j`-.v-`WESTERBEKE
TECHNICAL MANUAL
WESTERBEKE 60
Marine Diesel Engine
WESTERBEKE WPDS-20
Marine Diesel Generator
Publication #15204
Edition Four
September 1979
j'-.v- 'WESTERBEKE
~
WESTERBEKECORPORATION
MYLES STANDISH INDUSTRIAL PARK
150 JOHN HANCOCK ROAD, TAUNTON, MA 02780-7319
TECHNICAL MANUAL
WESTERBEKE 60
Marine Diesel Engine
WESTERBEKE WPDS-20
Marine Diesel Generator
Publication #15204
Edition Four
September 1979
j'-.v- 'WESTERBEKE
~
WESTERBEKECORPORATION
MYLES STANDISH INDUSTRIAL PARK
150 JOHN HANCOCK ROAD, TAUNTON, MA 02780-7319
3
SECTION INDEX
GENERAL
Introduction
Installation
Operation
Maintenance
ENGINE OVERHAUL
OTHER OVERHAUL
Marine Engine Electrical System
Cooling System (External)
Transmissions
GENERATOR SETS
HYDRAULIC CRANKING SYSTEM
SERVICE BULLETINS
4
YOUR NOTES
INTRODUCTION
5
IMPORTANT
THIS MANUAL IS A DETAILED GUIDE TO THE INSTALLATION, START-UP, OPERATION
AND MAINTENANCE OF YOUR WESTERBEKE MARINE DIESEL ENGINE. THE INFORMATION IT CONTAINS IS VITAL TO THE ENGINE'S DEPENDABLE, LONG TERM OPERATION.
READ IT
KEEP IT IN A SAFE PLACE
KEEP IT HANDY FOR REFERENCE AT ALL TIMES
FAILURE TO DO SO WILL INVITE SERIOUS RISK, NOT ONLY TO YOUR INVESTMENT,
BUT YOUR SAFETY AS WELL.
UNDERSTANDING THE DIESEL ....
The diesel engine closely resembles the
gasoline engine inasmuch as the mechanism
is essentially the same. Its cylinders
are arranged above its closed crankcase;
its crankshaft is of the same general type
as that of a gasoline engine; it has the
same sort of valves, camshaft, pistons,
connecting rods, lubricating system and
reverse and reduction gear.
Therefore, it.follows to a great extent
that a diesel engine requires the same
preventative maintenance as that which any
intelligent operator would give to a gasoline engine. The most important factors
are proper maintenance of the fuel, lubricating and cooling systems. Replacement
of fuel and lubricating filter elements at
the time periods specified is a must, and
frequent checking for contamination (i.e.
water, sediment etc.) in the fuel system
is also essential. Another important
factor is the use of the same brand of
"high detergent" diesel lubricating oil
designed specifically for diesel engines.
The diesel engine does differ from the
gasoline engine, however, in the method of
handling and firing its fuel. The carburetor and ignition systems are done away
with and in their place is a single component - the Fuel Injection Pump - which
performs the function of both.
Unremitting care and attention at the
factory have resulted in a Westerbeke
engine capable of many thousands of hours
of dependable service. What the manufacturer cannot control, however, is the
treatment it receives in service. This
part rests with you!
ORDERING PARTS
Whenever replacement parts are needed,
always include the complete part description and part number (see separate Parts
List furnished, if not part of this publication). Be sure to include the
engine's model and serial number. Also
be sure to insist upon Westerbeke factory
packaged parts, because "will fit" parts
are frequently not made to the same
specifications as original equipment.
GENERATOR SETS
Westerbeke diesels are used for both
the propulsion of boats and for generating
electrical power. For generator set applications, all details of this Manual
apply, except in regard to certain portions of the Installation, Operation and
Maintenance sections. Additional information is provided in the section titled
Generator Sets, Section T.
6
INSTALLATION
7
FOREWORD
Since the boats in which these engines are used are many and varied,
details of engine installation are equally so. It is not the purpose of
this section to advise boatyards and engine installers on the generally
well understood and well developed procedures for installation of engines. However, the following outline of general procedure is included
because it is valuable in explaining the functions of each component,
the reasons why, the precautions to be watched and the relationship of
the installation to the operation of the engine. There are details of
the installation which should have a periodic check and of which the
operator should have a thorough understanding to insure good operating
conditions for the engine and correct procedure for its servicing.
