill fuel tank(s) while the engine is running.
Do not smoke or use an open flame near the engine or the
fuel tank.
Do Not Alter or Modify the Fuel System
Be sure all fuel supplies have a positive shut-off valve.
Be certain fuel line fittings are adequately tightened and
free of leaks.
Make sure a fire extinguisher is installed nearby and is
properly maintained. Be familiar with its proper use. Ex-
tinguishers rated ABC by the NFPA are appropriate for all
applications encountered in this environment.
xtrem re When Servicin ri
Wear rubber gloves, a rubber apron, and eye protection
when servicing batteries.
Lead acid batteries emit hydrogen, a highly-explosive gas,
which can be ignited by electrical arcing or by a lighted
cigarette, cigar, or pipe. Do not smoke or allow an open
flame near the battery being serviced. Shut off all electri-
cal equipment in the vicinity to prevent electrical arcing
during servicing.
Avoid Moving P
Do not service the unit while the unit is running; if a situa-
tion arises in which it is absolutely necessary to make
operating adjustments, use extreme care to avoid moving
parts and hot exhaust system components.
Do not wear loose clothing or jeweiry when servicing
equipment; avoid wearing loose jackets, shirts or sleeves,
rings, necklaces, or bracelets that might be caught in
moving parts.
Make sure all attaching hardware is properly tightened.
Keep protective shields and guards in their respective
place at all times.
Do not check fluid levels or the drive-belt's tension while
the unit is operating.
Do not work on the equipment when mentally or physical-
ly incapacitated by fatigue.
IMPORTANT
PRODUCT SOFTWARE DISCLAIMER
Product software of all kinds, such as brochures, drawings, technical data, operator's and workshop manuals, .
parts lists and parts price lists (and other related information), instructions and specifications provided from
sources other than Westerbeke, is not within Westerbeke's control and, accordingly, is provided to Wester-
beke customers only as a courtesy and service. WESTERBEKE CANNOT BE RESPONSIBLE FOR THE CON-
TENT OF SUCH SOFTWARE, MAKES NO WARRANTIES OR REPRESENTATIONS WITH RESPECT
THERETO, INCLUDING THE ACCURACY, TIMELINESS OR COMPLETENESS THEREOF, AND WILL INNO
EVENT BE LIABLE FOR ANY TYPE OF DAMAGES OR INJURY INCURRED IN CONNECTION WITH, OR
ARISING OUT OF, THE FURNISHING OR USE OF SUCH SOFTWARE.
For example, components and subassemblies incorporated into Westerbeke's products and supplied by
others (such as engine blocks, fuel systems and components, transmissions, electrical components, pumps
and other products) are generally supported by their manufacturers with their own software, and Westerbeke
must depend on such software for the design of Westerbeke's own product software. Such software,
however, may be outdated and no longer accurate. Routine changes made by Westerbeke's suppliers, of
which Westerbeke rarely has notice in advance, are frequently not reflected in the suppliers software until
after such changes take place.
Westerbeke customers should also keep in mind the time span between printings of Westerbeke product
software, and the unavoidable existence of earlier, non-current Westerbeke software editions in the field. Ad-
ditionally, most Westerbeke products include customer-requested special features that frequently do not in-
clude complete documentation.
In summation, product software provided with Westerbeke products, whether from Westerbeke or other sup-
pliers, must not and cannot be relied upon exclusively as the definitive authority on the respective product.
It not only makes good sense, but is imperative that appropriate representatives of Westerbeke or the sup-
plier in question be consulted to determine the accuracy and currency of the product software being con-
sulted by the customer.
1 Westerbeke Diesel Engines
FOREWORD
Thank you for selecting a Westerbeke marine product for your use. We at Westerbeke are pleased to have
you as a customer.
Read this manual carefully and observe all safety precautions included throughout. Operating procedures,
periodic preventive: maintenance procedures, installation checks, system descriptions and minor adjust-
ment procedures are included herein so you can operate your equipment safely and properly, maintain the
equipment at a high level of efficiency, and expect dependable performance and long service life in return.
Should your unit require special attention, contact your Westerbeke dealer for assistance. The Westerbeke
Service Organization is trained to provide the support necessary to ensure long-term dependable perfor-
mance. |
If, within 60 days of submitting the Warranty Registration Form for your unit, you have not received a Cus-
tomer Identification Card (see below) registering your warranty, please contact the factory in writing with
Model information, including the engine’s serial number and commission date.
from: WESTERBEKE CORPORATION
AVON INDUSTRIAL PARK
AVON, MA 02322
WESTERBEKE
SUE MONTI PO0E. CEE. Ne GEDIZ = TIL AIT DOD-I00
TELEX: 93-0000 * Fan: ma?) (OO-1213 - GROLT: VEUTOURP
CUSTOMER IDENTIFICATION
Adam Smith
. . 85 Maple Street
Mail To: Alden, IN 12234
Model VU 40KA Ser. 8 12340706
Expires 7/7/08
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 within the engine's crate.
Before accepting shipment of the engine from the transportation company, the crate should be opened and
the contents inspected for concealed damage. If either visible or concealed damage is noted, you should
require that the delivery agent sign "Received in damaged condition” on the proper delivery receipt. Also
check the contents of the shipment against the packing list and make sure that the proper notation is made
if any discrepancies exist. These noted discrepancies are your protection against loss or damage. Claims
concerning loss or damage must be made to the carrier, not to the Westerbeke Corporation.
Westerbeke Diesel Engines 2
TABLE OF CONTENTS
Section Page
W 40NA MARINE DIESEL ENGINE
GENERAL SPECIFICATIONS 7
W 40NA SYSTEM SPECIFICATIONS 8
INSTALLATION CHECKS ..10
PREPARATION FOR STARTING .. 22
DESCRIPTION OF INSTRUMENT PANEL .............meemm. 24
STARTING PROCEDURE 26
STOPPING PROCEDURE 28
FUEL SYSTEM 31
ELECTRICAL SYSTEM ...87
DC CONTROL CIRCUIT
WIRING DIAGRAM # 37248 40 and 41
COOLING SYSTEM 42
LUBRICATION SYSTEM 47
HBW 150 TRANSMISSION 50
ENGINE TROUBLESHOOTING 54
MAINTENANCE & ADJUSTMENTS 57
VALVE CLEARANCE ADJUSTMENT 60
TORQUE SPECIFICATIONS 61
GENERAL TORQUE TIGHTENING CHART ........——a........ 62
LAY-UP & RECOMMISSIONING
INDEX … … 67
PARTS LIST. 99
Westerbeke Diesel Engines
GENERAL
Introduction
This manual contains the equipment operating procedures as well as additional information needed to help
the operator keep the equipment in proper working order. Study and follow the instructions carefully. A
planned maintenance program is included in this manual: adhering to the program will result in better equip-
ment performance and longer equipment life. Proper diagnosis of a problem is the most important step to
satisfactory repair; therefore, a troubleshooting table is included.
Understanding the Diesel Engine
The diesel engine closely resembles the gasoline engine, since the mechanism is essentially the same. The
cylinders are arranged above a closed crankcase; the crankshaft is of the same general type as that of a
gasoline engine; and the diesel engine has the same type of valves, camshaft, pistons, connecting rods, and
lubricating system. |
Therefore, to a great extent, a diesel engine requires the same preventive maintenance as a gasoline engine.
The most important factors are proper ventilation and proper maintenance of the fuel, lubricating and cool-
ing systems. Replacement of fuel and lubricating filter elements at the time periods specified is a must, and
frequent checking for contamination (that is, water, sediment, or algae) in the fuel system is also essential.
Another important factor is the use of the same brand of high detergent diesel lubricating oil designed specifi-
cally for diesel engines. Be careful not to put gasoline in the diesel fuel tank(s). Gasoline does not have the
same lubricating qualities as diesel fuel; consequently, gasoline in the fuel lines will damage components in
the fuel lift pump assembly, fuel injection pump and injectors.
The diesel engine does differ from the gasoline engine, however, in its handling and firing of fuel. The car-
buretor and ignition systems are done away with and in their place are two components - the fuel injection
pump and the fuel injectors.
Ordering Parts
When contacting your Westerbeke dealer, parts distributor, or the factory concerning your Westerbeke unit,
always provide the engine's model and serial number, and transmission number as they appear on the black
and silver "Westerbeke" plate which is mounted on the engine's exhaust manifold. When ordering parts for
your Westerbeke engine, be sure to insist upon Westerbeke factory packaged parts, because "will fit" or
generic parts are frequently not made to the same specifications as original equipment.
Note that component locations in the manual are referenced from the front of the engine which is the pul-
ley/drive belt end. (The fiywheel/transmission end is the rear end.) Left and right sides are determined by
the engine; imagine straddling the engine and facing in the same direction as the front of the engine: the left
side is at your left, the right side is your right. |
Westerbeke engines and generator sets are thoroughly checked and given a final run under various load
conditions before leaving the factory. Test running the engine ensure dependable operation, long service,
and a satisfied owner.
Care at the factory during assembly, and thorough testing, have resulted in a Westerbeke diesel engine
capable of many thousands of hours of dependable service. However, what the manufacturer cannot con-
trol is the treatment the unit receives in the field. That part is up to the owner/operator.
Westerbeke Diesel Engines 4
W 40NA Marine Diesel Engine
Top Lube Qil Fill
Fresh Water Fill Cap
45° Exhaust Elbow
Unit Identification
Plate
Fresh Water
Circulating Pump 12 Oil Pressure
Switch
HBW
Transmission
Sea Water Pump 98 qu, И. | vs Transmission
> :__— — e Cooler
Lube Oil Filter = fit 7 Transmission
Flow-Control Oil Pressure Sender Drain
Starter with Solenoid
5 Westerbeke Diesel Engines
W 40NA Marine Diesel Engine
>. =”
Air intake Screen
Thermostart Device
Top Lube Oil Fill
(Optional)
20 Amp DC Circuit Breaker
DC Charging
Secondary Fuel Filter
Alternator
instrument Panel
Connections
Heat Exchanger
Sea Water Pump
du
HBW Transmission Lube Oil Dipstick
Engine Isolator
Fuel Lift Pump
Westerbeke Diesel Engines 6
W 40NA MARINE DIESEL ENGINE
Engine Type
Governor
Valve Mechanism
Combustion Chamber
Bore & Stroke
Piston Displacement
Firing Order
Direction of Rotation
Maximum Torque (at 3000 rpm)
Compression Ratio
Compression Pressure
Valve Seat Angle
Valve Clearance
(engine cold)
Dimensions
Inclination
Dry Weight
Engine Speed
Fuel Consumption
GENERAL SPECIFICATIONS
Diesel, four-cycle, four-cylinder, fresh water cooled,
vertical, in-line (37 hp at 3000 rpm maximum)
Integral of the injection pump, mechanical flyweight type
Overhead
Swirl chamber type
3.125 x 3.5 inches (79.37 x 88.90 mm)
107.4 cubic inches (1.760 liters)
1-3-4-2
Clockwise, when viewed from the front
79 Ib-ft (10.92 kg-m)
22:1
450 psi (31.63 kg/cm?) at 250 rpm
Intake 45°
Exhaust 45°
Intake 0.012 inches (0.3 mm)
Exhaust 0.012 inches (0.3 mm)
Height: 26.81 inches (680.97 mm)
Width: 31.94 inches (811.27 mm)
Length: 39.07 inches (992.37 mm)
Continuous 17°
Temporary 25° (not to exceed 30 min.)
511 Ibs (231.7 kgs)
idle speed: 750 - 1000 rpm
Cruising speed: 1800 - 2200 rpm
1.0 U.S. gph (3.7 Iph) running at
2500 rpm (approximate) when the propeller
allows 3000 rpm at full open throttle while
underway in forward gear.
7 Westerbeke Diesel Engines
W 40NA SYSTEM SPECIFICATIONS
FUEL SYSTEM
Fuel
Injection Pump
Injection Timing
Injectors
Injection Pressure
Lift Pump
Fuel Filter (on engine)
Air Cleaner
Air Flow (engine combustion)
COOLING SYSTEM
General
Operating Temperature
Fresh Water Pump
Sea Water Pump
Sea Water Flow, at 3000 rpm
(measured before discharging
into exhaust elbow)
System Capacity (fresh water)
LUBRICATION SYSTEM
General
Oil Filter
Sump Capacity
Westerbeke Diesel Engines
No. 2 diesel oil (cetane rating of 45 or higher)
C.A.V. Mechanical Governed
22° BTDC (Static Timing)
Pintle type
2205 psi (150 kg/cm”)
Mechanical diaphragm type
Canister type, with replaceable element
Metal screen type - cleanable
92 cfm (2.6 cmm) at 3000 rpm
Fresh water-cooled block,
thermostatically-controlied
with sea water exchanger system
170 - 190° Е (77 - 88° С)
Centrifugal type, metal impeller, belt-driven
Positive displacement, rubber impeller, gear-driven
8.5 gpm (9.0 lpm) approximate
10 U.S. gts (9.5 liters)
Pressure feed, rotor type, driven by spiral gears
from crankshaft
Full flow, paper element, spin-on type
4.0 U.S. qts (3.8 liters) not including filter or
optional oil cooler kit
W 40NA SYSTEM SPECIFICATIONS
Operating Oil Pressure
Oil Grade
ELECTRICAL SYSTEM
Starting Battery
Battery Capacity
Starting Aid
Starter Motor
DC No-Load Current
Cold Cranking Current
Altemator
Regulator
TRANSMISSION
Genera! (HBW Standard Transmission)
Gear Ratio (Standard)
Propeller Shaft
Direction of Rotation
Propeller Recommendations
(using standard Transmission
1.88:1 reduction)
Lubricating Fluid
Transmission Sump Capacity
30 - 60 psi (2.1 - 4.2 kg/cm?) at maximum engine rpm
and at normal operating temperature
API specification CC or CD
12-Volt, 125 A-H, (-) negative ground
(recommended) (150 A-H cold areas)
125 - 155 (Ampere-Hours)
C.AV. thermostart, 12-Volt
12-Volt, 1.6KW, solenoid, actuated shift, reduction geared
100 Amps at 11.5 Volts (3000 rpm, min.)
125 - 175 Amps at 10 Volts (250 rpm, min.)
12-Volt DC, 51 Amps
internal regulator, mounted on alternator
Case-hardened helical gears, with servo-
operated multiple disc clutch
1.88:1
Right handed - standard transmission
18 D x 10 P - 2 blade or 18 D x 8 P - 3 blade
propeller should allow the engine to reach its
full rated RPM (3000 + 000 - 100) at full open
throttle while underway in forward gear
ATF - type A or Dextron ll
0.60 U.S. gts (0.56 liters) approximate
9 Westerbeke Diesel Engines
INSTALLATION CHECKS
General
Because the crafts in which Westerbeke engines are installed vary in design, installation procedures will vary
according to your craft's specific design. It is not the intent of this section to advise boatyards or installers
on procedures already well-developed and well-understood. However, it is important that the owner/operator
realize there are details of the installation which require periodic checks to ensure the best operating condi-
tions for the equipment and safe operating conditions for the personnel on board. Proper location and in-
stallation of the diesel engine in the vessel are of prime importance.
‘Factors in the installation that must be considered are ventilation, to aid in cooling and to provide air for en-
gine combustion; exhaust system, to properly discharge raw cooling water, quiet the exhaust and expel ex-
haust gas; cooling water supply; fuel supply; and electrical connections.
CAUTION
For safety reasons, the engine and transmission are NOT filled with lubricating oil for ship-
ment. Before leaving the factory, however, each engine with transmission is thoroughly tested
with oll in it. This testing, among other things, provides all internal parts with a coating of oil.
This oil acts as a preservative, providing reliable protection against corrosion for at least one
year if the engine and transmission are properly stored.
Location
The location should be such that it is dry, and in an area where bilge water or water from above cannot splash
on the engine. The engine should be properly ventilated and accessible for minor servicing and repairs (ac-
cess for major repairs should be given consideration as well). The location must be properly ventilated to
provide fresh air for engine combustion. The engine's lubrication oil sump dipstick, the fresh water and oil
fills, and the transmission's dipstick and transmission or oil fill port must be accessible.
TANK —
CABIN
17 max.
HORIZONTAL
PLAIN
INSTALLATION ANGLE
MUST MOT EXCEED 17°
Please note that the engine's installation angle cannot exceed 17° from the horizontal plain.
Westerbeke Diesel Engines 10
Rigging and Lifting
The engine is fitted with lifting eyes. Rope or chain slings capable of supporting the engine's weight should
be attached to the eyes and the engine lifted by means of tackle attached to these slings. The lifting eyes
have been designed to carry the full weight of the engine; therefore, auxiliary slings are not required or desired.
CAUTION
Slings must not be so short as to place significant sheer stress on the engine's lifting eyes.
Strain placed on the engine's lifting eyes by the lifting sling must not be in excess of 10° from
the vertical plain. |
A0 Lo ESS
SLIMG LIFTING
ANGLE MUST MOT
EXCEED 10°
LIFTING
EYE
ENGINE
The general rule in moving engines is to see that all of the equipment used is amply strong and firmly fixed
in place. Move the engine a little at a time and see that it is firmly supported. Eliminate the possibility of ac-
cidents by avoiding haste. Do not lift the engine by its propeller coupling, or pry against this coupling with
a crowbar, because excessive pressure of this type may distort the coupling.
In certain situations it may be necessary to lift the engine in positions other than the horizontal position. Cer-
tain situations exist by which the engine must be lowered endwise through a small hatchway which cannot
be made larger. Under these conditions, if the opening of the hatchway is extremely narrow, it is possible
to reduce, to some extent, the outside dimensions of the engine by removing external components such as
the alternator, the cooling system's piping, the heat exchanger, certain filters, the mounting lugs and other
obstructive equipment. This accessory equipment should be removed by a competent mechanic and spe-
cial care should be taken to avoid damaging any exposed parts. In addition, be careful not to allow dirt from
entering any opening created by the removal of equipment. Parts removed should be retumedto their respec-
tive position as soon as the engine has cleared the hatchway.
In case it becomes necessary to hoist the engine either front-end upwards or transmission-end upwards, the
attachment of slings must be done carefully to avoid the possibility of damaging the parts on which the weight
may bear. Special rigging work is best done by someone experienced and competent in handling heavy
machinery.
11 Westerbeke Diesel Engines
Engine Bolts
Bronze or stainless steel hanger bolts of appropriate size are recommended for use through the engine's
flexible mounts. Less preferred are lag screws because their hold on the wood is weakened every time they
are moved, whereas the hanger bolts stay in position. If the nut on top of the hanger bolt is removed to allow
the engine to be lifted from its resting place, the hanger bolt itself remains in place as a stud. Consequent-
ly, the bond between the hanger bolt and the wood is not weakened by the removal of the nut or the engine.
Foundation for the Engine
A good engine bed contributes much toward the satisfactory operation of the engine. The engine's bed
must be rigidly constructed and neither deflect nor twist when it is subjected to the engine's weight or to the
pressures that the boat may experience while operating in rough seas. The bed must keep the engine's
alignment within one or two thousandths of an inch of this position at all times. The bed has to withstand
the forward push of the propeller shaft which pushes against the thrust washer bearing which finally pushes
against the engine's bolts and bed.
In fiberglass hulls, we recommend that similar wooden stringers as in wooden hulls be formed, fitted, and
then glassed securely to the hull. This allows the hanger bolts to be installed firmly in the wood, thereby
reducing noise and transmitted vibration.