INSPECTION OF EQUIPMENT
The engine is shipped from the factory
mounted securely and properly crated. Accessory equipment is shipped in a separate
small box, usually packed with the engine
crate.
Before accepting shipment from the
transportation company, the crate should
be opened and an inspection made for concealed damage. If either visible or concealed damage is noted, you should require
the delivering agent to sign "Received in
damaged condition". Also check contents
of the shipment against the packing list
and make sure note is made of any discrepancies. This is your protection against
loss or damage. Claims for loss or damage
must be made to the carrier, not to J. H.
Westerbeke Corporation.
RIGGING AND LIFTING
The engine is fitted with lifting rings.
Rope or chain slings should be attached to the rings and the engine lifted
by means of tackle attached to this sling.
The lifting rings 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 the engine lifting eyes in significant sheer stress. Strain on the
engine lifting eyes must not be in excess
of 100 from the vertical. A spacer bar
must be placed between the two lifting
eyes, if supported by valve cover studs.
The general rule in moving engines is
to see that all 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 possibility of accidents by avoiding haste. Do
not lift from the propeller coupling, or
pry against this with crowbar, as you may
distort the coupling.
In some cases it may be necessary to
lift the engine in other than the regular
horizontal position. It may be that the
engine must be lowered endwise through a
small hatchway which cannot be made larger.
If the opening is extremely restricted it
is possible to reduce, to some extent, the
outside clearances such as generator,
cooling piping, water tank, filters,
mounting lugs, etc. This accessory equipment should be removed by a competent
mechanic and special care should be taken
to avoid damage to any exposed parts and
to avoid dirt entering openings. The parts
which have been removed should be returned
to position as soon as the restriction has
been passed.
In case it is necessary to hoist the
engine either front end upwards or reverse
gear end upwards, the attachment of slings
must be done very carefully to avoid the
possibility of damage to the parts on
which the weight may bear. It is best if
special rigging work be done by someone
experienced and competent in the handling
of heavy machinery.
ENGINE BOLTS
It is recommended that bronze hanger
bolts of appropriate size be used through
the engine flexible mounts. Lag screws
are less preferred because their hold on
the wood is weakened every time they are
moved, whereas the lag bolt stays in position and the nut on top is used to tighten the engine down or is removed to permit
the engine to be lifted. The bolt itself
stays in pos~tion at all times, as a stud,
and the bond between the bolt and the wood
is not weakened by its removal.
8
FOUNDATION FOR ENGINE
A good engine bed contributes much
toward the satisfactory operation of the
engine. The engine bed must be of rigid
construction and neither deflect nor twist
when subjected to the engine weight or the
position the boat may have to take under
the effects of rough seas. The bed must
keep the engine within one or two thousandths of an inch of this position at all
times. It has to withstand the forward
push of the propeller which is applied to
the propeller shaft, to the thrust washer
bearing in the engine and finally to the
engine bolts and engine bed.
In fiberglas hulls, we recommend that
similar wooden stringers as in wooden
hulls be formed and fitted, then glassed
to the hull securely. This allows hanger
bolts to be installed firmly in wood, thus
reducing noise and transmitted vibration.
The temptation to install the engine on
a pair of fiberglas "angle irons" should
be resisted. Such construction will allow
engine vibrations to pass through to the
hull. Flexible mounts require a firm
foundation against which to react if they
are to do their job. When possible, follow
bed design "A" and avoid bed design "B".
GOOD
A
PROPELLER COUPLING
Each Westerbeke Diesel engine is regularly fitted with a suitable coupling for
connecting the propeller shaft to the
engine.
The coupling must not only transmit the
power of the engine to turn the shaft, but
must also transmit the thrust either ahead
or astern from the shaft to the thrust
bearing which is built into the reduction
gear housing of the engine. This coupling
is very carefully machined for accurate
fit.
For all engine models, a propeller halfcoupling, bored to shaft size for the
specific order, is supplied. The coupling
either has a keyway with set screws or is
of the clamping type.
The forward end of the propeller shaft
has a long straight keyway. Any burrs
should be removed from the shaft end. The
coupling should be a light drive fit on
the shaft and the shaft should not have to
be scraped down or filed in order to get a
fit. It is important that the key be
properly fitted both to the shaft and the
coupling. The key should fit the side of
the keyway very closely, but should not
touch the top of the keyway in the hub of
the coupling.
If it seems difficult to drive the
coupling over the shaft, the coupling can
be expanded by heating in a pail of boiling water. The face of the propeller
coupling must be exactly perpendicular to
the centerline or axis of the propeller
shaft.
PROPELLER
The type and size of propeller varies
with the gear ratio and must be selected
to fit the application based upon boat
tests. To utilize the full power of the
engine, and to achieve ideal loading conditions, it is desirable to use a propeller which will permit the engine to reach
its full rated speed at full throttle
under normal load.
ALIGNMENT OF ENGINE
The engine must be properly and exactly
aligned with the propeller shaft. No
matter what material is used to build a
boat it will be found to be flexible to
some extent and the boat hull will change
its shape to a greater extent than is
usually realized when it is launched and
operated in the water. It is therefore
very important to check the engine align-
9
ment at frequent intervals and to correct
any errors when they may appear.
Misalignment between the engine and the
propeller shaft is the cause of troubles
which are blamed often on other causes.
It will create excessive bearing wear,
rapid shaft wear and will, in many cases,
reduce the life of the hull by loosening
the hull fastenings. A bent propeller
shaft will have exactly the same effect
and it is therefore necessary that the
propeller shaft itself be perfectly
straight.
One particularly annoying result of misalignment may be leakage of transmission
oil through the rear oil seal. Check to
make sure that alignment is within the
limits prescribed.
The engine should be moved around on
the bed and supported on the screw-jacks
or shims until the two halves of the couplings can be brought together without using
force and so that the flanges meet evenly
all around. It is best not to drill the
foundation for the foundation bolts until
the approximate alignment has been accurately determined.
Never attempt a final alignment with
the boat on land. The boat should be in
the water and have had an opportunity to
assume its final water form. It is best
to do the alignment with the fuel and
water tank about half full and all the
usual equipment on board and after the
main mast has been stepped and final rigging has been accomplished.
Take plenty of time in making this
alignment and do not be satisfied with
anything less than perfect results.
The alignment is correct when the shaft
can be slipped backwards and forward into
the counterbore very easily and when a
feeler gauge indicates that the flanges
come exactly together at all points. The
two halves of the propeller coupling
should be parallel within 0.002 inches (A).
~
\
I
\
/
In making the final check for alignment,
the engine half coupling should be held in
one position and the alignment with the
propeller coupling tested with the propeller
coupling in each of four positions, rotated
90 0 between each position. This test will
also check whether the propeller half coupling is in exact alignment on its shaft.
Then, keeping the propeller coupling in one
position the alignment should be checked
rotating the engine half coupling to full
position each 90 0 from the next one.
The engine alignment should be rechecked
after the boat has been in service for one
to three weeks and, if necessary, the
alignment remade. It will usually be
found that the engine is no longer in
alignment. This in not because the work
was improperly done at first, but because
the boat has taken some time to take its
final shape and the engine bed and engine
stringers have probably absorbed some
moisture. It may even be necessary to realign at a further period.
The coupling should always be opened up
and the bolts removed whenever the boat is
hauled out or moved from the land to the
water, and during storage in a cradle.
The flexibility of the boat often puts a
very severe strain on the shaft or the
coupling or both when it is being moved.
In some cases the shaft has actually been
bent by these strains. This does not apply
to small boats that are hauled out of the
water when not in use, unless they are
dry for a considerable time.
EXHAUST SYSTEM
Exhaust line installations vary considerably and each must be designed for the
particular job. The general requirements
are to provide an outlet line with a minimum of restrictions and arranged so that
sea water, rain water, or condensation
cannot get back into the engine. There
should be a considerable fall in the line
between the exhaust manifold flange and
the discharge end. This slope in the pipe
makes it difficult for water to be driven
in very far by a wave; and a steep drop
followed by a long slope is better than a
straight gradual slope. Avqid any depression or trough to the line which would
fill with water and obstruct the flow of
exhaust gas. Also avoid any sharp bends.
Brass or copper is not acceptable for
wet exhaust systems, as the combination of
salt water and diesel exhaust gas will
10
cause rapid deterioration. Galvanized
iron fittings and galvanized iron pipe is
recommended for the exhaust line. The exhaust line must be at least as large as
the engine exhaust manifold flange and be
increased in size if there is an especially long run and/or many elbows. It should
be increased by 1/2" in I. D. for every 10
feet beyond the first 10 feet.
support for the rubber hose to prevent
sagging, bending, and formation of water
pockets.