The engine support stringers must be as wide or wider than the engine mounting isolator. Isolator overhang
and/or rounded stringer surfaces are detrimental to the isolators’ ability to retain vibration.
Preformed fiberglass engine beds, when used, should be of sufficient thickness to properly support the en-
gine and should be well-glassed to the hull when
installed.
The temptation to install the engine on a pair of
fiberglass angle irons must be resisted. Such
construction will allow engine vibration to pass GOOD
through to the hull. Flexible mounts require a firm
foundation against which they must act ifthey are
to perform their function. When possible, follow
bed design A and avoid bed design B (refer to . A
the illustration).
Supports between the bed stringers, and extend-
ing from the stringers to the hull, may be required
for proper support and to aid in the absorption of
vibrations.
BAD
Note: Avoid excessive height, use
solid stringer construction (A).
Westerbeke Diesel Engines . 12
Propeller Shaft Coupling
The propeller shaft coupling fitted to the transmission’s output flange must transmit not only the power of the
engine to turn the propeller shaft and propeller, but must also transmit the thrust of the engine/transmission
either ahead or astem. |
The coupling bore should be carefully machined for a slight forced fit onto the shaft and an accurate mating
surface for the coupling to the output flange of the transmission.
The W 40NA engine is equipped with a Federal Flexible Coupling. The Federal Flexible Coupling consists of
a metal hub and a flange. The hub Is accurately bored to accept the rubber bushings, and the face of the
flange Is machined to match the engine's coupling. The neoprene rubber bushings have a bonded inner
brass sleeve and the entire bushing is pressed into the flange using the correct compression pressure. Alloy
steel spider pins screw through the bushings into the hub which are locked into position. The rubber bush-
ings are ample to absorb vibration from the propeller and to allow a slight angular misalignment. The Flexible
Coupling is not designed to do the work of a universal joint. The engine must be properly aligned before the
Flexible Coupling is installed. After the coupling has been installed, the coupling will compensate for misalign-
ments caused by hull distortion and from engine movement. The Federal Flexible Coupling will absorb both
thrust and torsional loads. The pins and rubber bushings are replaceable in case of damage.
When ordering replacement parts, refer to the Parts List at the back of this manual.
Propeller
The type and size of propeller varies with the gear ratio and must be selected to fit the application, based
upon boattests. To utilize the full power of the engine, and to achieve ideal loading conditions, use a propeller
which will permit the engine to reach its full rated RPM at full throttle while under a normal load and while it
is moving the boat forward through the water.
Alignment of the Engine
The engine must be exactly aligned with the propeller shaft using a solid coupling before installing the Federal
Flexible. No matter what material is used to build a boat the material will be found to be flexible to some ex-
tent: hence, the boat’s hull will change its shape to a greater extent than is usually realized when the boat is
launched and operated in the water. Therefore, it becomes extremely important to check the engine's align-
ment at frequent intervals and to correct any errors when they appear.
Misalignment between the engine and the propeller shaft often creates serious problems which are often
blamed on other areas suspected of causing the trouble. Misalignment will cause excessive bearing wear,
rapid shaft wear and will, in many cases, reduce the life of the boat's hull by loosening the hull’s fastenings.
A bent propeller shaft will have the exact effect as those just stated; therefore, a perfectly straight propeller
shaft is absolutely necessary. One particularly annoying result of misalignment may be leakage of transmis-
sion oil through the transmission’s rear oil seal.
Never attempt a final alignment with the boat on land. The boat should be in the water and have had an op-
portunity to assume its final water form. The best time to perform the propeller shaft/transmission coupling
alignment is with the fuel and water tanks about half full and all the usual equipment on board, and after the
main mast has been stepped and the final rigging has been accomplished.
13 Westerbeke Diesel Engines
Take plenty of time in making this alignment and do
not be satisfied with anything less than perfect results.
The alignment is correct when the shaft can be easily 883 FEELER CACE
slipped backward and forward into the counterbore, )
and when a feeler gauge indicates that the flanges
come together at all points. The alignment between PROPELLER SHAFT
the propeller shaft coupling and the engine's coupling |
can contain an error no greater than one thousandth
of an inch per inch of the coupling diameter. For ex- —
ample, if your propelier shaft coupling is three inches =
in diameter, the maximum error that can be allowed in
the alignment is three thousandths of an inch (.003). [STRAIGHT EDGE]
In making the final check for alignment, the
engine's half coupling should be held in one
position and the alignment with the propeller
coupling tested with the propelier coupling in
each of four positions (A), while rotated 90* be-
tween each position. This test will also check
whetherthe propeller's half-coupling is in exact
alignment on its shaft. Then, keeping the
propeller coupling in one position, the align-
ment should be checked by rotating the
engine's half-coupling in 90° increments,
checking dimension A while in each 90° posi-
tion until the half-coupling has been rotated ful
circle. -
The engine's alignment should be rechecked
after the boat has been in service for one to
three weeks and, if necessary, perform the
alignment again. Usually it will be found that
the engine is no longer in alignment. This does
not mean that the work has been done im-
properly at first; rather, it means that the boat
has taken some time to take its final shape and
that the engine's bed and stringers have
probably absorbed some moisture. It may
even be necessary to realign the coupling hal-
ves again at a later time.
Westerbeke Diesel Engines 14
Exhaust System
The exhaust system provides an outlet line to vent engine exhaust gases out of and away from the vessel.
The system also discharges sea water which has passed through the engine's sea water circuit by mixing it
with hot exhaust gases. This mixing helps cool the exhaust gases and exhaust elbow and plumbing. The ex-
haust system and the sea water supply to the exhaust must be configured to prevent the siphoning of sea
water into the exhaust through the sea water cooling circuit and to prevent the entry of sea water into the ex-
haust through the circuit's through-hull discharge port. !f not prevented, sea water entering through the dis-
charge port can fill the exhaust system muffler and enter the engine's cylinders. This will prevent proper
starting and possibly cause damage to internal engine components.
The sea water supply hose to the exhaust system water injection elbow should be routed (looped) at least
12 inches above the vessel water line. An anti-siphon break should be installed, when needed, at the top of
this loop. The top of the loop should be placed high enough above the vessel's water line so as to remain
above the water line when the vessel is underway, no matter what the angie of heel or roll may be.
13” ©г 1" 1.0. позе
—
12° min.
insulate
NOTE: The engine's heat exchanger
outlet will determine the 7” or 1*
dimension tor the vented Icon.
Cr 12° min
installation with exhaust Ч 7
manifold/water-injected etbow {СС 7
at a minimum of 6” above Ue de
vessel water line. e rl
Hydro-Husn e 2252
48" max.
| CAUTION: Vented toop must be
in à location where It will remain
с above the water line during all
- attitudes of the vessel's operation.
installation with exhaust Hydro-Hush
manifolg/water-injected elbow
at or below vessel water line.
The sea water supply through-hull sea cock fittings must be of the flush-hull type. High-speed scoop type
of fittings should not be used as they tend to encourage siphoning.
The exhaust discharge from the water lift muffler should be routed well above the water line then downward
to the through-hull discharge. This routing will prevent sea water entry if the through-hull discharge fitting
becomes submerged when the vessel heels or rolls while under way, or Is subjected to following sea condi-
tions. Refer to the figures shown above for recommended exhaust system installations.
15 Westerbeke Diesel Engines
Exhaust Back-Pressure
The exhaust discharge hose must be of adequate size and
minimal run to prevent excessive exhaust back-pressure.
Exhaust back-pressure should be checked before the engine
is put into service. (Refer to the illustration.) Excessive back-
pressure will affect the engine's performance.
To measure for back-pressure, use a mercury manometer, a
pressure gauge, or a water column. A boatyard or marine
mechanic should have a manometer or a pressure gauge.
Measure back-pressure at the exhaust elbow when the en-
gine is running at 3000 rpm. Back-pressure, as measured by
a manometer, a pressure gauge, or water column, should not
be over the following specifications:
NOTE: Other pressure gauges may be available to test
for exhaust back-pressure. Check with a competent
mechanic.
Refer to the pressure specifications below.
A water column can be made by taking a clear plastic tube
and taping one end of the tube along a yardstick and fitting
the other end of the tube with a 1/4 inch NPT (National Pipe
Tap) pipe fitting.
Measure back-pressure at the exhaust elbow when the en-
gine is running at 3600 rpm.
Dimension A cannot exceed 39 inches of water.
Back pressure, as measured by a gauge instrument, should
not exceed the following specifications:
3 inches of mercury (0.104 kg/cm?)
39 inches of water in a water column
(.099 kg/cm? а! 4° С)
22 ounces psi
11/2 psi
insulation
From
Heat
# Exchanger
Exhaust
Elbow
Mercury
Manometer
Excessive back-pressure can be caused by a small diameter exhaust hose, a small muffler, sharp bends in
the exhaust hose, improper fittings, water pockets, and a high volume of water in the exhaust system due
to the length of the exhaust discharge hose. The use of elbows and fittings in the exhaust discharge hose’s
routing should be limited since these will create flow restrictions and contribute to exhaust back-pressure.
The engine's exhaust system must be separate from any other engine's exhaust system. Dry portions of the
exhaust system between the engine's exhaust manifold and the water injected exhaust elbow must be insu-
lated to hold in the heat.
Westerbeke Diesel Engines 16
Exhaust System Failures
When the engine's sea water is fed into an exhaust system so that the full stream of this water strikes a sur-
face, erosion takes place. This erosion may cause premature failures. The proper design of either a water
jacketed or water injected "wet" exhaust system to prevent this problem requires that the sea water inlet be
positioned so that the entering stream of sea water does not directly strike a surface. In addition, the velocity
of the entering sea water stream should be as low as possible, which can be achieved by having inlet fittings
as big in diameter as possible.
The best protection against exhaust system leaks is to routinely inspect the complete exhaust system. Check
for leaks around manifolds, gaskets, and welds. Make sure exhaust lines are not heating surrounding areas
excessively. If excessive heat is present, correct the situation immediately. If you notice a change in the
sound or appearance of the exhaust system, inspect the exhaust system and correct the cause.
Exhaust risers installed off the exhaust manifold should not exceed 8 Ibs in total weight wiven rigidly con-
nected. Excessive weight and vibration can result in a manifold failure and/or the fracturing of the riser from
the manifold at its attachment. Dry portions of the exhaust connected to the manifold, which lay before the
water injected exhaust system, MUST be properly insulated to retain the exhaust heat within the exhaust
pipe.
Although diesel engine exhaust gases are not as toxic as exhaust fumes from gasoline en-
gines, carbon monoxide is present in diesel exhaust fumes in less concentration. Carbon
monoxide is a dangerous gas that can cause unconsciousness and is potentially lethal. Some
of the symptoms or signs of carbon monoxide inhalation or poisoning are as follows:
o Dizziness © Vomiting
o Intense Headache o Muscular Twitching
0 Weakness and Sleepiness o Throbbing in Temples
If you experience any of the above symptoms, get out into fresh air immediately.
Make sure there are no unnecessary objects suspended from any portion of the exhaust lines. Excessive
weight could cause deflection or distortion of the lines, resulting in damage or leaks. Inspect insulated por-
tions of the exhaust system to ensure there is no deterioration of the insulation.
Oil Drain Hose
An oil sump drain hose is located at the lower front of the engine. Qil may be drained from this hose by
removing the cap and the discharge end of the hose from the support bracket and lowering the hose into a
container. The hose cap fitting is 1/4 inch NPT (National Pipe Tap) and can be extended, or have a pump
added, for easier removal of the old oil, if desired.
17 Westerbeke Diesel Engines
Connecting Pressure Sensing Devices to Qil Galleries
Oil pressure sensing devices, such as senders and switches, must not be connected to an engine's oil gal-
lery with the use of extended nipples or tees. The reason is simply that continued engine vibration causes
fatigue of the fittings used to make such a connection. If these fittings fail, the engine loses its oil pressure
and quickly seizes. |
When additional sensing devices such as switches or sensors need to be installed that function on engine
oil pressure, these devices must be bulkhead-mounted and connected to the oil gallery using an appropriate
grade of lubricating oil hose. Any fittings used to connect the hose to the gallery must be of steel or malie-
able iron composition. Brass must not be used for this application.
Automatic Alarm System
High Water Temperature Alarm
A high water temperature alarm buzzer has been supplied with the instrument panel. If the engine's fresh
water coolant reaches 210° F (98.8° C), a water temperature switch on the engine closes causing the alarm
to emit a continuous signal. Refer to the "DESCRIPTION OF INSTRUMENT PANEL" section of this manual
for the location of the alarm in your engine panel, page 24.
Low Oil Pressure Alarm
À low oil pressure alarm switch is located off the engine's oil gallery. This switch monitors the engine's oil
pressure. Should the engine's oil pressure fall to 10 - 15 psi, the switch will close sounding this same alarm.
In this event, the alarm will emit a pulsating signal. Refer to the "DESCRIPTION OF INSTRUMENT PANEL"
section of this manual for the location of the alarm in your engine panel, page 24.
Cooling System
The engine is fresh water cooled by an engine-mounted heat exchanger. Sea water is used as the heat
exchanger’s cooling medium. Sea water is pumped into the exchanger by a sea water pump, where it cools
the fresh water that circulates through the engine block, and is then injected into the exhaust elbow, carry-
ing with it the heat removed from the engine's fresh water cooling system.
Sea water should be supplied to the sea water pump through a flush-type hull fitting using a wire-reinforced
hose between the through-hull fitting and the sea water pump. The sea water should be directed through a
visual-type sea water strainer, which will trap debris before it reaches the sea water pump and the heat ex-
changer, and then be delivered to the pump. Hoses routed from the through-hull fitting to the strainer and
to the sea water pump should be wire-reinforced to prevent the hose from collapsing while the engine is run-
ning (suction from the pump may collapse a non-reinforced hose). The sea water strainer should be mounted
at or below the water line to make sure the sea water line remains primed.
Westerbeke Diesel Engines | 18
CAUTION
DO NOT use a scoop-type through-hull fitting as a means of supplying sea water to the en-
gine. Water pressure against this type of fitting, while the vessel is under sail, can push sea
water past the sea water pump's impeller into the engine's exhaust system, filling it and the
engine as well. Flush-type, clear, through-hull fittings are recommended and should be lo-
cated on the hull so as to be below the waterline during all angles of boat operation.
The use of common-type street elbows is not recommended for plumbing the sea water cir-
cuit. These generally have very restrictive inside diameters. Machine fittings are preferred.
FE Fresh Water Pressure Fill Cap
(©)
Sea Water impeller Pump — |
To Transmission Oil Cooler
Illustrated above is the cooling system for the W 40NA engine
19 Westerbeke Diesel Engines
Sea Water Intake System
Make sure the intake system (sea water cooling system) is in proper order. Check that the through-hull inlet,
sea cock and strainer are unobstructed. Sea cocks and strainers should be at least one size greater than
the inlet thread of the sea water pump. The strainer should be of the type that may be withdrawn for clean-
ing while the vessel is at sea and should be mounted below the water line to ensure self-priming. inspect
the sea water lines to ensure there are no collapsed sections, which would restrict water flow. Make sure
there are no air leaks at any of the connections. Placing double clamps at the sea water plumbing connec-
tion, located below the water line, is strongly recommended.
Fuel System
The fuel system should be installed in such a manner as to allow the engine-mounted mechanical fuel lift
pump to maintain a positive inlet pressure to the fue! injection pump under all operating conditions. The
minimum size of the fuel supply line and fuel return line is 1/4 inch, inside diameter, and there should be a
primary fuel filter installed between the fuel tank and the fuel lift pump. Only one fuel filter is installed on the
engine, between the mechanical fuel lift pump and the injection pump; this filter has a replaceable filter ele-
ment.
The fuel tank's fuel pickup tube should be clear and unobstructed. No screen or gauze strainers should be
incorporated in the fuel pickup tube.
Make sure that the fuel supply and return lines are securely anchored to prevent chafing and that all fittings
are sufficiently tightened to prevent leaking. Also make sure your fuel system has a positive shut-off valve;
know its location and how it operates.
NOTE: DO NOT use spring-loaded check valves in the fuel supply line in lieu of mechanical
shut-off valves. This type of valve can create fuel starvation problems for the engine's fuel sys-
tem.
Fuel tanks that are located below the engine's fuel system level must have its fuel return at the tank extend-
ing down into the tank in the same manner as a pickup tube, otherwise fuel siphoning out of the engine's
fuel system through the retum will take place.
Ensure that the fuel tank filler is properly sealed to prevent water entry should it become awash. The fuel
tank's vent should be routed so as to prevent water entry as well.
Be sure there is a fire extinguisher installed near the unit and that it is properiy maintained. Be familiar with
its use. An extinguisher with the NFPA rating of ABC is appropriate for all applications in this environment.
Westerbeke Diesel Engines 20
‚ Е
Electrical System
The electrical system should be checked to ensure that all wiring harnesses are tied down properly with
clamps or plastic ties, spaced at intervals close enough to prevent chafing from vibration. Check to ensure
that all the engine's harness connections are tight and that they are connected to the appropriate terminals.
Do not smoke or allow an open flame near batteries. Lead acid batteries emit hydrogen, a
highly-explosive gas. Tum off the emergency switch in the positive line of battery.
Make sure the positive ( +) battery connection is connected to the battery connection of the starting solenoid.
The negative (-) battery connection should be connected to the system ground (the engine block).
When servicing the battery or checking the electrolyte level, wear rubber gloves, a rubber
apron, and eye protection. Battery acid may splash on the skin or into the eyes inadvertent-
ly when removing electrolyte caps.
Check level and specific gravity of battery electrolyte to ensure maximum engine starting efficiency. Make
sure terminals are clean and tight.
Ventilation
The ventilation requirements of the engine include the following: combustion air is required for the engine's
cylinders and ventilating air is required to clear the bilges below the engine, as well as the compartment in
which the engine is located, of engine heat and potentially toxic and flammable diesel fumes. Refer to the
"SPECIFICATIONS" section of this manual for airflow requirements, page 8.
21 Westerbeke Diesel Engines
PREPARATION FOR STARTING
This section of the manual provides the operator with preparation, initial starting, break-in, starting (cold or
warm), and stopping procedures. Follow the procedures as presented, for the conditions indicated, and
your Westerbeke engine set will give you reliable performance and long service life.
Fill the engine with oil by pouring engine oil through the
oil filler cap. Fill the engine up to or near the upper limit
on the dipstick (the installation angie may have an effect
on the dipstick reading). Select readily available
lubricating oil with an API specification of CC or CD and
an SAE number sultable for the temperature in your
operating area (see page 47). For the quantity of oil
needed in this engine, refer to the "SYSTEM SPECIFICA-
TION" section of this manual, page 8.
Fill the transmission to the FULL mark on the dipstick
with the correct lubricant. (Refer to the "SYSTEM
SPECIFICATIONS" section of this manual, page 9.)
Each unit is supplied with a coolant recovery kit
(#24977) as standard equipment, to which the follow-
ing applies:
A. Remove the pressure cap from the engine's ex-
haust manifold and slowly fill the engine's cooling
system with a mixture of water and antifreeze
suitable for your temperature zone. (See the
Oil Filler Cap
Rocker Cover
Oil Dipstick
Upper Limit
(Normal! Level) oh
Lower Limit
Crankcase
"COOLING SYSTEM" section of this manual, page 42.) Operate the engine and observe the coolant
level in the manifold. Maintain this level to the base of the filler neck. Once the engine reaches its operat-
ing temperature (170 - 190° F), ensure that there is coolant flow to the domestic water heaters when in-
stalled. Top off the cooling system and install the pressure cap.