Always arrange that water discharge
into the rubber hose section is behind a
riser or sufficiently below the exhaust
flange so that water cannot possibly flow
back into the engine. Also make sure that
entering sea water cannot spray directly
against the inside of the exhaust piping.
Otherwise excessive erosion will occur.
MEASURING EXHAUST GAS BACK PRESSURE
Back pressure must be measured on a
straight section of the exhaust line and
as near as possible to the engine exhaust
manifold. The engine should be run at
maximum load during the measurement period.
Set-up should be as shown below.
1. For normally asperated engines:
Pressure Test Mercury Test Water Column
1-1/2" Max PSI 3" Mercury
39"
EXHAUST SYSTEM WITH WATER JACKETED
STANDPIPE
To insure vibration doesn't transmit to
hull, use a flexible section preferably of
stainless steel, no less than 12" overall,
threaded at each end and installed as
close to the engine as possible. This
flexible section should be installed with
no bends and covered with insulating material. The exhaust pipe should be properly
supported by brackets to eliminate any
strain on the manifold flange studs. Many
installations use flexible rubber exhaust
hose for the water cooled section of the
exhaust line because of the ease of installation and flexibility. Provide adequate
1-311.." 0,0.
0;
1.3/4" 0.0.
5-318"
'0'1"'0 0
1"11J~"L
ER, PN
11-1/2"
01.0,
1)1;1,.
WATER LIFT EXHAUST SYSTEM WITH
"HYDRO-HUSH" MUFFLER
2. For turbo-charged engines:
Pressure Test Mercury Test Water Column
19-1/2"
0.75 Max PSI
1-1/2" Mercury
Checking The Back Pressure
1. Exhaust pipe flange
2. Exhaust line
3. Transparent plastic hose, partly filled
with water. Measurement "A" may not
exceed 39" for normally asperated
engines and 19.5" for turbo-charged
engines.
WATER CONNECTIONS
Seacocks and strainers should be of the
full flow type at least one size greater
than the inlet thread of the sea water
pump. The strainer should be of the type
which may be withdrawn for cleaning while
the vessel is at sea.
Water lines can be copper tubing or
wire-wound, reinforced rubber hose. In
11
any case, use a section of flexible hose
that will not collapse under suction, between the hull inlet and engine and between
the outlet and the exhaust system. This
takes up vibration and permits the engine
to be moved slightly when it's being realigned. Do not use street elbows in
suction piping. All pipe and fittings
should be of bronze. Use sealing compound
at all connections to prevent air leaks.
The neoprene impeller in the sea (raw)
water pump should never be run dry.
FUEL TANK AND FILTERS
Fuel tanks may be of fiberglass, monel,
aluminum, plain steel or terne plate. If
made of fiberglass, be certain that the
interior is gel coated to prevent fibers
from contaminating the fuel system.
Copper or galvanized fuel tanks should not
be used. It is not necessary to mount the
tank above the engine level as the fuel lift
pump provided will raise the fuel from the
tank. The amount of lift should be kept
minimum (6 feet being maximum). If a tank
is already installed above engine level it
can be utilized in this position. Great
care should be taken to ensure that the fuel
system is correctly installed so that airlocks are eliminated and precautions taken
against dirt and water entering the fuel.
A primary fuel filter of the water collecting type should be installed between
the fuel tank and the fuel lift pump. A
recommended type is available from the
list of accessories. The secondary fuel
filter is fitted on the engine between the
fuel lift pump and the injection pump and
has a replaceable element.
As the fuel lift pump has a capacity in
excess of that required by the injection
pump, the overflow is piped to the fuel
tank and should be connected to the top of
the tank or as near the top as possible.
To insure satisfactory operation, a
diesel engine must have a dependable supply of clean diesel fuel. For this reason,
cleanliness and care are especially important at the time when the fuel tank is
installed, because dirt left anywhere in
the fuel lines or tank will certainly
cause fouling of the injector nozzles when
the engine is started for the first time.
FUEL PIPING
We recommended copper tubing together
with suitable fittings, both for the supply
line and the return line. Run the tubing
in the longest pieces obtainable to avoid
the use of unnecessary fittings and connectors. The shut off valve in the line
between the fuel tank and engine should be
of the fuel oil type, and it is important
that all joints be free of pressure leaks.