B. Make sure the plastic recovery tank is properly mounted near the unit (with the bracket provided), in a
location where it can be monitored and filled easily. The recovery tank should be mounted at manifold
level or above. In these installations that require it, the plastic recovery tank can be mounted below the
exhaust manifoid's level.
C. Add coolant to the plastic tank after the engine has been started and operating temperature has been
reached, to ensure that all air is expelled from the manifold and the engine's cooling system. With the
manifold filled and the pressure cap installed, fill the plastic recovery tank half full. Monitor daily and
add coolant as needed.
Fill the fuel tank with a good grade of No. 2 diesel fuel and prime the fuel system up to the engine (see page
32). When retuming fuel is free of air, the engine's fuel system is bled and the engine is ready to start.
Ensure that the Installation Checks have been made in accordance with those specified in the "INSTALLA-
TION CHECKS" section of this manual (refer to page 10).
Westerbeke Diesel Engines 22
Starting System
The W 40NA diesel engine uses an electric starter for both normal and cold weather starting. A cold start aid
system is furnished on the W 40NA engine as standard equipment (part #36258). Both the thermostart device
and the cold start aid are located on the air intake, manifold side of the engine. The PREHEAT button ener-
gizes the thermostart device assists in vaporizing the fuel at the intake manifold inlet. The vaporized diesel
fuel is drawn into the cylinder during cranking and allows for easy combustion during compression. This
process aliows the engine to start rapidly and reduces wear on the starter.
Air Intake Screen
Thermostart Device |
Cold Start Aid
The W 40NA engine's electrical system is designed so that the PREHEAT button must be depressed for the
time specified in the "Preheat" chart shown on page 26. While keeping the PREHEAT button depressed, the
START button must be pressed to crank the engine.
NOTE: The START button will not crank the engine unless the PREHEAT button is depressed
atthe same time. When the PREHEAT button is depressed, the thermostart device is activated.
USE THE PREHEAT BUTTON ONLY AS NECESSARY. Overuse of the PREHEAT button will
overheat the thermostart device.
Refer to the "STARTING PROCEDURE" section of this manual for starting instructions, page 26
23 Westerbeke Diesel Engines
DESCRIPTION OF INSTRUMENT PANEL
Westerbeke 40NA engines are supplied with instrument panels. Read the following instruction carefully
before operating the engine.
APM Gauge Water Temperature Gauge Oil Pressure Gauge
Ammeter
(Not Shown)
Preheat Button Start Button
DC Control Circuit Voltage Gauge
General
The manually-controlled panel is equipped with an RPM gauge with an ELAPSED TIME meter which measures
the engine's running time in HOURS and in 1/10 hours. The panel also includes a water temperature gauge
which indicates water temperature in degrees Fahrenheit (WATER °F), an oil pressure gauge which measures
the engine's oil pressure in pounds per square inch (OIL PSI), a DC control circuit voltage gauge which
measures the system's DC voltage (VOLTS), and a DC Ammeter which allows the operator to monitor
amperage in the DC charging circuit. All gauges are illuminated when the circuit breaker is turned ON and
remain illuminated while the engine is in operation. The panel also contains two rubber-booted push but-
tons, one for PREHEAT and one for START.
1. Circuit Breaker (Not Shown): The Circuit Breaker, positioned somewhere in the vessel so it may be
easily reached, provides power only to the instrument cluster. Refer to the "STOPPING PROCEDURE"
section of this manual, page 28.
2. PREHEAT: The PREHEAT button energizes the altemator's EXC terminal and the intake manifold's
thermostart device. This button also energizes the START button.
3. STARI: The START button, when pressed, energizes the starter's solenoid which cranks the engine.
This button will not operate electrically unless the PREHEAT button is pressed and held at the same
time.
Westerbeke Diesel Engines 24
4. Ammeter Gauge: An Ammeter gauge is provided by the Dealer and is located in the lower right hand
corner of the instrument panel. (The Ammeter is not shown in the photograph on the preceding page.)
NOTE: An alarm buzzer is supplied with every panel. The installer is responsible for electrical-
ly connecting the buzzer to the four-pin connection on the engine's electrical harness. The in-
staller Is also responsible for installing the buzzer in a dry location so that it will be audible to
the operator should it sound while the engine is running. The buzzer will sound when the Cir-
cult Breaker is turned ON and should silence when the engine has started and when the
engine's oll pressure rises above 15 psi.
5. Water Temperature Gauge: This gauge is graduated in degrees Fahrenheit and is illuminated while the
main engine circuit breaker is turned ON. The engine’s normal operating temperature is 170 - 190° F
(77 - 88°C). |
6. Oil Pressure Gauge: This gauge is graduated in pounds per square inch (PSI) and is illuminated while
the main engine circuit breaker is turned ON. The engine's normal operating oil pressure ranges be-
tween 30 - 60 PSI.
NOTE: When the engine is manually shut down, and the engine's circuit breaker is turned OFF,
the water temperature gauge will continue to register the last temperature reading indicated
by the gauge before electrical power was turned OFF. The temperature gauge will once again
register the engine's true temperature once electrical power is restored to the gauge.
25 Westerbeke Diesel Engines
STARTING PROCEDURE
1. Place the transmission in the NEUTRAL position and advance the throttle to its full open position for a cold
engine, and partially open for a warm engine.
2. Turn the Circuit Breaker to the ON position. Make sure the push/pull stop lever has been returned to the
RUN position.
3. Depress and hold the PREHEAT switch. Preheat according to the following chart:
Atmospheric Temperature Preheating Time
+ 41°F (+ 5° C) or higher Approx. 10 sec.
+ 41° F (+ 5° C) to + 23° F (- 5° C) Approx. 20 sec.
+ 23° F (- 5° C) or lower Approx. 30 sec.
Limit of continuous use | 1 minute.
The Instrument panel includes a DC control circuit
voltage gauge. A properly operating thermostart
device is indicated when the voltmeter registers a voit-
age drop when the PREHEAT button is depressed.
This voltage drop will be slight but noticeable. If the
voltmeter indicates no voltage drop at the time the
PREHEAT button is depressed, then the thermostart
device could be defective or the preheat circuit is faul-
-ty (check for any loose connections).
While holding the PREHEAT button depressed,
depress the START button. The starter motor will run,
thereby cranking the engine. As soon as the engine
runs, release the START button and PREHEAT button.
Should the engine not start when the START button is
depressed for 10 to 12 seconds, release both buttons
and wait 30 seconds; repeat the previous procedure. DC Control Circuit Voltage Gauge
Never run the starter motor for more than 30 seconds
at a time.
CAUTION
Prolonged cranking intervals without the engine starting can result in filling the engine-
mounted exhaust system with sea water coolant. This may happen because the sea
water pump is pumping sea water through the sea water cooling system during crank-
ing. This sea water can enter the engine's cylinder's by way of the exhaust manifold
once the exhaust system fills. Prevent this from happening by closing the sea water
supply through-hull shut-off, drain the exhaust muffler, and correct the cause for the
excessive engine cranking needed to obtain a start. Engine damage resulting from this
type of sea water entry is not a warrantable issue; the owner/operator should keep this
in mind.
Westerbeke Diesel Engines 26
Once the engine starts, move the throttle into a fast idle position (1000 - 1200 rpm). Check your instrumen-
tation for proper engine operation. Make sure that sea water discharges along with the exhaust discharge.
NOTE: Some unstable running may occur in a cold engine, but this condition should smooth
out as the operating temperature of 170 - 190° F (77 - 88° C) is reached.
Transmission Shifting
To shift the transmission, use the remote control shifting lever located in the cockpit. This remote control
shifting lever rotates the shifting lever on the side of the standard transmission. Rotating the shifting lever in
a counterclockwise direction places the transmission in FORWARD gear. To shift the transmission in
REVERSE gear, rotate the shifting lever in a clockwise direction through NEUTRAL into REVERSE.
Remember:
FORWARD GEAR: Rotate the lever COUNTERCLOCKWISE.
REVERSE GEAR: Rotate the lever CLOCKWISE through NEUTRAL into REVERSE.
For a more detailed description of the HBW transmission’s operation, refer to the "HBW TRANSMISSION"
section of this manual, page 50.
Remote Control Shifting Cable
Transmission Cover Plate” (O
\
Shifting Lever
Transmission Shifting Positions
27 Westerbeke Diesel Engines
STOPPING PROCEDURES
in the cockpit of the boat, there is a tee handle or a knob-type shut-of control. When this control is pulled
OUTWARD, the control will STOP the engine. The other end of the shut-off control is attached to a lever on
the top of the fuel injection pump. (Pushing the shut-off control fully inward will place the engine in the RES-
TART - RUN position.
When the engine is stopped, turn the Circuit Breaker located in the vessel to the OFF position. If the Circuit
Breaker is left ON, the battery will discharge.
CAUTION
DO NOT attempt to shutdown the engine by tuming the Circuit Breaker OFF. The Circuit
Breaker only provides power to the instrument panel and to the DC alternator: the engine will
continue running even if the Circuit Breaker is turned OFF. Stop the engine by pulling the
shut-off control fully OUTWARD.
Engine Break-In Procedures
Although your engine has experienced a minimum of one hour of test operations to ensure accurate as-
sembly and proper operation of all systems, break-in time is required. The service life of your engine is de-
pendent upon how the engine is operated and serviced during its initial hours of use.
Your new engine requires approximately 50 hours of initial conditioning operation to break in each moving
part in order to maximize the performance and service life of the engine. Perform this conditioning careful-
ly, keeping in mind the following:
1. Start the engine according to the "STARTING PROCEDURE" section found on page 26; run the engine
at fast idle while checking that all systems (sea water pump, oil pressure, battery charging) are function-
ing.
2. Allow the engine to warm up (preferably by running at fast idie) until the water temperature gauge moves
into the 130-140° F range.
3. While using the vessel under power, vary the engine's rpm cruise settings during the engine's initial 25
hours of operation.
4. Avoid rapid acceleration, especially with a cold engine.
5. Use caution not to overload the engine. The presence of a gray or black exhaust, and the inability of
the engine to reach its full rated speed, are signs of an overload (that is, a propeller that is too large).
6. During the next 25 hours, the engine may be operated at varying engine speeds, with short runs at full
rated rpm. Avoid idling the engine for prolonged periods of time.
Breaking-in a new engine basically involves seating the piston rings to the cylinder walls. This cannot be ac-
complished by long periods of running at idle, nor by early running at full speed.
Idle running may glaze the cylinder walls, resulting in excessive oil consumption and smoky operation. Ex-
cessive speed or heavy overloading, especially with a cold engine, may cause scoring of the cylinder walls,
producing similar results.
Westerbeke Diesel Engines 28
As indicated above, operate the engine in moderation during the 50-hour break-in period. (On one hand
don't baby the engine, but on the other hand, however, don't abuse it.)
Starting Under Normal Conditions
Follow the procedure below for normal starting of the engine:
1. Check the engine and transmission lubricant levels and fill, if necessary.
2. Make sure there is sufficient fuel on board. Keep fuel tank(s) as full as possible. Check the fuel filters
and water separators for the presence of contaminants and/or water. Drain and clean them as needed.
3. Check the coolant level in the plastic recovery tank. Add coolant solution as needed.
NOTE: Excessive loss of coolant from the plastic recovery tank indicates a cooling system
leak. Check the entire cooling system and the recovery tank and its connections at the ex-
haust manifold, and pressurize the system to locate the leak. In cases of excessive coolant
loss, the system must be refilled as outlined under the "PREPARATION FOR STARTING" sec-
tion of this manual, page 22.
4. Check for oil and fuel leaks, particularly if signs of such leaks are found on the bottom of the engine or
below the engine.
5. When checking your engine's coolant and oil levels, check the engine for any noticeable abnormalities
such as loose or missing bolts, loose brackets and mounts, loose hose clamps, chafed wires, or any
other components that exhibit wear or are loose.
Start the engine in accordance with the "STARTING PROCEDURE" instructions found on page 26, and allow
the engine's operating temperature to reach 140 - 150° F before operating the engine underway.
29 Westerbeke Diesel Engines
Starting Under Cold Conditions
Under extremely cold temperatures, the following conditions can occur. Follow the instructions listed below
when operating your engine in cold weather.
LUBRICATING OIL TURNS VISCOUS - Make certain that the lubricating oil used conforms with the ratings
for the prevailing atmospheric temperature. Refer to the “LUBRICATION SYSTEM" section of this manual,
page 47 for an atmospheric/oil viscosity specification table.
VOLTAGE ACROSS THE BATTERY TERMINALS DROPS - Make certain that the battery is fully charged to
minimize voltage drop across the battery terminals.
THE TEMPERATURE OF THE INTAKE AIR IS LOW AND THE COMPRESSION TEMPERATURE DOES NOT
RISE ENOUGH - Allow the thermostart device to operate sufficiently to aid in starting during the preheat
period whenever the temperature of the intake air is low and when the compression temperature within the
cylinders will not rise quickly during cranking. Refer to the "Preheat" chart found in the "STARTING PROCE-
DURE" section of this manual, page 26.
Westerbeke Diesel Engines 30
FUEL SYSTEM
Diesel Fuel
Use No. 2 diesel fuel with a cetane rating of 45 or higher. Never use kerosene or home heating oil since these
fuels do not have the same lubricating properties as No. 2 diesel fuel.
In cold weather particularly, water vapor is produced by condensation when air is present in the fuel tank.
Keep fuel tank(s) full and completely free of dirt and water.
Fuel Filters
A primary fuel filter of the water
entrapment type must be installed be-
tween the fuel tank and the engine. A | INSTALLATION INETRUCTIONE
primary fuel filter, shown here, is avail- 1. BLT SEOINENT/ONTER 1RGP SECUNEL? TS
able from your local Westerbeke rep- Int à RECEPCLE 16 CCE MIAGE
resentative or your boatbuilder. This
filter, adapted for boatbuilder use,
comes complete with fittings for either
hose or metal tubing. Mount it in an
accessible place, inspect it often and
drain off water accumulation fre-
quently.
. IF FUEL 19 TE BE PIPED VITN COPPER,
on QUID? TUSINE, USE BUTS AUS FEMRULOS
PROVIDED. SE SURE TRE TUSIDG PROJECIS
1/4 1NCH TURODES THE FERRULE BEFORE
TISHIERING THE INT.
2. 15 FUEL 15 TO BE PIPED ТТИ WeSC, USE
THE TVS GRASA SARNED FITIIMES ANO VESNENS
SUPPLIED. BC CERTAIN THAT TRE NOSE SELECTED
DAS DIAGONAL UNAIO INSERTED (TO CLIUS OB THE
SARS), TROT IT IS NEOPRENE LINED, ANS TURT
31 18 ES PINTO.
If a water trap type filter is not installed
between the fuel tank and the engine-
mounted fuel system, any water inthe
fuel system will tend to lay in the bot-
tom of the electric lift pump. Internal FUEL FILTER
metal parts of the lift pump will rust.
Particles will pass on to fiters and 6. CNEBRILL TUE FUEL PUNP 18 BEFILL INE
eventually to the injection pump and vo. |
injectors with damaging results and
the possibility of expensive repairs.
Remember, water damage to the fuel
system is not covered under the
Westerbeke warranty. |
PIPIN
TUBE G а. IF UATER IS PRESENT IN TEE FEEL, IT WILL
COLLECT SLOULY IB THE BUTTON BF THE
SEDINENTER. WEES TNE BED FLOAT RIDE
BEACHES THT DRAIN LINE OU THE PLASTIC
SOUL. LOGSEN THE DITOR BROLIN PLES UNTIL
ALL ATER KUNG OUT.
E. TIGHTER DOAIE PLUG SECURCLY SO NO AIR CAN
ENTER THE SPOTER.
In addition, any gasoline in the fuel system will damage the engine's fuel injection pump assembly and injec-
tors, as gasoline does not have the same lubricating qualities as diesel fuel.
Although most boatbuilders supply a water trap/filter, some do not. Westerbeke offers a sedimentary/water
trap/filter as an optional extra at moderate cost. The filter is supplied with fittings for either hose or metal
tubing fuel lines.
31 Westerbeke Diesel Engines
Priming and Bleeding the Fuel System
The W 40NA engine has only one replaceable fuel filter located on the engine-mounted fuel system. This
fuel filter is located just after the discharge side of the mechanical fuel lift pump (just below the fuel filter).
The manual-bleeding design of the fuel system allows the fuel filter to be easily serviced. To replace the fuel
filter, remove and replace filter elements as described in the "Replacing Filter Elements”, section of this
manual, page 35. Be careful to catch any fuel that may spill from within this fuel filter assembly.
NOTE: Any primary fuel filter/water separator installed between the fuel tank and the engine's
fuel lift pump (that is, a Raycor, Dahl or other similar filters) should be manually filled before
an attempt to bleed the fuel system between the fuel tank and the engine is made.
To bleed remaining air from that portion of the fuel system which runs between the fuel tank and the engine,
once the primary fuel filter has been manually filled, move the mechanical fuel lift pump’s priming lever up
and down using steady, even strokes (one stroke per second) for a period of one minute. For this priming
operation, no fittings should be open. Refer to the illustration of the fuel system when following the proce-
dure described above, page 33.
To Fuel Fitter
Fue! Supply (IN)
Manual Priming Lever
Mechanical Fuel Lift Pump
Refer to the illustration on the next page when following the procedures described below.
1. After all air has been bled from between the fuel tank and the engine, proceed to either one of the two
bleed points (#1) located on top of the fuel filter (see the next page). Choose the one that is easily asses-
sable. Loosen the banjo bolt on top of the filter or the plug, on the side of the filter housing, one to two
turns. DO NOT remove the bolt or the plug.
2. Move the priming lever up and down (as described on the previous page) to purge the air out of the secon-
dary fuel filter through the open banjo bolt or plug.
Westerbeke Diesel Engines 32
‚ NOTE: Às a safety precaution, place a small plastic trash bag containing a few cloth rags
around and under the secondary filter to catch any fuel that may spill from within the filter when
it is removed.
Also note that when working the manual priming lever on the fuel lift pump, move the lever up
and down using long, even strokes. DO NOT operate the lever using rapid jerks.
In some rare instances, the fuel lift pump may be at or near its internal maximum pump stroke.
In this situation, no pumping action will be accomplished using the external manual priming
lever. In this case, tum the engine over one or two turns (do not attempt to start the engine)
to reposition the pump's internal pumping lever. Now attempt to bleed the fuel system using
the manual priming lever. |
Once the fuel system is bled, which is indicated by a flow of bubble-free fuel from bleed point # 1, retighten
either the banjo bolt or the plug and proceed to point # 2.
3. Using either a 5/16" box wrench or a 1/4" drive 5/16" socket wrench, open the 5/16" # 2 bleed screw, lo-
cated on the side of the fuel injection pump, one-half to one turn only. DO NOT remove this special bleed
screw. Once again move the manual priming lever up and down to purge all of the air from this area of
the fuel injection pump. When the fuel flows bubble-free from the #2 bleed screw, retighten the bieed
screw and proceed to point # 3. Refer to the illustration below.
_ Return Fuei - To Fuel Tank
Bleedscrew (#1)
Bieedscrew (#1) ob 2» -e Fuel Line (IN)
e pa ани X 7
de © >> Fuel Line (OUT)
e et
— <
x
Fuel Supply (IN) À
Te
Mechanical Lift Pump E
=
High Pressure Injectors <3
a
Injector Nut (#4)
Injector Lines
Fue! Line (QUT)
(
Bleeascrew (#2)
Fuel Injection Pump
Fuel System
33 Westerbeke Diesel Engines
4. Using the 5/16" box wrench or the 1/4" drive 5/16" socket wrench, open the #3 bleed screw and bleed this
portion of the fuel injection pump in the same manner as described in step #3. Proceed to step #5
NOTE: Make sure that the throttle is fully open and the engine's shut-off lever is in its RUN
position before proceeding to step #5.
5. Using a 5/8" open end wrench, loosen all four high pressure injector line nuts (#4), located at the base of
each injector, one to two turns. Using the starter motor, crank the engine over to bleed any air in the high
pressure lines between the fuel injection pump and the injectors. Crank the engine until fuel spurts from
between the injector nut and the high pressure injector line.
NOTE: Only spurts of fuel should come from this bleed point, not a steady flow of fuel.
DO NOT crank the engine for long periods of time. Excessive cranking will cause the starter
to overheat and will flood the exhaust system with sea water.
Retighten all four high pressure injector line nuts with the 5/8" open end wrench.
NOTE: Excessive torque is not required to properly tighten the injector line nuts to the base
of the high pressure injectors. |
6. The engine is now primed and ready to start. Leaving the throttle in the FULL OPEN position, make sure
that the engine's STOP lever is in the RUN position and that the transmission is in NEUTRAL. At this point,
proceed to start the engine. Use the PREHEAT button as required and crank the engine using the starter.
Once the engine fires, return then throttle to its IDLE position. Check to make sure that the engine's in-
struments indicate the proper oil pressure reading and that sea water is discharged with the exhaust. Allow
the engine to idle between 1000 to 1200 rpm for five minutes to make sure that all air in the fuel system
has been bled.
It the engine fails to start, re-prime the fuel system and try to start the engine once again.
CAUTION
Prolonged cranking intervals without the engine starting can result in filling the engine-
mounted exhaust system with sea water coolant. This may happen because the sea
water pump is pumping sea water through the sea water cooling system during crank-
ing. This sea water can enter the engine's cylinders by way of the exhaust manifold
once the exhaust system fills. Prevent this from happening by closing the sea water
supply through-hull shut-off, drain the exhaust muffler, and correct the cause for the
excessive engine cranking needed to obtain a start. Engine damage resulting from this
type of sea water entry is not a warrantable issue; the owner/operator should keep this
in mind.
NOTE: When the secondary, on-engine fuel filter has been serviced, the #1 and #2 bleed
points should only be bleed to make sure that all air has been removed from the fuel system.
No other bleed points need to be opened at this time.
Owners/operators may find daubing white paint on each of the bleed points helpful. If an un-
expected problem occurs in which the fuel system needs bleeding, these points will be clear-
ly visible.
Westerbeke Diesel Engines 34
While the likelihood of having to service the fuel system at sea is small, the possibility does exist. Therefore,
we recommend that a replacement fuel filter be carried on board at all times. Each fuel filter comes with two
O-ring gaskets. Select the part numbers for this fuel filter from your Parts List and purchase spares from your
local Westerbeke Dealer or Distributor.
If a leak should develop at a banjo or sealing washer that cannot be corrected by a simple tightening of the
fitting, replace the leaking washer. A Fuel Hardware Kit is available for this engine which contains all the seal-
ing washers used in the fuel system, except those noted in the fuel filter replacement cartridge illustration
shown below.
Replacing the Fuel Filter Elements
After the first 50 hours of operation, remove filter cup # 9 by unscrewing bolt #3 and drawing down on the
#6 element. Be careful to catch any fuel that may spill from within this fuel filter cup. Discard the old # 6
filter element and the old # 5, #7 and #8 O-rings. Clean the #9 filter cup and install the new #6 filter ele-
ment along with new # 5, #7 and #8 O-rings.
NOTE: Replacement element
part number 14776 contains
items 5, 6, 7 and 8.
Fuel Filter
After the first 50-hour change, the change period may be increased to 200 hours or once per season.
35 Westerbeke Diesel Engines
Fuel Injection Pump
The fuel injection pump is one of the most important components of the diesel engine and, therefore, calls
for the utmost caution in handling. Furthermore, the fuel injection pump has been thoroughly bench-tested
and should not be tampered with.
Idle speed and timing adjustment are the only adjustments the servicing dealer can perform on the injection
pump. Other types of adjustments or repairs must be performed by a qualified injection service shop.
To obtain long and satisfactory service from the injection pump, always use fuel which is free from impurities
‘and maintain a good filtration and water separation system between the fuel tank and the engine. Service
this system regularly: the injection pump it saves may be your own.
Belt Drive System
The illustration below shows the complete belt drive system for the W 40NA engine. A compressor bracket
and mounting bracket are provided for the installation of a Grunnert refrigeration compressor.
Two alternators are mounted on the W 40NA engine. The second alternator charges the ship's service bat-
tery(s). Two oil pressure cut-out switches for the fields on the alternators are mounted on a bracket at the
rear of the engine. These switches will prevent any load on the engine upon the engine’s initial start-up.
Alternator (Additional to
~ charge ship's service battery)
Westerbeke Diesel Engines 36
ELECTRICAL SYSTEM
Engine 12-Volt DC Control Circuit
The Westerbeke 40NA propulsion engine has a 12-Voit DC electrical control circuit, as shown on the wiring
diagrams which follow on pages 40 and 41. Refer to these diagrams when troubleshooting or servicing
electrical components on the engine.
CAUTION
To avoid damage to the battery charging circuit, never shut off the engine battery switch while
the engine is running.
When the engine is not running, shut OFF the engine's battery switch to avoid electrical shorts
when working on the engine electrical circuit.
Preheat Solenoid
Note that the engine's control
system (electrical System) is
protected by a 20-Ampere
manual reset circuit breaker lo-
cated on the rear lifting bracket.
DC Circuit Breaker
Battery Specification
The minimum recommended capacity of the battery used in the engine's 12-Volt DC control circuit is 125 -
150 Ampere-hours (minimum).
CAUTION
When quick-charging the battery with an external charger, be sure to disconnect the battery
cables from the battery. Leaving the charging circuit connected while quick-charging will
damage the alternator’s diodes.
37 Westerbeke Diesel Engines
Alternator
CAUTION
When testing the alternator circuit (charging circuit), do not use a high-voltage tester such as
a megger; damaged diodes could result.
During high-speed operation of the engine, do not disconnect the positive terminal of the bat-
tery from the B terminal of the alternator, nor disconnect the negative terminal of the battery
from the ground. Damage to the alternator's diodes will result.
When cleaning the engine with a steam cleaner, be careful to keep steam away from the al-
ternator.
Always connect the battery's cables to the correct terminals. Reversing the connections will
damage the DC charging alternator. To connect the battery, connect the (+) Positive lead
(Hot) first and then connect the (-) Negative lead (Ground) last. To disconnect the battery,
disconnect the (-) Negative lead (Ground) first, and then disconnect the (+) Positive lead
(Hot) last.
Refer to pages 40 and 41 for the electrical system wiring schematic for the W 40NA.
Westerbeke Diesel Engines 38
The charging system consists of two alternators with ‘external voltage regulators, an engine-mounted circuit
breaker, a battery and connecting wires.
Because of the use of ¡C's (integrated circuits), the electronic voltage regulator is very compact and is
mounted on the rear bracket of the alternator. |
Charging Voltage Test
If you suspect that the alternator is not producing enough voltage to charge the engine's battery, perform
the following voltage test.
#44 LT. BLUE
*40 RED *14 GREEN
ALTERNATOR - 51 À
Interconnections for Charging Voltage Test
1. Using a volt/Ohms meter make sure that 12 Volts are at the EXC connection while the engine is running
and the oil pressure EXC switches are closed.
2. Using a voltmeter, connect the voltmeter's red wire clip to the B output terminal on the alternator. Refer
to the schematic shown above.
3. Connect the other wire clip to a ground on the engine.
4. Start the engine and increase the engine's speed to 2000 rpm. Now record the reading given by the
voltmeter.
The voltage reading for a properly operating alternator should be between 13.5 to 14.5 volts. If your alter-
nator is over or under charging, have it replaced or rebuilt by a reliable service shop.
NOTE: Disconnect all battery power to the engine before attempting to disconnect or remove
the alternator(s) for repair.
39 Westerbeke Diesel Engines
W 40NA DC Control Circuit Wiring Diagram #37248
page 1 of 2
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Westerbeke Diesel Engines, 40
W 40NA DC Control Circuit Wiring Diagram #37248
page 2 of 2
SCHEMATIC DIAGRAM
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41 Westerbeke Diesel Engines
COOLING SYSTEM
Description
— Westerbeke marine diesel engines are designed and equipped for fresh water cooling. Heat produced in
the engine by combustion and friction is transferred to fresh water which circulates throughout the engine.
This circulating fresh water cools the engine block and its internal moving parts. The heat Is transferred ex-
ternally from the fresh water to sea water by means of a heat exchanger, similar in function to an automo-
tive radiator. Sea water flows through the tubes of the heat exchanger while fresh water flows around the
tubes; engine heat transferred to the fresh water is conducted through the tube walls to the sea water which
is then pumped into the exhaust system where finally it is discharged overboard. In other words, the engine
is cooled by fresh water, the fresh water is cooled by sea water, and the sea water carries the transferred
heat over the side through the exhaust system. The fresh water and sea water circuits are independent of
each other. Using only fresh water within the engine allows the cooling water passages to stay clean and
free from harmful deposits. The two independent circuits and their components are discussed in the follow-
ing paragraphs.
Fresh Water Circuit
NOTE: Refer to paragraphs A and B in this section for the recommended antifreeze and water
mixture to be used as the fresh water coolant, and for information on filling the fresh water
system.
lllustrated below is a typical Westerbeke engine's cooling system. Both fresh water and sea water flow
through their independent cooling circults.
Westerbeke Diesel Engines 42
Fresh water is pumped through the engine by a belt-driven fresh water circulating pump, absorbing heat from
the engine. The fresh water coolant circulates through the engine's block absorbing heat, then passes
through the thermostat into the exhaust manifold, to the heat exchanger where it is cooled, and then is
returned to the engine block through the suction side of the fresh water circulating pump. When the engine
is started cold, external fresh water flow Is prevented by the closed thermostat (although some fresh water
flow is bypassed around the thermostat to prevent the exhaust manifold from overheating). As the engine
warms up, the thermostat gradually opens, allowing full iow of the engine's fresh water coolant to flow un-
restricted to the external portion of the cooling system.
A. Fresh Water Coolant (Antifreeze) Mixture.
A freshwater and antifreeze mixture should be used year-round in the fresh water cooling system. Water,
when it freezes, expands sufficiently to split the heat exchanger and crack the engine block. A water/an-
tifreeze mixture of proper concentration will prevent freezing (see below for an antifreeze/water mixture chart).
Use soft water with few impurities, such as tap water (potable water) or rainwater. Never use hard or foul
water. Use of hard water or water containing impurities will lead to the collection of scale in the engine and
heat exchanger which will reduce the cooling system's efficiency.
Antifreeze of poor quality or without rust inhibitors will cause corrosion within the cooling system. Always
use antifreeze which is compatible with aluminum cooling system components and is made by a reliable
manufacturer. Never mix different brands of antifreeze.
Make sure that the cooling system of the engine is well cleaned before adding antifreeze. Recommended an-
tifreeze for year round use is ZEREX or PRESTONE with rust inhibitors.
In order to control the concentration of the mixture, mix the antifreeze and freshwater thoroughly before ad-
ding it to the cooling system.
ANTIFREEZE CONCENTRATION DATA
Antifreeze
Concentration % 13 23 30 35 45 50 60
Freezing °F 23 14 5 -4 -22 -40 -58
Temperature CC) (-5) (-10) (-15) (-20) (-30) (- 40) (- 50)
NOTE: An antifreeze concentration should be selected on the basis of a temperature which
is about 10° F (5° C) lower than the actual atmospheric temperature expected.
B. Filling the Fresh Water System
A coolant recovery tank kit is supplied with each Westerbeke diesel engine. The purpose of this recovery
tank is to allow for engine coolant expansion and contraction, during engine operation, without the loss of
coolant and without introducing air into the cooling system.
This coolant recovery tank should be installed at, or above, engine manifold level, in a location where it can
be easily monitored and where coolant can be easily added if needed (see the figure below). A stainless
steel mounting bracket is supplied with each kit along with a 30-inch length of clear plastic hose and clamps
to connect the hose between the engine's manifold fitting to the hose spud on the base of the recovery tank.
43 Westerbeke Diesel Engines
COOLANT RECOVERY TANK
Coolant Recovery Tank, Recommended Installation
Coolant fromthe engine, when heated during engine operation, will expand, lifting the spring-loaded manifold
pressure cap, and enter the coolant recovery tank by way of the hose connecting the recovery tank to the
exhaust manifold.
When the engine is shut down and cools, a small check valve in the pressure cap is opened by the contrac-
tion of the engine coolant, allowing some of the coolant in the recovery tank to be drawn back into the
engine's cooling system, free of air and without loss.
FUNCTION OF MANIFOLD PRESSURE CAP
From Coolant Tank
Westerbeke Diesel Engines 44
Thermostat
Generally, thermostats are of two types. One is simply a choking device which opens and closes as the
engine's temperature rises and falls. The second type has a bypass mechanism. Usually this is a disc on
the bottom of the thermostat which moves downward to close off an internal bypass passage within the head.
Since 1980, each type of thermostat has a hole punched through it. The hole is a bypass to prevent the ex-
haust manifold from overheating during the engine's warm-up. Replacement thermostats must have this
design characteristic.
Sea Water Circuit
The sea water flow is created by a gear-driven, positive displacement, neoprene impeller pump. The pump
draws sea water directly from the ocean through the sea cock and sea water strainer and passes the water
to the heat exchanger's sea water inlet. The sea water passes through the heat exchanger's tubes, from
which heat from the fresh water system is absorbed, and then the sea water is discharged from the cooling
system overboard through the water-injected wet exhaust system. -
A zinc anode, or pencil, is located in the sea
water cooling circuit within the heat ex-
changer. The purpose of the zinc anode is
to sacrifice itself to electrolysis action
taking place in the sea water cooling circuit,
thereby reducing the effects of electrolysis
on other components of the system. The
„=
condition of the zinc anode should be N=
checked monthly and the anode cleaned =
or replaced as required. Spare anodes 1
should be carried on board. Be sure to CLEAN
clean zinc debris from the area inside of the NEW OR
heat exchanger where the zinc anode is ANODE REPLACE REPLACE REPLACE
positioned. |
Zinc Anode Conditions
Sea Water Pump
The sea water pump is a self-priming, gear-driven rotary pump with a non-ferrous housing and a neoprene
impeller. The impeller has flexible vanes which wipe against a curved cam plate within the impeller housing,
producing the pumping action. On no account should this pump be run dry. There should always be a spare
impeller and impeller cover gasket aboard (an impeller kit). Sea water failures occur when lubricant (sea
water) is not present. Such failures are not warrantable and the operator's are cautioned to ensure that sea
water flow is present at start-up.
45 Westerbeke Diesel Engines
Alternator and Water Pump Drive Belt Tension
Never attempt to adjust the drive belt's tension while the engine is in operation.
CAUTION
Excessive alternator and water pump drive belt tension can cause rapid wear of the belt and
reduce the service life of the fresh water pump and alternator shaft bearings. Excessive slack
or the presence of oil on the belt can cause belt slipping, resulting in high operating tempera-
ture, as well as insufficient alternator output.
The alternator and water pump drive belt(s) is/are properly adjusted if the belt can be deflected no less than
3/8 inch and no more than 1/2 inch (10 mm, 12 mm) as the belt is depressed with the thumb at the midpoint
between the two pulleys on the longest span of the belt. (See the figure below.) A spare drive belt(s) should
be carried on board.
N
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Alternator and Water Pump Belt Tension
Westerbeke Diesel Engines 46
LUBRICATION SYSTEM
Engine Oil
For engine lubrication, use lubricating oil designated for diesel service. These oils are classified according
to the ARI specifications into service grades CA, CB, CC and CD. The use of CC or higher (CD) grades, made
by well-known manufacturers is recommended. The oil selected should be used thereafter.
Engine Oil Viscosity (SAE Number)
Use an oil having a viscosity best suited to the atmospheric temperature. Use of an all-season oil SAE 10W-
30 with minimum viscosity change under different temperatures is suggested.
Atmospheric Temperature - Viscosity
68° F (20° C) or higher | SAE 30 or 10W-30
41° F (5° C) - 68° F (20° C) SAE 20 or 10W-30
41° F(5° C) - or lower SAE 10W-30
NOTE: Do not use an engine lubricating oil with an SAE number greater than 30 in the engine.
Oil Pressure
The engine's oil pressure, during operation, is indicated by the oil pressure gauge on the instrument panel
(see page 24).
During normal operation, the oil pressure will range between 30 and 60 psi. At idle speed, the oil pressure
will range between 20 and 35 psi. At the time of cranking, the oil pressure will rise proportionately with speed.
NOTE: A newly started, cold engine can have an oil pressure reading upwards of 60 psi. A
warmed engine cen have an oil pressure reading as low as 35 psi. These readings will vary
depending upon tie speed at which the engine is running.
47 Westerbeke Diesel Engines
Engine Oil Change (to include filter)
1. Draining the Oil Sump
Remove the oil drain hose from its attachment bracket
and lower the end of the hose into a container to aliow
the oil to drain, or attach a pump to the drain hose and
pump the oil out. Make sure the oil drain hose is
properly secured in its holder after all of the old oil has
been removed.
Always observe the old oil as it is removed. A yel-
low/gray emulsion indicates the presence of water in
the oil. Although this condition is rare, it does require
prompt attention to prevent serious damage. Call a
competent mechanic should water be present in the oil.
Sea water present in the oil can be the result of a fault
in the exhaust system attached to the engine and/or a
siphoning through the sea water cooling circuit into the
exhaust, filling it up into the engine (refer to the instal-
lation illustrations on page 15).
2. Replacement of the Oil Filter
When removing the used oil filter, you may find it
helpful and cleaner to punch a hole in the upper
and lower portion of the old filter to drain the oil
from it into a container before removing it. This
helps to lessen spillage. A small style automotive
filter wrench should be helpful in removing the old
oil filter. Place some paper towels and a plastic
bag around the filter when unscrewing it to catch
any oil left in the filter. (Oil or any other fluid on
the engine reduces the engine's cooling ability.
Please keep your engine clean.) Inspect the old
oil filter as it is removed to make sure that the rub-
ber sealing gasket came off with the old oil filter.
If this rubber sealing gasket remains sealed
against the engine block, gently remove it. The
replaceable cartridge-type oil filter requires no
cleaning inside, so it may be properly disposed of.
When installing the new oil filter element, wipe the
Par
T mm MEZ
ie den
Vivre
ъ
Oil Filter Bracket
Qil Filter
filter gasket's sealing surface on the engine block free of oil and apply a thin coat of clean engine oil to the
rubber gasket on the oil filter. Screw the filter onto the threaded oil filter stub, and then tighten the filter firm-
ly by hand. See the "TORQUE SPECIFICATIONS" section of this manual for the proper oil filter tightening
specification, page 61.