Keep fuel lines as far as possible from
exhaust pipe for minimum temperature, to
eliminate "vapor locks".
The fuel piping leading from the tank
to the engine compartment should always be
securely anchored to prevent chafing.
Usually the copper tubing is secured by
means of copper straps.
The final connection to the engine
should be through flexible rubber hoses.
ELECTRIC PANEL
The Westerbeke all-electric panel utilizes an electronic tachometer with a
built-in hour meter. Tachometer cables
are no longer required, except for the
Skipper mechanical panel. Mounted on the
panel are an ammeter, water temperature
gauge and oil pressure gage. Each instrument is lighted. The all-electric panel
is isolated from ground and may be mounted
where visible. It is normally pre-wired.
WESTERBEKE ALL-ELECTRIC PANEL
SKIPPER MECHANICAL TACH PANEL
ELECTRICAL EQUIPMENT
Most Westerbeke engines are supplied
pre-wired and with plug-in connectors.
Never make or break connections while the
engine is running. Carefully follow all
instructions on the wiring diagram sup-
12
plied, especially those relating to fuse/
cicuit breaker requirements.
Starter batteries should be located as
close to the engine as possible to avoid
voltage drop through long leads. It is
bad practice to use the starter batteries
for other services unless they require low
amperage or are intermittent'. In cases
where there are substantial loads (from
lights, refrigerators, radios, depth
sounders, etc.) it is essential to have a
complet"e, separate system and to provide
charging current for this by means of a
second alternator or "alternator output
splitter".
Starter batteries must be of a type
which permits a high rate of discharge
(Diesel starting).
Carefully follow the recommended wire
sizes shown in the wiring diagrams. Plan
installation so the battery is close to
engine and use the following cable sizes:
111 111/0
#2/0
113/0
for distances up to 8 feet
- for distances up to 10 feet
- for distances up to 13 feet
- for distances up to 16 feet
MECHANICAL CONTROLS
The recommended practice is to have the
stop-run lever loaded to the run position
and controlled by a sheathed cable to a
push-pull knob at the pilot station. The
throttle lever should be connected to a
Morse type lever at the pilot station by
a sheathed cable.
The transmission control lever may be
connected to the pilot station by a flexible, sheathed cable and controlled by a
Morse type lever. The single-lever type
gives clutch and throttle control with
full throttle range in neutral position.
The two-lever type provides clutch control
with one lever and throttle control with
the other.
Any bends in the control cables should
be gradual. End sections at engine and
transmission must be securely mounted.
After linkages are completed, check the
installation for full travel, making sure
that, when the transmission control lever
at the pilot station is in forward,
neutral and reverse, the control lever on
the transmission is on the respective
detent. Check the throttle control lever
and the stop-run lever on the fuel injection pump for full travel.
OPERATION
PREPARATION FOR FIRST START
The engine is shipped "dry" ... with lubricating oil drained from the crankcase
and transmission. Therefore, be sure to
follow these recommended procedures carefully before starting the engine for the
first time.
1. Remove oil filler cap and fill oil sump
with heavy duty, diesel lubricating oil
to the highest mark on the dipstick.
See table under Maintenance for an approved lubricating oil. Do not overfill. Select an approved grade from
the listing and continue to use it.
2. If the Reverse Gear has a manual clutch,
fill to the highest mark on the dipstick with S.A.E. 30 lubricating oil.
You may use the same oil as in the engine.
If Reverse Gear is hydraulic, fill to
the highest mark on the dipstick with
type A Hydraulic fluid. Do not overfill.
3. Fill fresh water cooling system only
after opening all pet-cocks and plugs
until all entrapped air is expelled.
On fresh water cooled engines, fill the
fresh water cooling system with fresh
clean water and/or anti-freeze solution
(see Cold Weather precautions in Maintenance Section).
Use a 50-50 anti-freeze solution if cold
weather is to be experienced.
Fill surge tank to within one inch of
the top. Check this level after engine
has run for a few minutes. If trapped
air is released, the water level may
have dropped. If so, refill tank to
within one inch of top and replace
filler cap.
4. Ensure battery water level is at least
3/8" above the battery plates and battery is fully charged so that it is
capable of the extra effort that may be
required on the first start.
5. Fill fuel tank with clean Diesel fuel
oil; No. 2 diesel fuel oil is recommended. The use of No. 1 is permissible
but No. 2 is preferred because of its
higher lubricant content.