Westerbeke Diesel Engines 48
HB
3. Filling the Oil Sump
Add fresh oil through the oil filler cap on the valve
cover (refer to the photographs on pages 5 and 6
for the location of the oil filler cap and lube oil
dipstick). After refilling the oil, run the engine for a
few moments while checking the engine's oil pres-
sure. Ensure there is no leakage around the new
oil filter or from the oil drain system, and then stop
the engine. Then check the quantity of oil with the
lube oil dipstick. Fill to, but not over, the high mark
onthe dipstick, should the engine require addition-
al oil.
NOTE: Immediately after an oil filter change
and oil fill, run the engine to ensure that the
oll pressure is normal and that there are no
oil leaks around the new oil filter. Check the
oil pressure by observing the oi pressure
gauge in your instrument panel.
To Fresh Water Circulating
Pump inlet on Engine Block
PORT
NJ
Oil Filler Cap
Rocker Cover
Oi! Dipstick
Upper Limit
(Normal Leve!) X )
я .
Lower Limit
Crankcase
Oil Cooler Assembly
Westerbeke Diesel Engines
THE HBW 150 TRANSMISSION
General
The HBW 150 transmission is equipped with a positively-driven, mechanically-operated helical gearing sys-
tem. The servo-operated muitiple-disc clutch requires only a minimum effort to change drives. This feature
makes the transmission suitable for a single-lever remote control with a rod linkage, such as a Morse or Bow-
den cable. For safety reasons, the transmission is NOT filled with transmission fluid for shipment. Before
leaving the factory, however, each transmission is thoroughly tested with fluid in the transmission. This test-
ing, among other things, provides all internal parts with a coating of transmission fluid. This fluid acts as a
preservative, providing reliable protection against corrosion for at least one year if the transmission is proper-
ly stored.
DIPSTICK
AND FILL
PORT
Lubrication
The HBW 150 transmission is an immersion-lubricated type. Fill the transmission up to or near the top of
the machined notch cut on the dipstick with approximately 0.60 U.S. quarts (0.56 liters) of automatic trans-
mission fluid (ATF). The HBW 150 has its own dipstick and oil sump.
Change the transmission fluid after the first 30 hours of engine operation and thereafter every 250 hours (or
once per year, minimum). The HBW 150 transmission has a drain plug for draining the old transmission fluid.
To ensure that most of the old fluid is drained from the transmission, run the engine in NEUTRAL for ap-
proximately 10 to 15 minutes so the transmission fiuid may warm and flow better from the transmission. This
transmission fluid may also be removed by inserting a small tube through the dipstick opening (where the
transmission fluid is added) and attaching a pump onto the tube so the old fluid may be sucked out:
NOTE: When removing the dipstick or drain plug, make sure the thin aluminum sealing washer,
located under the plug, is not lost. Leakage will result if the sealing washer is not present.
Westerbeke Diesel Engines 50
NOTE: To check the transmission fluid level, remove the dipstick and wipe off all transmission
fiuid on the dipstick, and place the dipstick back in the hole where it was removed, making
sure that the base of the dipstick’s threaded portion rests on the transmission housing. Now
remove the dipstick and see where the fluid measures on the dipstick. If the transmission’s
fluid level lies below the notch, add enough transmission fluid to raise the level back up to the
notch. Do not overfill the transmission.
DO NOT screw the dipstick into this hole to check the transmission fluid level. Screw the
dipstick into this hole only after an accurate reading of the fluid's level has been taken. Make
sure that the dipstick is screwed in before and while the engine is operating. Ensure that the
sealing washer is present and that the dipstick is not cross-threaded or overtightened.
TO CHECK OR. LEVEL TRANSMISSION
IN OPERATION
SEALING
WASHER
The Transmission drain plug is located directly below the dipstick and is the same size hex head as the
dipstick. This drain plug also has a sealing washer.
Maximum tightening torque for the Drain Plug and Dipstick: 25 Ib-ft (3.45 kg-m)
Alignment
Misalignment between the transmission’s coupling and the propeller shaft's coupling can create serious
problems. Ensure that the alignment procedures outlined in the "Propeller Coupling,” the " Propeller, " and
the * Alignment of the Engine" sections of this manual are followed, pages 13 and 14.
51 Westerbeke Diesel Engines
Controls
The only controls required to operate the transmission is a single lever remote control cable using a 33C
cable. The cable should be attached at right angles to the gear box lever using the cable bracket supplied
with the unit. Both the gear box lever and the remote control lever must be in the NEUTRAL position when
the cable is attached to the gear box lever. This allows the remote cable an equal throw distance to shift the
gear box into FORWARD or into REVERSE from the NEUTRAL position without running out of cable. Allow
approximately 1.18 inches (1 3/16) minimum of cable throw from the NEUTRAL position on the transmission's
gear box lever to the each of the two drive positions.
NOTE: If the throw distance Remote Control Shifting Cable
(or travel) of the remote cable
is too short, the gear box lever Cable Bracket
cannot fully engage the trans-
mission into FORWARD (A) or , -
REVERSE (B). In this situa- | x
tion, the transmission's clutch
plates will wear prematurely
and the transmission will
eventually fail.
NOTE: Excessive throw dis-
tance in the remote control -
lever is not detrimental to the N Cover Plate Hub
transmission. Note that the Shitting Lever Hub
position of the remote control
lever should align with the
NEUTRAL marking on its
bracket when the transmis- 0.5 mm Clearance
sion is really in NEUTRAL.
| Transmission Shifting Positions
Shifting
To shift the transmission from NEUTRAL into FORWARD, exert a heavy push to the remote control lever. A
gentile throw may not carry enough force to actually shift the transmission's internal gears. A gentle throw
is signalled by the transmission not engaging into the desired drive. Make sure the remote control lever is
lubricated at lease once each operating season. Shift the transmission while the engine is running at 1200
rpm or below. The clutch pack within the transmission makes an audible "clunk" when engaging into gear.
CAUTION
NEVER remove or loosen the four-bolt gear box lever cover from the transmission. The posi-
tion of this plate and the actuating lever inside of the transmission has been finely adjusted at
the factory to ensure equal throw distance of internal mechanisms. Loosening of this cover's
capscrews voids the transmission's warranty.
Westerbeke Diesel Engines 52
Service
If any seal on the transmission shows signs of leaking, have the transmission looked at by a qualified Hurth
Servicing Dealer. This problem, especially concerning the rear seal, is often contributed to an improper align-
ment of the transmissions coupling and the propeller shaft's coupling. Refer to the "Alignment of the En-
gine" section of this manual, page 13.
NOTE: A leaking rear seal can also be the result of a blocked vent hole in the head of the
dipstick tube.
Recommended Propeller Size
Propeller Recommendations 18 D x 10 P 2 - blade or 18 D x 8 P - 3 blade
(using HBW 150 transmission Propeller should allow the engine to reach
1.88:1 reduction) | its full rated RPM (3000 + 000 - 100) at full open
throttie while underway.
53 Westerbeke Diesel Engines
ENGINE TROUBLESHOOTING
Introduction
The tables which follow indicate troubleshooting procedures based upon certain problem indicators, the
probable causes of the problems, and the recommendations to overcome these problems. |
Note that the engine's control system (electrical system) is protected by a 20-Ampere manual reset circuit
breaker located on the rear lifting bracket.
Problem Probable Cause Verification/Remedy
PREHEAT button is de- Battery switch or Check the switch, Breaker and/
pressed: no panel in- Circuit Breaker or the battery connections.
dications. is not ON.
20-Amp circuit Reset breaker; if the breaker
breaker has tripped. trips again, check the preheat
solenoid circuit and circuit for
shorts.
START button is de- Must PREHEAT first. PREHEAT button must be
pressed: no starter | depressed to activate the
engagement. | | START button.
Connection to the Check the connection.
solenoid is faulty.
Faulty START switch. Check the switch with an
ohmmeter.
Faulty solenoid. Check that 12 Volts is present
at the solenoid connection on
the starter.
Westerbeke Diesel Engines 54
Problem
START switch is de-
pressed: no starter
engagement.
(continued)
Probable Cause
Loose battery
connection.
Low battery
voltage.
Verification/Remedy
Check battery
connections.
Check voltage present at
the solenoid S terminal when
the START button is depressed.
No ignition; engine
cranks but does not
start.
Shut-off lever.
Faulty fueling system.
Retum shut-off lever to
the RUN position.
1. Check for fuel to the
engine.
2. Check for air in the fuel
system. Bleed the fuel
system.
3. Fuel lift pump is faulty.
4. Filters are clogged.
(Replace filters and bleed
the fuel system.)
Failure to stop.
Shut-off linkage is
disconnected.
Stop engine by manually
moving the RUN linkage
to STOP. That failing,
shut off fuel and air. Loosen high
pressure lines to the injectors.
Engine stops.
Fuel starvation.
Fuel contamination.
55
RPM fluctuation before
stopping. Check for fuel
blockage, clogged filters,
or air in the fuel system.
Suddenly stops. Fuel
contamination damaging
the fuel injection pump.
Clean the filter and bleed
the fuel system. Check
fuel delivery to the injectors.
Westerbeke Diesel Engines
Problem
Engine stops.
(continued)
Probable Cause
Transmission failure.
Verification/Remed
Check the fluid level in the
transmission. Transmission
seizure will stop the engine.
Engine will not tum over
by engaging the starter.
Battery is not
charging.
Altemator drive
Check drive belt tension.
Be sure the altemator turns
freely. Check for loose
connections. Check output
with a voltmeter. Ensure that
12 Volts are present at the
EXC connection. Check the
alternator as described on
page 39.
Battery runs down.
Westerbeke Diesel Engines
Circuit Breaker.
High resistance leak
to the ground.
Low resistance leak
to ground.
Alternator.
Preheat solenoid.
Observe if the gauges and
panel lights are activated
when the engine Is not running.
Test the Circuit Breaker.
Check wiring. Insert a
sensitive (0-.25 Amp) Amp
meter in the battery lines.
(Do not start the engine.)
Remove connections and
replace after the short is
located.
Check all wires for
temperature rise to locate
the fault.
Disconnect the alternator
at the output after a good
battery charging. If the
leakage stops, remove the
alternator and bench test It.
Repair or replace the unit.
Test the preheat solenoid
with a voltmeter on the lead
to the thermostart device.
MAINTENANCE AND ADJUSTMENTS
Introduction
This section contains a scheduled preventive maintenance program and several adjustment procedures the
owner/operator can perform without the benefit of sophisticated and expensive tools and instruments.
Preventive Maintenance
Perform the preventive maintenance in accordance with the schedules listed in the following paragraphs.
Adherence to these schedules will ensure the equipment is maintained in the best possible condition and
that it will perform to expectations. Those items marked by an asterisk (*) are recommended to be performed
by an authorized dealer or distributor.
Daily (before each use)
1. Check the oil sump level. Maintain the oil level at or near upper level mark on dipstick.
2. Check the coolant level in the plastic recovery tank. Maintain this level at or above the level marked
ADD.
3. Check the transmission’s lubricant level, and add additional lubricant as needed.
4. Visually inspect the engine; check for loose belts, chafed or broken wires, loose brackets and fittings,
damaged hoses, loose clamps, and other equipment not properly secured. This check should include
the propeller shaft coupling to the transmission’s output flange.
5. Visually inspect the sea water strainer.
6. Check the fuel supply. Fill tank(s) with a good grade of No. 2 diesel fuel, if required. Fuel additives are
recommended to prevent algae growth.
7. Check the primary filter/water separator. Drain and service as required. (A primary filter/water separator
is optional, but strongly recommended.)
8. Check the engine's gauges or lights for proper oil pressure, operating temperature, and starting battery
charging voltage once the engine is operating.
9. Check each alternator’s output gauge (if installed) for proper DC voltage.
Monthly
Check the condition of the zinc anode in the heat exchanger's sea water circuit. Clean or replace the anode,
as required. Keep the area inside the heat exchanger clean of zinc anode debris. The rapid deterioration of
the zinc anode may be an indication of electrolysis action caused by an electrical fault adjacent to the ves-
sel, or from an electrical fault on the vessel.
57 Westerbeke Diesel Engines
Servicing After Initial 50 Hours of Operation
1. Change the engine's lubrication oil and oil filter.
2. Replace the fuel filter element as described on page 35. Clean and replace the filter element and bowl
of the primary fuel filter/water separator, if one has been installed.
*3. Torque the cylinder head nuts.
*4. Adjust valve clearances.
5. Adjust the alternator, water pump and compressor drive belt tension, if required.
6. Lubricate the throttle, the RUN linkage cable, and the transmission's remote control cable.
7. Clean the air intake screen.
8. Adjust the engine's idle as needed.
9. Change the transmission's transmission fluid.
Servicing After Every 100 Hours of Operation
1. Change the engine's lubrication oil and oil filter.
. 2. Adjust the alternator and water pump drive belt tension, if required.
3. Check the transmission fluid or oil level.
Servicing After Every 250 Hours of Operation
1. Replace the on-engine fuel filter element and service the primary fuel filter/water separator as needed.
Check the sea water pump’s impeller.
2. Change the transmission's transmission fluid.
Servicing After Every 500 Hours of Operation
*1. Torque the cylinder head nuts.
*2. Adjust the valve clearances.
3. Drain, flush, and refill the fresh water cooling system.
*4. Check the condition of the starter motor drive pinion; lubricate the pinion.
5. Check the sea water pump for any internal wear. Check the pump's cover, cam, and impeller. Replace
those parts that are excessively wom.
Westerbeke Diesel Engines 58
6. Check the condition of all hoses and drive belts. Replace those that are badly worn.
NOTE: items highlighted by an asterisk (*) should be performed by a competent mechanic.
Servicing After Every 800 Hours of Operation
*1. Remove and check fuel injectors.
Injector spray setting pressure:
2200 psi (155 kg/cm?)
Minimum working pressure:
POOR
2000 psi (140 kg/cm?)
‘Eliminate undesirable injection conditions including e |
after-dripping. Refer to the illustration to the right. AUN S- |
GOOD
*2. Check the engine's compression pressure.
Remove each glow plug and check each
cylinders compression pressure. The engine's
cranking speed is between 250 and 300 rpm.
Standard Minimum
450 psi 350 psi
(31.6 kg/cm?) (24.6 kg/cm?) (Maximum difference between cylinders: 25 psi (1.7 kg/cm?)
*3. Check the battery-charging alternator for proper operation.
*4. Check the tightness of bolts, nuts, and clamps.
Servicing After Every 1000 Hours of Operation
1. Remove, clean, and pressure test the primary heat exchanger. (A local automotive radiator shop should
be able to clean and test the heat exchanger.)
NOTE: Operating in silty and/or tropical waters may require that a heat exchanger cleaning
be performed more often than every 1000 hours.
*2. Check the fuel injection pump's timing.
59 Westerbeke Diesel Engines
VALVE CLEARANCE ADJUSTMENT
CAUTION
The cylinder head nuts must be retightened after the first 50-hours of break-in operation, and
before adjusting the valves. Make sure the engine is cold when retightening the cylinder head
nuts. Refer to the "TORQUE SPECIFICATION" section of this manual for proper tightening
specifications, page 61.
It the engine needs to be timed, refer to the "TIMING ADJUSTMENT" section in the Technical Manual. En-
gine timing should be performed by a competent diesel mechanic.
Follow the procedure described below when tightening cylinder head nuts and when adjusting valves.
1. Loosen the hose clamp on the air breather pipe and remove the hose clamp and the air breather from the
rocker cover. Remove the rocker cover bolts and remove the rocker cover.
2. Tighten the cylinder head nuts according to the sequence shown in the illustration shown below. Make
sure the engine is cold when this is done. Loosen one head nut one-half turn and then tighten it to either
60 Ib-ft, 8.3 kg-m, or to 81 N-m. Then proceed to the next head nut in the sequence numbering shown.
3. Torque the rocker shaft bracket securing nuts evenly between 12 to 15 Ib-ft or 1.7 to 2 kg-m.
4. Adjust the valve clearances according to the procedures described in steps A-D. Adjust all valve clearan-
ces to 0.012 inches (0.30 mm) while the engine is cold.
A. While facing the front of the engine, turn the engine's crankshaft clockwise so that the No 1 cylinder's
valves are in their "valve overlap" position; that is, the period between the opening of the inlet valve and
the closing of the exhaust valve.
B. In this position, adjust the clearances of the No. 4 cylinders valves. Turn the crankshaft as described
in step A so that the valves of the No. 3 cylinder are in their overlap position, and then adjust the No. 2
cylinder’s valves.
C. Tum the crankshaft again so that the valves of the No. 4 cylinder are in their overlap position, and ad-
just the No. 1 cylinder’s valves.
D. Turn the crankshaft so that the valves of the No. 2 cylinder are in their overlap position, and adjust the
No. 3 cylinder’s valves.
Westerbeke Diesel Engines 60
TORQUE SPECIFICATIONS
The following torque tensions apply when the components are lightly oiled before assembly.
Lb-ft Kg-m N-m
Cylinder Head Nuts 60 8.3 81
Connecting Rod Cap Bolts 42 5.8 57
* Main Bearing Cap Bolts 85 11.75 115
Flywheel Bolts 60 8.3 81
idle Gear Hub Bolts 36 | 5.0 49
Crankshatft Pulley Вой 150 20.7 203
Injector Securing Nuts 12 1.7 16
Fuel High Pressure Pipe Nuts 15 2.1 20
Alternator Pulley Nut 30 4.1 41
Thermostat Housing 10 1.38 13
Thermostat Insulating Adapter 10 1.38 13
* The tab and shim washers may be discarded where they were once used on earlier models, but the bolts
must be tightened to the torque specification indicated.
All threads used, except those used to manufacture the basic engine, are of the Unified Series and American
Pipe Series. The crankshaft and the pulley retaining bolts are threaded 5/8- inch Unified National Fine (U.N.F.
18 threads per inch).
61 Westerbeke Diesel Engines
GENERAL TORQUE TIGHTENING CHART
kg-m lb-ft.
UNLESS OTHERWISE INDICATED
Grade 6T
6mm bolt/nut 0.7 5 - 7
8mm bolt/nut 1.6 12 - 17
10mm bolt/nut 3.2 23 - 24
12mm bolt/nut 5.6 41 - 59
14mm bolt/nut 7.7 56 - 76
Grade 8T and 8.8
6mm bolt/nut ‚8 - 1.2 6 - 9
8mm bolt/nut 1.8 - 2.7 13 - 20
10mm bolt/nut 3.7 - 5.5 27 - 40
l2mm bolt/nut 6.4 - 9.5 46 - 69
lámm bolt/nut 10.4 -14.0 75 -101
Grade 5 capscrew
1/4 UNC 1.2 - 1.5 9 - 11
5/16 UNC 2.5 - 2.8 18 - 20
5/16 UNF 2.9 - 3.2 21 - 23
3/8 UNC 3.7 - 4.6 28 - 33
3/8 UNF 4.1 - 4.8 30 - 35
7/16 UNC 6.1 - 6.8 44 - 49
7/16 UNF 6.9 - 7.6 50 - 55
1/2 UNC 9.4 -10.1 68 - 73
Westerbeke Diesel Engines 62
LAY-UP AND RECOMMISSIONING
- General
Many owners rely on their boatyards to prepare their craft, including engines and generators, for lay-up during
the off-season or for long periods of inactivity. Others prefer to accomplish lay-up preparation themselves.
The procedures which follow will allow you to perform your own lay-up and recommissioning, or to use as
a check list if others do the procedures.
These procedures should afford your engine protection during a lay-up and also help familiarize you with the
maintenance needs of your engine.
If you have any questions regarding lay-up procedures, call your local servicing dealer; he will be more than
willing to provide assistance.
Propeller Coupling
The transmission and propeller half couplings should always be opened up and the bolts removed whenever
the boat is hauled out of the water or moved from land to water, and during storage in a cradle. The flexibility
of the boat often puts a severe strain on the propeller shaft or coupling, or both, while the boat is taken out
or put in the water. In some cases, the shaft has actually been bent by these strains. This does not apply to
small boats that are hauled out of the water when not in use, unless they have been dry for a considerable
period of time. |
Fresh Water Cooling System
A 50-50 solution of antifreeze and fresh water is recommended for use in the fresh water cooling system at
all times. This solution may require a higher concentration of antifreeze, depending on the area's winter
climate. Check the solution to ensure that the antifreeze protection is adequate.
Should more antifreeze be needed, drain an appropriate amount from the engine block and add a more con-
centrated mixture. Operate the engine to ensure a complete circulation and mixture of the antifreeze con-
centration throughout the cooling system. Now recheck the antifreeze solution's strength.
Lubrication System
With the engine warm, drain all the lubricating oil from the oil sump. Remove and replace the oil filter. (Place
some paper towels and a plastic bag around the filter to catch the oil during its removal.)
When installing the new oil filter, be sure to apply a small amount of oil on the rubber sealing gasket at the
base of the filter. Fill the sump with the correct amount of oil for your engine. (Refer to the"SYSTEM
SPECIFICATIONS" section of this manual, page 8.) Use an oil with an API specification of CC or CD. Run
the engine and check for proper oil pressure and ensure that there are no leaks.
63 Westerbeke Diesel Engines
CAUTION
Do not leave the engine's old lubricating oil in the sump over the lay-up period. Lubricating
oil and combustion deposits combine to produce harmful chemicals which can reduce the
life of your engine's internal parts.
Fuel System
Top off your fuel tanks with No. 2 diesel fuel. Fuel additives should be added at this time to control algae
and condition the fuel. Care should be taken that the additives used are compatible with the primary fil-
ter/water separator used in the system. Change the element in your primary fuel filter/water separator, if the
fuel system contains one, and clean the separator sediment bowl.
Change the fuel filter elements on the engine and bleed the fuel system, as needed. Start the engine and
allow it to run for 5 - 10 minutes to ensure that no air is left in the fuel system. Check for any leaks that may
have been created in the fuel system during this servicing, correcting them as needed.
Sea Water Circuit
Close the through-huli sea cock. Remove the sea water intake hose from the sea cock. Place the end of
this hose into a 5-gallon bucket of clean fresh water. Before starting the engine, check the zinc anode found
in the primary heat exchanger on the engine and clean or replace it as required. Clean the sea strainer, if
one is installed in the inside of the hull.
Start the engine and allow the sea water pump to draw fresh water through the system. When the bucket is
empty, stop the engine and refill the bucket with an antifreeze solution slightly stronger than needed for winter
freeze protection in your area. |
Start the engine and allow all of this mixture to be drawn through the sea water system. Once the bucket is
empty, stop the engine. This antifreeze mixture should protect the sea water circuit from freezing during the
winter lay-up, as well as providing corrosion protection.
Remove the impeller from your sea water pump (some antifreeze mixture will accompany it, so catch К па
bucket). Examine the impeller. Acquire a replacement, if needed, along with a cover gasket. Do not replace
the impeller (into the pump) until recommissioning, but replace the cover and gasket.
Intake Manifold and Through-Hull Exhaust
Place a clean cloth, lightly soaked in lubricating oil, in the opening of the intake manifold to block the open-
ing. Do not shove the cloth out of sight. (If it is not visible at recommissioning, and an attempt is made to
start the engine, you may need the assistance of a servicing dealer.) Make a note to remove the cloth prior
to start-up. The through-hull exhaust part can be blocked in the same manner.
Starter Motor
Lubrication and cleaning of the starter drive pinion is advisable, if access to the starter permits its easy
removal. Ensure that the battery connections are shut off before attempting to remove the starter. Take care
in properly replacing any electrical connections removed from the starter.
Westerbeke Diesel Engines 64
Cylinder Lubrication
It is not necessary to remove the fuel injectors from the cylinder head to squirt light lubricating oil into the
cylinders for the few months of normal lay-up. However, if you anticipate a longer lay-up period (12 months
or more), we recommended that this procedure be performed. The light oil in the cylinders will prevent the
pistons rings from sticking to the cylinder walls. Make sure you have replacements for the injector and return
line sealing washers.
Spares
Lay-up time provides a good opportunity to inspect your Westerbeke engine to see if external items such as
drive belts or coolant hoses need replacement. Check your basic spares kit and order items not on hand,
or replace those items used during the lay-up, such as filters and zinc anodes.
Batteries
If batteries are to be left on board during the lay-up period, make sure they are fully charged, and that they
will remain that way, to prevent them from freezing. If there exists any doubt that the batteries will not remain
fully charged or that they will be subjected to severe environmental conditions, remove the batteries and
store them in a warmer, more compatible environment.
Recommissioning
The recommissioning of your Westerbeke engine after a seasonal lay-up generally follows the same proce-
dures as those presented in the "PREPARATIONS FOR STARTING" section, page 22, regarding preparation
for starting and normal starts. However, some of the lay-up procedures will need to be counteracted before
starting the engine.
1. Remove the oll-soaked cloths from the intake manifold and from the through-hull exhaust port.
2. Remove the sea water pump cover and gasket and discard the old gasket. Install the sea water pump im-
pelier removed during lay-up (or a replacement, if required). Install the sea water pump cover with a new
cover gasket.
Wear rubber gloves, a rubber apron, and eye protection when servicing batteries.
Lead acid batteries emit hydrogen, a highly-explosive gas, which can be ignited by electrical
arcing or a lighted cigarette, cigar, or pipe. Do not smoke or allow an open flame near the bat-
tery while someone is servicing it. Shut off all electrical equipment in the vicinity to prevent
electrical arcing during servicing.
3. Reinstall the batteries that were removed during the lay-up, and reconnect the battery cables, making sure
the terminals are clean and that the connections are tight. Check to ensure that the batteries are fully-
charged.
65 Westerbeke Diesel Engines
4. Check the condition of the zinc anode in the sea water circuit and clean or replace the anode as needed.
Note that it is not necessary to flush the antifreeze/fresh water solution from the sea water coolant sys-
tem. When the engine is put into operation, the system will self-flush in a short period of time with no ad-
verse affects.
5. Start the engine in accordance with procedures in the "PREPARATIONS FOR STARTING" section of this
manual, page 22.
Westerbeke Diesel Engines 66
INDEX
A
ADJUSTMENTS, MAINTENANCE AND ................cceccecconccoraconeronecencacaneaoaoeoeacaccarecooncoacan nera cum ecca00000e 57
ADJUSTMENT, VALVE CLEARANCE : esauversancencene avcessercacees ncorenasasesranceuess 60
Alignment (The HBW 150 Transmission) .................-...........e....mcconccooocacenaraconococcannee . .... 51
Alignment of the Engine (Installation Checks) =... ... 13
Alternator and Water Pump Drive Belt Tension .................. ........ 46
ANTIFREEZE СОМСЕМТВАТЮМ DATA.... ...... 43
Assembly, Oil Cooler (lilustration)......... eneaonacanecaonos cen... . … 49
Automatic Alarm System (Installation Checks) ee... ceceneacancacacanaecanne peneanenenanaos 18
B
Back-Pressure, Exhaust (Installation Checks)............ навесное … 15
Batteries (Lay-up and Recommissioning) ............................<.emoccerronaon canon serena encore 65
Battery Specification ..................... ...37
Belt Drive System ........................ 36
Belt Tension, Alternator and Water Pump Drive 46
Bleeding the Fuel System, Priming and .... 32
Bolts, Engine (Installation Checks)......................eeoocccccconos 12
Break-in Procedures, Engine 28
C
CAUTIONS
ENGINE SHIPPED WITHOUT OIL „10
LIFTING SLINGS ..... 11
THROUGH-HULL FITTINGS 19
PROLONGED CRANKING 26
SHUTTING OFF THE ENGINE WITHOUT THE CIRCUIT BREAKER 28
PROLONGED CRANKING 32
BATTERY CHARGING CIRCUIT ... 37
QUICK-CHARGING THE BATTERY 37
TESTING THE ALTERNATOR 38
EXCESSIVE BELT TENSION 46
GEAR BOX LEVER COVER.... ..52
TIGHTENING CYLINDER HEAD NUTS 60
LEAVING OLD OIL IN THE SUMP ..64
Change, Engine Oil (to include filter) .48
Charging Voltage Test .. … 39
CHART, GENERAL TORQUE TIGHTENING ceconoocaneenacaaneneo ener. ecanecaconceoaraceoanacenaaceaonanees 62
Circuit, Fresh Water ...... encanonoacanencaonecacaancnenens 42
Circuit Sea Water ......... ... es nocononaranannaneeea 45
Cold Conditions, Starting Under . 30
CONTENTS, TABLE OF..... . .. peceneceancanaccanenncacoccencee veuve eee 3
Control Circuit, Engine 12-Volt DC... SE . ... 37
Control Circuit Wiring Diagram # 37248, DC... vesmtossereesssesssanssaensasans : 40 and 41
67 Westerbeke Diesel Engines
. Sar ja
Controls (The HBW 150 Transmission)......................—.=.occcrreoccccocooeo ooo eo ne nee eeeronene contener 52
Connecting Pressure Sensing Devices to Oil Galleries (Installation Checks) eecocoooocanecanocacacanconeonacanenonecan 18
Cooler, Oil, Assembiy (lllustration).......... vossonceunes vorsseccces . ..49
Cooling System (Installation Checks)...................-....—.-.—..c....eccorcccrcconenonos ...18
COOLING SYSTEM 42
Coupling, Propeller (Lay-up and Recommissioning) RS
Coupling, Propeller Shaft (Installation Checks).... ee 13
Cylinder Lubrication (Lay-up and Recommissioning).... ececoaoccenecananeeco 65
D
DC Control Circuit, Engine, 12-Voit reccccanecnes 37
DC Control Circuit Wiring Diagram % 37248.......................... 40 and 41
DESCRIPTION OF INSTRUMENT PANEL „24
Diesel Engine, Understanding the... 4
Diesel Fuel........................-oecrrc reee ceca ceocecenecconaceoneneececacenoeco con 31
DISCLAIMER, PRODUCT SOFTWARE 1
Drain Hose, Oil (Installation Checks) 17
Drive System, Belt 36
E
Electrical System (Installation Checks)... 21
ELECTRICAL SYSTEM ................e..cocecocaccccoaaoosao nene acen ncoren eee eone eee ne eeao eones eo eeeeccroceeroaceenecor ere 37
-Engine 12-Volt DC Control Circuit 37
Engine, Alignment of the (Installation Checks)... eo... 13
Engine Bolts (Installation Checks) .. 12
Engine Break-In Procedures .....................-—e-.ecceneciocacooananonaneaos 28
Engine, Diesel, Understanding the... 4
Engine, Foundation for the (Installation Checks)... 12
Engine Oil 47
Engine Oil Change (to inciude filter) ......... 48
Engine Oll Viscosity (SAE Number) 47
ENGINE TROUBLESHOOTING 54
Equipment, Inspection of ..... . 2
Exhaust Back-Pressure (Installation Checks). 16
Exhaust System (Installation Checks) ... „15
Exhaust System Failures (Installation Checks) 17
F
Failures, Exhaust System (Installation Checks). 17
FORWARD 2
Foundation for the Engine (| nstallation Checks)... „12
Fresh Water CirCUit........000..0.0000000000000000000.0 000.0 000000 ...42
Fresh Water Cooling System (Lay-up and Recommissioning)
Fuel Diesel 31
Fuel Filters..................ccocorrccocooo ene ceo eee eee 31
Fuel Filter Elements, Replacing the..
Westerbeke Diesel Engines 68
at dl dio.
E
Fuel Injection Pump ............. reeaooooneeaneoanee reee e caro eroneeoecerconenaneocenacarerneoconcanaaacone nenes 36
Fuel System (Installation Checks). eenecanos veeeanes Aecenaoroeoooaracenceconoocennecaoeococeaanaeceee ore enan nece 20
FUEL SYSTEM. eesecnoenceoacceranecanos ; vreasevecressacccccres. DÍ
Fuel System (Lay-up and Recommissioning) , noveno cecneno 64
Fuel System, Priming and Bleeding 32 —-
G
GENERAL. I vr ... 4
GENERAL SPECIFICATIONS... nen... 7
GENERAL TORQUE TIGHTENING CHART ...........-......e.ecooccoacoceccanaceoeanencaneconanccrcanaorarancccaneco nee 62
H
HBW 150 TRANSMISSION, THE 50
Hose, Oil Drain (Installation Checks) 17
|
INDEX 67
Injection Pump, Fuel 36
Inspection of Equipment. 2
INSTALLATION CHECKS 10
INSTRUMENT PANEL, DESCRIPTION OF ....... .. 24
Intake Manifold and Through-Hull Exhaust (Lay-up and Recommissioning) ..................e....wecosccenenencrnenss 64
L
LAY-UP AND RECOMMISSIONING.................ooecccccoonorcacaneoonooeo nene nece tea canes anecce cocoa 63
Lifting, Rigging and (Installation Checks) ... 11
LIST, PARTS . : 99
Location (Installation Checks) e... eecacecenanns 10
Lubrication (The HBW 150 Transmission) ‚ 50
Lubrication, Cylinder (Lay-up and Recommissioning) ... 65
LUBRICATION SYSTEM. ... 47
Lubrication System (Lay-up and Recommissioning).. .... 03
M
MAINTENANCE AND ADJUSTMENTS nenes ‚ 57
Motor, Starter (Lay-up and Recommissioning).... … 64
N
Normal Conditions, Starting Under... 29
69 Westerbeke Diesel Engines
O
Oil Change, Engine (to include filter) ..............................-..omecorcosnor are raresorocenceon 48