NOTE: If there is no filter in the filler
of the fuel tank, the recommended procedure is to pour the fuel through a funnel
of 200 mesh wire screen.
6. Fill grease cup on water pump, if present, with a good grade of water pump
grease.
13
BLEEDING THE SYSTEM
The fuel injection system of a compression ignition engine depends upon very
high fuel pressure during the injection
stroke to function correctly. Relatively
tiny movements .of the pumping plungers produce this pressure and if any air is present inside the high pressure line, then
this air acts as a cushion and prevents the
correct pressure, and therefore fuel injection, from being achieved.
In consequence it is essential that all
air is bled from the system whenever any
part of the system has been opened for
repair or serv~c~ng. Running out of fuel
is a misfortune that also necessitates
complete bleeding of the system before the
engine can be restarted.
The following instructions for fuel
system bleeding apply to typical systems
using in-line DPA pumps (shown in Figs.1
and 2).
Before priming and bleeding, insure
that the outside of the bleed screws and
surrounding area is thoroughly clean to
prevent dirt and foreign matter entering
the system.
DPA DISTRIBUTOR PUMPS The following priming and venting sequence is applicable to
both mechanically and hydraulically governed DPA pumps. The only difference is the
physical location on the pump of the governor bleed screw "D" and this is indicated in the appropriate illustration,
Fig. 1
14
bleeding proceeds as follows.
Leave the governor bleed screw "D"
slackened. Next slacken any two injector
pipe line connections at the injector end.
Set the throttle to the fully open position and turn the engine until fuel free
from air flows from the unions. Then retighten the loosened injector pipe unions.
Start the engine and run it at fast
idling speed until air-free fuel exudes
from the governor bleed screw "D". Tighten
this screw and stop the engine.
Governing may be erratic during this
procedure, therefore stand by to stop the
engine should any excessive engine speed
develop.
RECOMMENDED SPARES Owners are often in
I-..:-y -l
doubt as to the amount of fuel injection
Fig. 2
equipment spares to carry. A great deal
depends upon the use of the craft and its
location. General coastal use in wellIf the fuel system is fitted with a
populated areas is one thing, but voyaging
fuel feed pump, slacken both the filter
up the Amazon delta, for example, would be
bleed screw "A" and the injection pump
quite different and would require a comfuel inlet union "B", and operate the hand
prehensive spares kit.
priming lever of the feed pump until fuel
Generally speaking, the average boat
free from air issues from both the vents.
owner is within relatively easy reach of
Tighten both the vent connections. In a
service centers and requires spares only as
gravity fed fuel system turn on the fuel
insurance against breakdown and for general
and carry out the same procedure with the
servicing within the scope of the owner or
bleed screw and fuel inlet.
crew.
Slacken the vent valve fitted to one of
A suitable kit for such a purpose would
the two hydraulic head locking screws "c"
consist of a replacement filter element and
and the bleed screw "D" on the governor
a set of sealing and "0" rings for each
housing. Operate the hand priming lever of
filter. Spare bleed screws for pumps and
the feed pump, until fuel free from air
filters are also required, for screws are
bubbles issues from the vent "c" and then
easily
lost or damaged in a boat when bleedtighten this bleed screw.
ing
the
system. A full set of high pressure
NOTE: The space within the governor housinjection
pipes should also be carried, for
ing (vented by screw "D") is normally
a
fractured
or cracked pipe could occur at
filled, and its contents lubricated,
any
time
and
no patching is possible with
by fuel oil back-leaked from the pump
these
pipes.
The correct set of pipes can
plungers, the pump rotor and the adbe
obtained
from
the engine manufacturer's
vance device if fitted. This is the
agent
or
service
center
and will be supplied
normal way in which this space becomes
already
bent
to
shape
and
cleaned internfilled with oil and this can naturally
ally
with
both
ends
plugged
against the
take a long time at feed pump pressures.
entry
of
dirt.