Oil Cooler Assembly (lllustration)..... .....49
ON Drain Hose (Installation Checks). ...17
Ol, Engine......... 47
Oil, Engine, Viscosity (SAE Number) 47
Oil Galleries, Connecting Pressure Sensing Devises to (Installation Checks) — 18
Oil Pressure 47
. Ordering Parts 4
P
PANEL, DESCRIPTION OF INSTRUMENT. ............. 24
PARTS LIST 99
Parts, Ordering 4
Priming and Bleeding the Fuel System 32
PRECAUTIONS, SAFETY Inside front cover
PREPARATION FOR STARTING... 22
Pressure, Oil... 47
Pressure Sensing Devices to Oil Galleries, Connecting (Installation Checks) „18
Procedures, Engine Break-in 28
PROCEDURE, STARTING 26
PROCEDURES, STOPPING 28
PRODUCT SOFTWARE DISCLAIMER 1
‘Propeller (installation Checks) 13
Propeller Coupling (Lay-up and Recommissioning)
Propeller Shaft Coupling (Installation Checks). . 13
Propeller Size, Recommended (The HBW 150 Transmission) 53
. Pump, Fuel Injection 36
Pump, Sea Water 45
R
Recommended Propeller Size (The HBW 150 Transmission) encccnanoss 53
Recommissioning (Lay-up and ecommissioning) 65
Replacing the Fuel Filter Elements. 35
Rigging and Lifting (Installation Checks) 11
S
SAFETY PRECAUTIONS. inside front cover
Sea Water Circuit 45
Sea Water Circuit (Lay-up and Recommissioning) ...64
Sea Water Intake System (installation Checks) a. 20
Sea Water Pump...... 45
Service (The HBW 150 Transmission) .. 53
Shaft Coupling, Propeller (Installation Checks) 13
Shifting (The HBW 150 Transmission)
Westerbeke Diesel Engines 70
- Ene ll o A @ “cw So
Shifting, Transmission...................e....e=erresmeeceooneore nan ene nee eenenceenenereenoreeeeonenannees 27
SOFTWARE DISCLAIMER, PRODUCT....................emncecconcciinecorecacrnenrnneoacecannncanaconarareanacanoecacaccacianeonererenoens 1
Spares (Lay-up and Recommissioning).........................-——————-+-e-esmeerneceee nene eenrecnecenereaneeeeeeoes 65
SPECIFICATION(S)
GENERAL enconoenenenecrrancananes encoonaccanenencoeanconerecaconee cane een 7
SYSTEM ..... nen... SS veoererenns ecennreanccecanenoccacans eeceneoneanneces 8
Battery ..... ... cereessssenes ececccncenos eocaconeneacecocencacaannanoncocacaneneene crearon 37
TORQUE... eencannecceracccconaocrnaconnaconano pecnecsanconnoo 61
STOPPING PROCEDURES ....................e.onmocacccns eesoucencaneanenencanes eueconeneroneconaos orvceue 28
Starter Motor (Lay-up and Recommissioning)... eooeneaneoeoareceneeaccoecoeneceroane enano een cene 64
STARTING, PREPARATION FOR .. eereeoreneoaneonconenoneanaceencancerceceeceacarnnecanocnceees cooncecance 22
STARTING PROCEDURE pecocanconeacanveneconone peeccorenaroaneoceneconaeocneeans нее... 26
Starting Under Cold Conditions ....... pecennocuoneneeno esacacucenonaees .30
Starting Under Normal Conditions peconncroananeccacananeraconanne venues не... .... 29
SYSTEM
Exhaust, (Installation Checks) convacere ercenaconeneoncanane … 15
Failures, Exhaust (Installation Checks)..... ceersessmsnseesene 17
Automatic Alarm, (Installation Checks).. .. 18
Cooling, (Installation Checks) ... ..18
Fuel, (Installation Checks) 20
Electrical, (Installation Checks). . .. 21
Starting, vee .. a .23
FUEL, .. . e eeoceoooaareeocaoaacana acne cenar encaaoaaneccoanoconrerrcccos 31
Belt Drive, ............... . .. 6
ELECTRICAL, . ecenenceno . snenescecensevences So Lenanceaanerenacessnaesrenseeuneraneeacesanencevnnee 37
COOLING, ... неее pecaneoceoonececancacconaenenaconeces 42
T
TABLE OF CONTENTS. ceoneooncaaeoneconoocooner eran een 3
Tension, Alternator and Water Pump Drive Belt Tension нае... enceceneanocar ce... … 46
Test, Charging Voltage ...... e....... : . .. … 39
THE HBW 150 TRANSMISSION : ecnnenns ceenenonaneno i [| … 50
Thermostat ..................e.eceoccooccococcnccacaceconeacraereoacecana na neconn ve .. .. ...... 45
Through-Hull Exhaust, Intake Manifold and (Lay-up and Recommissioning) ... .... 64
TORQUE SPECIFICATIONS .................enccorccccoranaonacenneoco recono reee re rn cocareonanecon eee 61
TORQUE TIGHTENING CHART, GENERAL. Lnseoececocacaneoaneaneacoenecanec annonces pcecocccnaoo … 62
Transmission Shifting. ne... pecencnocanonana eenecococonecno nenecoocenacanencaoos 27
TRANSMISSION, THE HBW =D erecncaanenonenenone en... ecrenooceraconeaneeracanenas 50
TROUBLESHOOTING, ENGINE...................—w.emm.—... .. cree ereoaaceecaneoacerancaneocacacone cenas 54
U
Under Cold Conditions, Starting ................———...... cececcoecconacacennecanccaeccaneeereaceananes eccanccnnanenacconos 30
Under Normal Conditions, Starting. na... eececenoonocaorecaceeoaneaeacecanneniaa neon. ve. peeononanos 29
Understanding the Diesel Engine... nseoracorenenacenacooerooceccanceconeneanocuerecce nee eee. Versen Ÿ
71 Westerbeke Diesel Engines
Vv
VALVE CLEARANCE ADJUSTMENT .................e..cencenccarcecoceeo reee encarece near eee cree econo 60
Ventilation (Installation Checks) 21
Viscosity, Engine Oil (SEA Number) 47
Voltage Test, Charging..... 39
W
{WARNINGS]
DIESEL FUMES 17
SMOKING NEAR BATTERIES 21
SERVICING BATTERIES . 21
ADJUSTING DRIVE BELT TENSION. 46
BATTERY ACID 85
Water Circult, Fresh ...... 42
Water Circuit, Sea. .. 45
Water intake System, Sea (Installation Checks) „20
Water Pump, Sea
Wiring Diagram #37248, DC Control Circult................ 40 and 41
Westerbeke Diesel Engines 72
PARTS LIST
Cylinder Block... 100
Cylinder Head and Valves „еее... 102
Crankshaft and Pistons 104
Timing System and Camshaft 106
Rocker Shaft and Cover. 108
Intake Manifold | 110
Lube Cil Sump and Oil Pump... 112
Cooling System 114
Fresh Water Pump and Water
Injected Exhaust Elbow 118
Sea Water Pump … 120
Fuel System. 122
Back End - Transmission -
Mounting System … 126
HBW Transmission
Shifting Bracket 130
Standard Alternator -
Oil manifold 132
Electrical Hamness ....................c..eoncsconrrmnenoconecaneorneon 134
Instrument Panel ...... 136
Alternators and Compressor
Mounting System ...... ... 138
Westerbeke Diesel Engines
WESTERBEKE 40A - CYLINDER BLOCK
100
REF
SOON
NM —
00 —- О А Г) — © «9 00 —- О ЛЬ ыы п --
п
90
30-1
30-2
31
32
33
34
35
36
37
38
40
41
42
PN
030870
011487
019990
012452
012458
012334
012356
031758
012475
031758
012661
011993
013341
012454
019992
012469
012623
012380
012456
031758
012473
012656
012406
012371
012464
012484
014686
012485
012363
012620
019994
012619
012666
020029
012652
031758
012473
031760
012498
020020
019965
013341
WESTERBEKE 40A - CYLINDER BLOCK
NAME
ENGINE
ENGINE
LINER
PLUG
PLUG
HOUSING
BOLT
LOCKWASHER
CAPSCREW
LOCKWASHER
GASKET
SEAL
PLUG
PLUG
PLUG
BOLT
SHIM
DOWEL
PLUG
LOCKWASHER
CAPSCREW
PLATE
GASKET
CONNECTOR
PLUG
SHAFT
BEARING
SLEEVE
SNAPRING
CAP
CAP
WASHER
GASKET
COVER
STIFFENER
LOCKWASHER
CAPSCREW
NUT
STUD
GASKET
STUD
PLUG
REMARKS
BLOCK & HEAD ASSEMBLY
ASSEMBLY
REAR CAMSHAFT CHAMBER
5/16
S/16NF X 1-3/8 FULLY THREADED
5/16
BLOCK DRAIN
EXPANSION
OIL GALLERY
MAIN BEARING CAP
EXPANSION FRONT & REAR
5/16
5/16NF X 3/4
TIMING COVER MOUNT
FRESH WATER HOSE
ALTERNATE DIPSTICK POSITION
TACHOMETER DRIVE
TACHOMETER DRIVE
TACHOMETER DRIVE
TACHOMETER DRIVE
PLASTIC
METAL
TACHOMETER DRIVE
SIDE COVER TO BLOCK
SIDE
5/16
5/16NF X 3/4
5/16NF
HEAD
BLOCK DRAIN
101
QUAN
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®
WESTERBEKE 40A - CYLINDER HEAD AND VALVES
10
102
REF
о о NNCULBWUN-
PN
019939
019979
023143
012452
012454
012455
012629
012628
012546
031764
031628
019999
019997
012509
012635
012510
019960
012536
012360
012378
012682
012542
014445
020005
014443
031760
031758
031759
011653
014810
NAME
HEAD
PLUG
PLUG
PLUG
PLUG
PLUG
GUIDE
GUIDE
EYE
LOCKWASHER
CAPSCREW
SEAT
SEAT
VALVE
DEFLECTOR
VALVE
SPRING
SEAT
SEAT
COTTER
INSERT
WASHER
NUT
NUT
WASHER
NUT
LOCKWASHER
WASHER
GASKET
STUD
WESTERBEKE 40A - CYLINDER HEAD AND VALVES
REMARKS
ASSEMBLY
TOP
TOP
SIDE
REAR
REAR
INTAKE VALVE
EXHAUST VALVE
REAR LIFTING
3/8
3/8NF X 3/4
INTAKE VALVE
EXHAUST VALVE
INTAKE
INTAKE VALVE
EXHAUST
VALVE
VALVE SPRING-LOWER
VALVE SPRING-UPPER
VALVE-PAIR
COMBUSTION CHAMBER
WELSH
HEAD-SHORT
HEAD-LONG
HEAD STUDS
S/16NF
5/16
FLAT 5/16
HEAD TO EXHAUST MANIFOLD
EXHAUST MANIFOLD TO HEAD
103
QUAN
BAAR ARODBOCACALREAMNN- AR <-——Au-
REF
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11-2
11-3
11-4
11-5
11-6
11-7
12
13
14
15
16
17
18
19
20
el
PN
023105
012343
012414
012423
012519
012342
012349
012370
012373
014707
019969
012537
019968
014719
012383
012633
011857
012613
012595
023526
016356
012038
036428
012020
012039
031752
012408
019935
012348
012622
019986
019938
019984
019937
WESTERBEKE 40A - CRANKSHAFT AND PISTONS
NAME
CRANKSHAFT
BEARING
BEARING
BEARING
BEARING
BEARING
BEARING
BEARING
BEARING
WASHER
WASHER
WASHER
WASHER
GEAR
SLINGER
ADAPTER
WASHER
BOLT
PULLEY
PULLEY
PULLEY
PULLEY
PULLEY
PULLEY
PULLEY
LOCKWASHER
CAPSCREW
KEY
ROD
BOLT
WASHER
BUSHING
PISTON
SNAPRING
RING SET
REMARKS
ASSEMBLY
SET-CONNECTING ROD STD
SET-CONNECTING ROD 0.010
SET-CONNECTING ROD 0.000
SET-CONNECTING ROD 0.030
SET-MAIN STD
SET-MAIN 0.010
SET-MAIN 0.020
SET-MAIN 0.030
THRUST STD
THRUST 0.007
THRUST STD
THRUST 0.007
CRANKSHAFT
CRANKSHAFT PULLEY
CRANKSHAFT PULLEY
PULLEY RETAINING
CRANKSHAFT STD
OPTIONAL 6 IN 6 GR
OPTIONAL 5 IN 4 CR & 4 IN 2 GR
OPTIONAL 7 IN 2 GR
OPTIONAL 6 IN 4 GR
ACCESSORY 5 IN 2 ER
ACCESSORY 6 IN 2 GR
1/4
1/4NF X 1-1/8 STD PULLEY
CONNECTING ASSEMBLY
CONNECTING ROD
FLAT
CONNECTING ROD
ASSEMBLY
PISTON PIN
STD
105
QUAN
à 00 № № 00 00 à NV A fi A =5 = = tad thd
WE
STERBEKE 40A - TIMING SYSTEM AND CAMSHAFT
20 17 16
21
106
REF
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PN
012605
012460
012654
012440
012597
012625
031758
012474
012481
012541
012551
012689
014685
012388
012658
012652
031758
012474
012493
031760
012466
012678
031760
031758
012471
013536
031752
031754
012636
012500
012626
NAME
CAMSHAFT
PUSHROD
PLATE
DOWEL
GEAR
PLATE
LOCKWASHER
CAPSCREU
CAPSCREU
TABWASHER
PLATE
GEAR
BUSHING
HUB
GASKET
STIFFENER
LOCKWASHER
CAPSCREW
STUD
NUT
SEAL
COVER
NUT
LOCKWASHER
CAPSCREW
STIFFENER
LOCKWASHER
NUT
GASKET
STUD
PLATE
WESTERBEKE 40A - TIMING SYSTEM AND CAMSHAFT
REMARKS
FUEL LIFT PUMP
CAMSHAFT THRUST
CAMSHAFT
5/16
5/16NF X 7/8
IDLER GEAR
IDLER GEAR
IDLER WITH BUSHING
IDLER GEAR
IDLER GEAR
TIMING COVER
5/16
S/16NF X 7/8
5/16NF
TIMING COVER
TIMING
5/16NF
5/16
1/4NF X 5/8
1/4
1/4NF
PLATE TO TIMING COVER
SEA WATER PUMP MOUNT
SUPPORT SEA WATER PUMP
107
QUAN
©
- № ENEE CEE
WESTERBEKE 40A - ROCKER SHAFT AND COVER
18 19 18 20
108
REF
‘0 ® 4 O9 UT A LUI NV —
10
PN
012681
012404
012429
012535
012467
012567
032184
012607
012606
012434
031759
012499
012494
012336
012335
012446
012362
012525
012539
012333
012488
012358
012462
012433
012372
012413
012419
012637
012331
WESTERBEKE
NAME
COVER
CASKET
NUT
WASHER
SEAL
CAP
GASKET
PUSHROD
TAPPET
NUT
WASHER
STUD
STUD
SHAFT
SHAFT
PLUG
SNAPRING
WASHER
WASHER
ROCKER
SPRING
BRACKET
SCREW
NUT
CONNECTOR
FERRULE
NUT
LINE
BUSHING
40A - ROCKER SHAFT AND COVER
REMARKS
ROCKER
ROCKER COVER
OIL FILLER INCL GASKET
OIL FILLER CAP
LOCKING
FLAT 5/16
SHORT 3-5/8
LONG 4-1/2
COMPLETE ASSEMBLY
ROCKER WITH PLUGS
WITH BUSHING
ROCKER ADJUSTING
OIL FEED TO ROCKER SHAFT
HEAD TO ROCKER SHAFT
ROCKER
109
QUAN
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WESTERBEKE 40A - INTAKE MANIFOLD
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PN
012683
012556
011411
020021
022841
024881
013392
011688
011615
031758
031582
031581
012688
019382
031588
012639
011341
011530
WESTERBEKE 40A - INTAKE MANIFOLD
NAME
COVER
FILTER
CLAMP
GASKET
ADAPTER
PLUG
BUSHING
START AID
PLUG
LOCKWASHER
CAPSCREW
CAPSCREW
MANIFOLD
MANIFOLD
CAPSCREW
ELBOW
CLAMP
HEATER
REMARKS
AIR INTAKE
AIR INTAKE
HOSE 32
INTAKE MANIFOLD TO HEAD
MANIFOLD TO 7/8UNF
7/8UNF-WHEN HEATER NOT INSTALLED
7/8UNF TO 1/8NPT
ETHER TYPE
1/8NPT
5/16
5/16NF X 1-1/2
5/16NF X 1-1/4
AIR INTAKE
AIR INTAKE-ACCEPTS LUB-CEL
5/16NF X 3
BREATHER HOSE
HOSE 8
MANIFOLD 12 VDC
111
QUAN
WESTERBEKE 40A - LUBE OIL SUMP AND OIL PUMP
26
27
112
REF
VOLO UIH WN —
PN
035304
035305
035306
012473
031758
012652
012547
031758
012474
012407
012550
012659
012549
012548
012612
014816
012686
012491
012651
012473
031758
031759
020006
019950
012692
020017
019951
019952
012442
036088
036392
036087
036085
024922
024905
NAME
SUMP
PLUG
WASHER
CAPSCREW
LOCKWASHER
STIFFENER
STIFFENER
LOCKWASHER
CAPSCREW
GASKET
STIFFENER
GASKET SET
STIFFENER
STIFFENER
DIPSTICK
WASHER
STRAINER
SPRING
LINE
CAPSCREW
LOCKWASHER
WASHER
NUT
FERRULE
PUMP
TABWASHER
CAPSCREW
FERRULE
NUT
LINE
WASHER
HOSE
TABWASHER
BOLT
BRACKET
CAP
WESTERBEKE 40A - LUBE OIL SUMP AND OIL PUMP
REMARKS
OIL
SUMP DRAIN 3/4-16UNF
SUMP DRAIN PLUG
5/16NF X 3/4
5/16
SUMP SIDE
5/16
5/16NF X 7/8
SUMP-LEFT AND RIGHT
OIL PICKUP
OIL PICKUP
OIL STRAINER TO PUMP
S/16NF X 3/4
5/16
FLAT 5/16
SUCTION LINE
SUCTION LINE
LUBE OIL
OIL PUMP RETAINING CAPSCREW
5/16NF X 1-1/16
LUBE OIL DELIVERY LINE
LUBE OIL DELIVERY LINE
LUBE OIL DELIVERY TO BLOCK
SUMP DRAIN HOSE TO SUMP
SUMP DRAIN
SUMP DRAIN
BANJO-SUMP DRAIN
SUMP DRAIN HOSE
SUMP DRAIN HOSE
113
QUAN
EE
WESTERBEKE 40A - COOLING SYSTEM
REF
2 0 - о Л AUN-—
10
PN
015564
019334
024306
011653
019324
024907
021878
011652
031923
031764
031922
012009
012663
024688
011951
013610
036379
012669
011143
016423
036366
032230
011386
030166
011885
011471
036896
013619
031786
031787
036838
036622
021878
024304
031506
031752
031753
021878
036325
036456
036324
022851
019321
022850
022852
WESTERBEKE 40A - COOLING SYSTEM
NAME
MANIFOLD
PLUG
CAP
CASKET
PLUG
ELBOW
CLAMP
HOSE
CAPSCREU
LOCKWASHER
CAPSCREW
HOUSING
CASKET
THERMOSTAT
FILTER
NIPPLE
ADAPTER
CASKET
CASKET
PUMP
ELBOW
NIPPLE
CLAMP
HOSE
ZINC
PETCOCK
EXCHANGER
CAPSCREU
LOCKWASHER
WASHER
NIPPLE
NIPPLE
CLAMP
HOSE
CAPSCREW
LOCKWASHER
WASHER
CLAMP
HOSE
TUBE
HOSE
CASKET
O-RING
COVER
CAPSCREW
REMARKS
EXHAUST
EXPANSION
PRESSURE 15 PSI
MANIFOLD TO HEAD
1.5NPT
MANIFOLD TO COOLANT RECOVERY TANK HOSE
HOSE 20
THERMOSTAT TO MANIFOLD
3/8NF X 2 SOCKET HEAD
3/8 |
3/8NF X 1 SOCKET HEAD
THERMOSTAT
THERMOSTAT HOUSING
LUBE OIL
OIL FILTER TO ADAPTER
LUBE OIL FILTER WITHOUT OIL COOLER