They
will
be
supplied packHowever, if the reason that the pump is
ed
as
a
set
and
it
is
important
to keep
being vented is because a pipe line or inthem
this
way
until
required
for
use. It
jector or filter element has been changed
is
vitally
important
that
the
internal
suror serviced or the system has run out of
face
of
the
pipe
is
kept
scrupulously
fuel, then the governor housing will still
clean until fitted to the engine.
be filled with fuel oil and bleeding by
A spare set of fuel injectors of the
means of the hand priming lever of the
right
type and correctly set for the parfeed pump will suffice. In this event,
ticular
engine together with a set of the
close the governor bleed screw "D" as sOon
correct
seating
washers will not only enas fuel free from air issues from the vent.
able
defective
injectors
to be changed
If, however, a new pump has been fitted
when
required
but
will
also
permit engine
to the system, then its governor housing
use
while
one
set
is
away
being
serviced.
will most likely be empty of fuel oil and
Fig. 1 for mechanically governed and Fig.
2 for hydraulically governed pumps.
I
"
I
15
Do be careful to check with the engine
parts list regarding whether the engine
requires injector seating washers or not.
Additionally, spare banjo bolts and
washers for back leak pipes and low pressure pipes are handy things to have when a
joint starts leaking. Remember no equipment ever breaks down when it is stationary in port. Breakdowns and trouble occur
when the equipment is working - and that
means at sea!
Do not forget the tools. Always carry
the correct spanners for the job - hammers
and adjustable wrenches may be all right
in some locations, but please, not around
your fuel injection equipment on your
craft.
HINTS AND TIPS It is essential to stress
the need for absolute cleanliness of the
fuel at all times. This requirement also
extends to methods of operating and servicing the equipment and to precautions about
refueling.
A useful hint when changing filter elements is to obtain a polythene bag large
enough and strong enough to hold the filter
element and put this around the element and
filter head before unscrewing the center
bolt. Undo the center bolt and allow element, oil and base all to go into the bag.
Then empty the bag into a bowl or container
large enough for the contents to be separated and the base and sealing rings recovered if required.
Granulated pieces of substance familiar
to all cat owners who live in apartments
and sold for use in cat litter boxes is
ideal for soaking up diesel fuel spilled
when venting or removing pipe lines. Put
the material down before working on the
system.
Barrier creams of the oil-defying kind
are useful and make life much easier when
removing the grime from hands. Put on the
cream before the job is tackled and then
dirt, grease and cream are removed together
when the job is completed.
In the majority of fueling installations
fuel will be supplied through a hose always wipe the pump nozzle with a clean
non-fluffy piece of cloth before use. None
of those grubby old swabs, please - they
will do far more harm than good. If you
spill any fuel on tank, deck or fittings,
wipe it off right away. Diesel fuel oil
does not evaporate as does gasoline, and
if left, will gather dirt and grit, will
track everywhere and keep on smelling. Be
careful where you put down the fuel tank
cap when refueling - see that it doesn't
pick up dirt or grit - this is how quite
a lot of dirt gets into the tank.
Avoid dubious sources of fuel. Job
lots of unknown origin are not always the
bargain they appear to be and fuel injection equipment is expensive to renew when
damaged.
WHEN ENGINE STARTS
1. Check Oil Pressure immediately. Normal
oil pressure is approximately 50 psi at
operating speeds, 15 psi when idling.
(Extremely hot engine.)
2. Check Sea Water Flow. Look for water
at exhaust outlet. Do this without
delay.
3. Recheck Crankcase Oil. After the engine has run for 3 or 4 minutes, subsequent to an oil change or new installation, stop the engine and check the
crankcase oil level. This is important as it may be necessary to add oil
to compensate for the oil that is required to fill the engine's internal
oil passages and oil filter. Add oil
as necessary. Check oil level each day
of operation.
4. Recheck Transmission Oil Level.
(This
applies only subsequent to an oil change
or a new installation.) In such a case,
stop the engine after running for several minutes at 800 rpm with one shift
into forward and one into reverse, then
add oil as necessary. Check oil level
each day of operation.
5. Recheck Expansion Tank Water Level, if
engine is fresh water cooled. (This
applies after cooling system has been
drained or filled for the first time.)
Stop engine after it has reached operating temperature of l75 0 F and add
water to within one inch of top of tank.
WARNING: The system is pressurized when
overheated and the pressure must be released gradually if the filler cap is to
be removed. It is advisable to protect
the hands against escaping steam and turn
the cap slowly counter-clockwise until the
resistance of the safety stops is felt.
Leave the cap in this position until all
pressure is released. Press the cap downwards against the spring to clear the
safety stops, and continue turning until
it can be lifted off.