LUBE OIL FILTER ADAPTER TO BLOCK
SEA WATER PUMP MOUNTING
SEA WATER
1/2NPT 45 DEGREE STREET
1/2NPT TO 7/8 HOSE
HOSE 12
SEA WATER PUMP TO EXCHANGER
HEAT
M 8 X 30 DIN 933
M 8 DIN 127
M 8 DIN 125
3/4NPT TO 7/8 HOSE
3/4NPT TO 1 HOSE
HOSE 20
MANIFOLD TO EXCHANGER
1/4NC X 1-1/4
1/4
FLAT 1/4
HOSE 20
WHEN OIL COOLER NOT USED
EXCHANGER END
EXCHANGER END
3/8NC X 1/2 BRASS
115
QUAN
WESTERBEKE 40A - COOLING SYSTEM
REF
41
42
43
44-1
44-2
44-3
45-1
45-2
46-1
46-2
47
48
49
50
51
52
53
54
55
56
57
PN
036260
034484
035181
031506
031752
031753
013334
013333
031680
031770
036382
036381
018972
024977
024786
024704
024858
024637
024906
031681
031770
WESTERBEKE 40A - COOLING SYSTEM
NAME
KIT
COOLER
CLAMP
CAPSCREW
LOCKWASHER
WASHER
CONNECTOR
FERRULE
CAPSCREWN
LOCKWASHER
LINE
LINE
ADAPTER
KIT
STRAP
TANK
CAP
TUBING
CLAMP
CAPSCREW
LOCKWASHER
REMARKS
OIL COOLER EXCLUDING REF 15,33,34 é 36
LUBE OIL
OIL COOLER MOUNT
1/4NC X 1-1/4
1/4
FLAT 1/4
INCLUDING NUT AND FERRULE
7/16NF X 1
7/16
ADAPTER TO OIL COOLER
QIL COOLER TO ADAPTER
LUBE OIL FILTER WITH OIL COOLER
COOLANT RECOVERY TANK
COOLANT RECOVERY TANK MOUNT
COOLANT RECOVERY
COOLANT RECOVERY TANK
MANIFOLD TO RECOVERY TANK-INCHES REQD
HOSE
T/16NF X 1-1/4
7/16
QUAN
NVI Wl = = = = = dct a Pf ms so ms oo
. 7:
WESTERBEKE 40A - FRESH WATER PUMP AND WATER INJECTED EXHAUST ELBOW
118
VESTERBEKE 40A - FRESH WATER PUMP AND WATER INJECTED EXHAUST ELBOW
REF
|
Г) —
0 D 4 OUI A LI ПО — —
10
PN
020035
019933
031758
031584
019987
031760
031583
035388
012673
012655
012674
036259
020439
034486
030183
036616
035747
NAME
PUMP
KIT
LOCKWASHER
CAPSCREW
PULLEY
NUT
CAPSCREW
STUD
GASKET
PLATE
GASKET
KIT
NIPPLE
ELBOW
ELBOW
ELBOW
PLUG
REMARKS
FRESH WATER
WATER PUMP REPAIR
5/16
S/16NF X 2
FRESH WATER PUMP
5/16NF
S/16NF X 1-3/4
S/16NF X 2-1/8
WATER PUMP TO PLATE
FRESH WATER PUMP TO BLOCK
PLATE TO BLOCK
WATER INJECTED EXHAUST ELBOW
1 .SNPT CLOSE
WATER INJECTED EXHAUST 45 DEGREE
1/2NPT TO 7/8 HOSE
1/2NPT TO 1 HOSE
1/2NPT
QUAN
el ll e — wd ad od wd ad wh wh e db [Г a
WESTERBEKE 40A - SEA WATER PUMP
120
REF
anh ond a =
nm —
LI по -+ © © 00 J 6 UI À UW
i 41
WN -
PN
011143
016423
018169
018172
018169
018152
015153
018171
032183
018151
033104
018159
018170
018176
018148
WESTERBEKE 40A - SEA WATER PUMP
NAME
GASKET
PUMP
HOUSING
KIT
SCREW
CAM
GASKET
COVER
LOCKWASHER
SCREW
KIT
SEAL
BEARING
SHAFT
KEY
REMARKS
SEA WATER PUMP MOUNTING
SEA WATER
SEA WATER PUMP BODY
PUMP MAJOR REPAIR
BRASS-PUMP HOUSING TO CAM
IMPELLER COVER
IMPELLER
BRASS-IMPELLER COVER
IMPELLER AND COVER GASKET
IMPELLER TO SHAFT
121
QUAN
WESTERBEKE 40A - FUEL SYSTEM
REF
OEA
MN =»
40-1
40-2
41
42
43-1
43-2
44
45
PN
023909
031062
031061
016245
016443
035125
034857
032974
031756
019509
014776
011936
011944
012351
019505
019507
012522
011941
012350
019511
014814
014813
014678
016034
016033
016539
011934
019364
031760
031758
031759
012497
012561
019261
019204
019370
014744
012402
031323
031324
031322
020004
019989
012614
023764
019944
014674
WESTERBEKE 40A - FUEL SYSTEM
NAME
HOSE
VALVE
WASHER
GASKET
PUMP
KIT
HOSE
FILTER
NUT
FILTER
O-RING
GASKET SET
ELEMENT
BANJO
WASHER
BOLT
PLUG
WASHER
WASHER
BANJO
BOLT
LINE
LINE
LINE
PUMP
LEVER
BRACKET
SCREW
FERRULE
BALL JOINT
NUT
LOCKWASHER
WASHER
STUD
CAPSCREW
WASHER
SCREW
PIVOT
SHAFT
CASKET
CIRCLIP
BEARING
BUSHING
HUB
GEAR
SHAFT
SHAFT
BRACKET
SPRING
REMARKS
FUEL SUPPLY
CHECK
SEALING
LIFT PUMP MOUNT
FUEL LIFT
FUEL LIFT PUMP REPAIR
FUEL RETURN
SEDIMENTER/WATER TRAP-OPTIONAL
5/16NC
FUEL
FUEL FILTER-SEE REF 12
FUEL FILTER-SEE REF 12
FUEL FILTER INCL REF 10-11
FUEL RETURN
BANJO
BANJO
UNUSED FILTER PORT
FUEL FILTER PLUG
BANJO
FILTER TO INJECTION PUMP LINES
BANJO
LIFT PUMP TO FILTER
INJECTION PUMP TO FILTER
FILTER TO INJECTION PUMP
FUEL INJECTION
THROTTLE
IDLE SCREW
IDLE ADJUSTING
THROTTLE CABLE
5/16NF
5/16
FLAT 5/16
E/16NF X 1-1/4 SOCKET HEAD FULL THREAD
BLEED ASSEMBLY
FUEL SHUT-OFF LEVER
INJECTION PUMP DRIVE
INJECTION PUMP MOUNT
HUB
ASSEMBLY
HUB
DRIVE
INJECTION PUMP DRIVE
SEA WATER PUMP DRIVE
SEA WATER PUMP DRIVE 0.001 OS
STOP LEVER SPRING
STOP LEVER
123
QUAN
LLL 2 OW) Vt tte 2 VD Ysa Bee ee —&
WESTERBEKE 40A - FUEL SYSTEM
REF
46
47
48
49
50
51
52
53
54
55
56-1
56-2
57
58
59
60
61
62-1
62-2
63-1
63-2
64
65
66-1
66-2
67-1
67-2
68
69
70
71
72
73
74
75
76-1
76-2
76-3
77
78
79
80
81
PN
012641
012645
012646
012647
035374
012653
035375
011945
012495
012501
019500
013343
013517
011935
011943
019510
015197
011014
013755
023612
037394
011530
013345
031583
031758
013343
013344
013346
016676
019501
011934
031765
031764
031630
013344
023920
031760
031578
031758
031759
019442
WESTERBEKE 40A - FUEL SYSTEM
NAME
LINE
LINE
LINE
LINE
INJECTOR
FLANGE
NOZZLE
WASHER
STUD
STUD
FERRULE
FERRULE
LINE
BOLT
WASHER
LINE
LINE
STANDPIPE
BRACKET
LINE
LINE ASSY
HEATER
ELBOW
CAPSCREW
LOCKWASHER
FERRULE
NUT
CONNECTOR
NUT
FERRULE
FERRULE
WASHER
LOCKWASHER
CAPSCREU
NUT
CLAMP
SCREW
NUT
NUT
CAPSCREU
LOCKWASHER
WASHER
WASHER
REMARKS
INJECTOR
INJECTOR
INJECTOR
INJECTOR
FUEL
A LS NV —
INJECTOR MOUNTING
INJECTOR
INJECTOR-SHORT
INJECTOR-LONG
RUBBER-FUEL LINE
BRASS-COMPRESSION
INJECTOR RETURN
BANJO
BANJO M 8
INJECTOR RETURN TO FILTER
FILTER TO STANDPIPE
WHEN OPTIONAL HEATER INSTALLED
RAISES STANDPIPE WHEN ALTNR IN UP RT POS
STANDPIPE TO HEATER
STANDPIPE TO HEATER-BRACKET 013755
MANIFOLD 12 VDC - OPTIONAL
1/8NPT MALE TO 3/16 COMPRESSION
S/16NF X 1-3/4
5/16
COMPRESSION 3/16
COMPRESSION 3/16
1/8NPT MALE TO 3/16 COMPRESSION
COMPRESSION 1/4
FUEL LINE
FUEL LINE
FLAT 3/8
3/8
3/8NF X 1
COMPRESSION 3/16
FUEL LINE
10-32 X 7/8 RH
10-32 LOCKING
5/16NF
E/16NF X 3/4
5/16
FLAT 5/16
125
QUAN
"HWWONNANNNNNNNNNNNN- =» == => => == == 0 & —= ГО ПО № ® ® № ® & —= —= -= —
WESTERBEKE 40A - BACK END - TRANSMISSION - MOUNTING SYSTEM
126
WESTERBEKE 40A - BACK END ~ TRANSMISSION - MOUNTING SYSTEM
REF PN NAME REMARKS QUAN
1 034589 CAPSCREW M 10 X 30 DIN 933 2
2 019262 LOCKWASHER M10 DIN 127 2
3 031789 WASHER MIO DIN 125 2
4 030593 MOTOR STARTER 12 VDC 1
5 034589 CAPSCREW M10 X 30 DIN 933 4
6 019262 LOCKWASHER M10 DIN 127 4
7 011498 DOWEL BACKPLATE TO BLOCK 2
8 031764 LOCKWASHER 7/16 5
9 031630 CAPSCREW 7/16NF X 1 5
10 034833 CAPSCREW MIO X 60 DIN 912 FULLY THREADED 1
11 019262 LOCKWASHER M10 DIN 127 2
12 035332 PLATE BACK 1
13-1 034502 FLYWHEEL ASSEMBLY INCL RING GEAR-BALANCED 1
13-2 030230 GEAR RING . _ 1
14-1 034544 —COOLER HBW GEAR 7/8 HOSE — 1
14-2 036648 COOLER HBW GEAR 1 HOSE 1
15-1 030183 ELBOW 1/2NPT TO 7/8 HOSE 1
15-2 036614 ELBOW 3/4NPT TO 1 HOSE 1
16-1 017196 CAPSCREW M 8 X 20 DIN 933 4
16-2 031786 LOCKWASHER M 8 DIN 127 4
17 031789 WASHER MIO DIN 125 1
18 015887 NUT MIO DIN 934 e
19-1 020650 CAPSCREW M B X 18 DIN 933 HBW150 6
19-2 013629 CAPSCREW MIO X 25 DIN 933 HBW V-DRIVE 6
20-1 031786 LOCKWASHER M 8 DIN 127 HBW150 6
20-2 031790 LOCKWASHER M10 DIN 137B HBW V-DRIVE 6
21 024778 CAPSCREW DAMPER TO FLYWHEEL 5
22-1 031267 ADAPTER HBW150 TO HOUSING 1
22-2 030063 ADAPTER HBW V-DRIVE TO HOUSING 1
23-1 031248 HBW GEAR MODEL 150 1.6 TO 1 1
23-2 024631 HBW GEAR MODEL 150 1.9 TO 1 1
23-3 030049 HBW GEAR MODEL 150 2.6 TO 1 1
24 024950 NUT MIO X 1.25 DIN 934 4
25 019262 LOCKWASHER M10 DIN 127 4
26 031228 CAPSCREW MIO X 1.25 X 30 DIN 961 4
27-1 023679 COUPLING BORE 0.75 1
27-2 023680 COUPLING BORE 0.875 1
27-3 023681 COUPLING BORE 1.0 1
27-4 023682 COUPLING BORE 1.125 1
27-5 023683 COUPLING BORE 1.25 1
27-6 023684 COUPLING BORE 1.375 1
27-7 023685 COUPLING BORE 1.5 1
28-1 023450 SETSCREW COUPLING 7/16NC X 1 2
28-2 023651 SETSCREW COUPLING 3/8NC X 3/4 2
28-3 023652 SETSCREW 2
COUPLING 3/8NC X 1
127
WESTERBEKE 40A - BACK END - TRANSMISSION - MOUNTING SYSTEM
128
REF
29
30
31-1
31-2
31-3
31-4
31-5
31-6
31-7
32-1
32-2
32-3
33-1
33-2
34
35
36
37
38
39
40
41
42-1
42-2
43
44
45
46
47
48-1
48-2
_ 49 |
‘50-1
50-2
81-1
51-2
WESTERBEKE 40A - BACK END - TRANSMISSION - MOUNTING SYSTEM
PN
013629
031790
023706
023707
023708
023709
023710
023711
023712
031249
030048
031250
013629
034589
019262
019039
019398
031926
031789
034682
031928
034504
036341
036334
036338
034589
019262
031681
031770
013132
013133
013919
019059
011779
011386
011405
NAME
CAPSCREW
LOCKWASHER
COUPLING
COUPLING
COUPLING
COUPLING
COUPLING
COUPLING
COUPLING
HBW GEAR
HBW GEAR
HBW GEAR
CAPSCREW
CAPSCREW
LOCKWASHER
DOWEL
DAMPER
CAPSCREW
WASHER
HOUSING
CAPSCREW
MOUNT
ISOLATOR
ISOLATOR
NUT
CAPSCREW
LOCKWASHER
CAPSCREW
LOCKWASHER
MOUNT
MOUNT
DOWEL
HOSE
HOSE
CLAMP
CLAMP
7/16NF X 1
REMARKS
M10 X 25 DIN 933
M10 DIN 137B
V-DRIVE BORE 0.75
V-DRIVE BORE 0.87S
V-DRIVE BORE 1.0
V-DRIVE BORE 1.125
V-DRIVE BORE 1.25
V-DRIVE BORE 1.375
V-DRIVE BORE 1.5
V-DRIVE 1.8 TO 1
V-DRIVE 2.1 TO 1
V-DRIVE 3 TO 1
M10 X 25 DIN 933 HBU150
M10 X 30 DIN 933 HBW V-DRIVE
M10 DIN 127
ADAPTER TO HOUSING
M10 X 35 DIN 933
M10 DIN 125
FLYWHEEL
GRADE 8
REAR
INCLUDING LOCKING NUTS
INCLUDING LOCKING NUTS-W40NA
M16 DIN 985 LOCKING
M10 X 30 DIN 933
M10 DIN 127
7/16NF X 1-1/4
7/16
FRONT LEFT
FRONT RIGHT
HOUSING TO BACKPLATE
7/8 ID-INCHES REQUIRED
1 ID-INCHES REQUIRED
HOSE 12
HOSE 16
129
QUAN
п) п) п) по) 0 — — № К О О 0 À à NV UI — (UV =O O00" ~ = — tos tosses = AA
A
WESTERBEKE 40A - HBW TRANSMISSION SHIFTING BRACKET
130
REF
2 00 - (Л ъ ы Г —
WESTERBEKE 40A - HBW TRANSMISSION SHIFTING BRACKET
PN
030756
030181
031786
013630
031847
031849
013870
013325
031873
033482
031752
031754
032161
NAME
NUT
BRACKET
LOCKWASHER
CAPSCREW
NUT
LOCKWASHER
SHIM
CLAMP
SCREU
BALL JOINT
LOCKWASHER
NUT
BRACKET
REMARKS
PILLAR - M8
SHIFT CABLE - TOP ENTRY
M 8 DIN 127
M 8 X 25 DIN 933
10-32
10
CABLE CLAMP
CABLE
10-32 X 5/8
1/4
1/4NF
SHIFT CABLE - REAR ENTRY
131
QUAN
= => == => VU — — NNN —- MU
WESTERBEKE 40A - STANDARD ALTERNATOR - OIL MANIFOLD
132
REF
1 1
W —
o eNALN- oO IEAARBULN.-
nu
o
21-1
21-2
22-1
22-2
23
WESTERBEKE 404 - STANDARD ALTERNATOR - OIL MANIFOLD
PN
031709
031776
024684
031555
031758
033381
011969
011615
036395
015122
013328
011492
012060
035338
011548
035759
012955
013325
013870
013871
024132
033935
034761
031631
031764
024152
NAME
CAPSCREW
LOCKWASHER
ALTERNATOR
CAPSCREW
LOCKWASHER
WASHER
MANIFOLD
PLUG
HOSE
ELBOW
ELBOW
NIPPLE
BRACKET
STRAP
PULLEY
BELT
BRACKET
CLAMP
SHIM
CLAMP
SENDER
SWITCH
SWITCH
CAPSCREW
LOCKWASHER
SPACER
REMARKS
1/2NC X 2
1/2
51 AMP 12 VDC
5/16NC X 1
5/16
ADJUSTING STRAP
QIL-TO MOUNT SWITCHES
1/8NPT
BLOCK TO OIL MANIFOLD
45 DEGREE
90 DEGREE
ALTERNATOR
ADJUSTING
ALTERNATOR
ALTERNATOR AND FRESH WATER PUMP
THROTTLE AND STOP CABLES
THROTTLE CABLE
THROTTLE CABLE CLAMP
STOP CABLE
OIL PRESSURE
OIL PRESSURE-ALARM=-12 PIN HARNESS
OIL PRESSURE-ALARM-8 PIN HARNESS
3/8NF X 1-1/4
3/8
THROTTLE CABLE CLAMP
133
QUAN
WESTERBEKE 40A - ELECTRICAL HARNESS
134
REF
© о 00 03 — © (Л в ыы —
—-—
Г) —
N —*
PN
024639
031678
031770
024683
035772
020005
036079
036602
030125
035109
032119
013355
WESTERBEKE 40A - ELECTRICAL HARNESS
NAME
SOLENOID
CAPSCREU
LOCKWASHER
BREAKER
BRACKET
NUT
HARNESS
HARNESS
SWITCH
SENDER
BUSHING
BUZZER
REMARKS
PREHEAT
T/16NF X 3/4
7/16
CIRCUIT 20 AMP
CIRCUIT BREAKER AND SOLENOID
PILLAR
8 PIN
12 PIN
WATER TEMPERATURE-ALARM
WATER TEMPERATURE
REDUCER 1/2NPT TO 1/8NPT
ALARM
135
QUAN
WESTERBEKE 40A - INSTRUMENT PANEL
136
14
13
REF
9 0 4 VIA UN -
PN
033866
030913
030119
035118
035114
035108
035110
033865
033693
030003
033684
030002
024996
030001
035111
033682
030148
033764
019031
011917
036630
WESTERBEKE 40A —- INSTRUMENT PANEL
NAME
PANEL
SCREW
COVER
HOLDER
LAMP
METER
METER
PANEL
SWITCH
NUT
COVER
SPACER
WINDOW
SCREW
VOLTMETER
DECAL
CABLE
SWITCH
CAP
METER
DRAWING
REMARKS
INSTRUMENT ASSEMBLY
PANEL REAR
LAMP-WEDGE BASE
INSTRUMENT-WEDGE BASE
WATER TEMPERATURE
OIL PRESSURE
PLATE
KEY
NYLON LOCKING 6-32
FACEPLATE
NYLON
KEYSUITCH COVER
NYLON 6-32 X 1/2 VASHER HEAD
12 VDC
SUITCH IDENTIFICATION
PANEL TO ENGINE
PUSH BUTTON START-PREHEAT
SWITCH COVER REPLACEMENT
TACHOMETER-HOUR
TEMPLATE TO INSTALL PANEL
137
QU
PP A a ah
D2
wht — Pp) ob cd =т® cd adh id ld ah od ad md а
AN
WESTERBEKE W40NA - ALTERNATORS AND COMPRESSOR MOUNTING SYSTEM
138
REF
O O SN (Л А Ы ПО —> © © © —1 О ЛЬ ы п) --
kh ADULLILILLILILILLNMANNNNÑAND
1) -- © 2 00 < О ЛОБ Ы ГП -> © © 00 — О (ЛОБ ы ПО — ©
PN
031719
011548
036430
024684
036429
031776
031774
036427
031553
031758
033381
033064
031764
031633
031632
036452
033537
031765
031764
031762
036413
031553
031758
031274
033361
036428
031752
031559
031758
031759
012225
031758
031756
036426
031554
033713
031713
031108
036457
037248
NAME
CAPSCREW
PULLEY
SPACER
ALTERNATOR
SPACER
LOCKWASHER
NUT
BRACKET
CAPSCREY
LOCKWASHER
WASHER
STRAP
LOCKWASHER
CAPSCREU
CAPSCREU
BRACKET
CAPSCREU
WASHER
LOCKWASHER
NUT
BRACKET
CAPSCREW
CAPSCREU
LOCKWASHER
CAPSCREU
BELT
PULLEY
LOCKWASHER
CAPSCREW
CAPSCREU
LOCKWASHER
WASHER
PULLEY
LOCKWASHER
NUT
BRACKET
CAPSCREU
SPACER
CAPSCREW
SPACER
BELT
DIAGRAM
WESTERBEKE W40NA - ALTERNATORS AND COMPRESSOR MOUNTING SYSTEM
REMARKS
1/2NC X 4-1/2
ALTERNATOR
51 AMP 12 VDC
1/2
1/eNC
ALTERNATOR
S/16NC X 3/4
5/16 | |
ADJUSTING STRAP
ADJUSTING
3/8
3/8NF X 1-3/4
3/8NF X 1-1/2
COMPRESSOR
3/78NC X 1-1/8
FLAT 3/8
3/8
3/8NC .
COMPRESSOR
S/16NC X 3/4
5/16NF
5/16
3/8NC X 2 FULLY THREADED
ALTERNATOR AND FRESH WATER PUMP
4 GROOVE
1/4
1/4NF X 1-1/8
5/16NC X 2
5/16
FLAT 5/16
FRESH WATER PUMP 2 GROOVE
5/16
5/16NC
ALTERNATOR
5/16NC X 7/8
1/2NC X 3
COMPRESSOR-MUST BE MATCHED PAIR
WIRING
139
QUAN
REF
о о 4 о ль
РМ
019934
020719
020720
032974
013758
015010
020654
011988
020502
012169
034936
033340
033341
033342
036680
033943
033327
WESTERBEKE 40A - MISCELLANEOUS
NAME
GASKET SET
CASKET SET
GASKET SET
FILTER
PAINT
STRAINER
SPLITTER
KIT
MANUAL
LINE
MUFFLER
CONNECTOR
CONNECTOR
CONNECTOR
ADAPTER
KIT
VALVE
REMARKS
UPPER
LOWER
COMPLETE
SEDIMENTER/WATER TRAP
RED AEROSOL SPRAY CAN
SEA WATER
ALTERNATOR OUTPUT
FUEL HARDWARE
TECHNICAL
FLEXIBLE EXHAUST-STAINLESS STEEL 12 LONG
HYDRO-HUSH C CUNIVERSAL MOUNT)
HOSE-STRAIGHT 1-7/8
HOSE 45 DEGREE 1-7/8
HOSE 90 DEGREE 1-7/8
1-7/8 TO 2 HOSE
HOSE COUPLING AND CLAMPS
ANTI-SIPHON
140
+ .
A
nN -
- UU
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