6. Warm-up Instructions. As soon as possible, get the boat underway but at reduced speed, until water temp. gauge
indicates l30-lS0 o F. It necessary, en-
16
gine can be warmed up with the clutch
in neutral at 1000 rpm. Warming up
with clutch in neutral takes longer and
tends to overheat the transmission, if
partial engagement occurs, which can be
detected by propeller shaft rotation.
7. Reverse Operation. Always reduce engine to idle speed when shifting gears.
However, when the transmission is engaged, it will carry full engine load.
NOTE: The SAO tran-smission requires that,
when backing down, the shift lever must be
held in the reverse position, since it has
no positive overcenter locking mechanism.
STOPPING ENGINE
1. Position shift lever in neutral.
2. Move throttle lever to idle position.
3. Pull fuel push-pull STOP control out.
(The stop control functions by cutting
off the fuel from the fuel injection
pump.)
NOTE: Idle engine for a few minutes to
dissipate heat gradually before shutdown.
OPERATING PRECAUTIONS
1. Never run engine for extended periods
when excessive overheating occurs as
extensive internal damage can be caused.
2. DO NOT put cold water in an overheated
engine. It can crack cylinder head,
block, or manifold.
3. Keep intake silencer free from lint,
etc.
4. Do not run engine at high RPM without
clutch engaged.
5. Never Race a Cold Engine as internal
damage can occur due to inadequate oil
circulation.
6. Keep the engine and accessories clean.
7. Keep the fuel clean. Handle it with
extreme care because water and dirt in
fuel cause more trouble and service in8. Do not allow fuel to run low, because
fuel intake may be uncovered long
enough to allow air to enter the
system, resulting in lost -time required for priming.
9. Do not be alarmed if temperature gauges
show a high reading following a sudden
stop after engine has been operating at
full load. This is caused by the
release of residual heat from the heavy
metal masses near the combustion
chamber. Prevention for this is to run
engine at idle for a short period
before stopping it. High temperature
reading after a stop does not necessarily signal alarm against restarting.
If there is no functional difficulty,
temperatures will quickly return to
normal when engine is operating.
17
TEN MUST RULES
IMPORTANT
IMPORTANT
IMPORTANT
... for your safety and your engine's dependability.
ALWAYS 1. Keep this Manual handy and read it whenever in doubt.
2. Use only filtered fuel oil and check lube oil level daily.
3. Check cooling water temperature frequently to make sure it is 1900
or less.
4. Close all drain cocks and refill with water before starting out.
5. Investigate any oil leaks immediately.
NEVER 6. Race the engine in neutral.
7. Run the engine unless the gauge shows proper oil pressure.
8. Break the fuel pump seals.
9. Use cotton waste or fluffy cloth for cleaning or store fuel in a
galvanized container.
10. Subject the engine to prolonged overloading or continue to run it
if black smoke comes from the exhaust.
18
YOUR NOTES
19
MAINTENANCE
PERIODIC ATTENTION:
After you have taken delivery of your
engine, it is important that you make the
following checks right after the first
fifty hours of its operation:
FIFTY HOUR CHECKOUT (INITIAL)
Do the following:
1. Retorque the cylinder head bolts.
2. Retorque the rocker bracket nuts and
adjust valve rocker clearance.
3. Check and adjust, if necessary, the
forward drum assembly and the reverse
band on manual SAO and SA-l transmissions.
4. Change engine lubricating oil and oil
filter.
5. Check for fuel and lubricating oil
leaks. Correct if necessary.
6. Check cooling system for leaks and inspect water level.
7. Check for loose fittings, clamps,
connections, nuts, bolts, vee belt
tensions etc. Pay particular attention to loose engine mount fittings.
These could cause mis-alignment.
DAILY CHECKOUT
Do the following:
1. Check sea water strainer, if one has
been installed.
2. Check water level in cooling system.
3. Check lubricating oil level in sump.
Fill to highest mark on dipstick.
4. Turn down grease cup on water pump,
if used, one full turn.
5. Check lubricating oil level in transmission. Fill to highest mark on
dipstick.
FIGURE 1
SEASONAL CHECK-OUT (MORE OFTEN IF POSSIBLE)
Do the following:
1. Check generator or alternator "V"
belt for tension.
2. Check water level in battery.
3. Cqange oil in sump. Oil may be
sucked out of sump by attaching a
suction hose (3/8" ID) over the outside of the oil sump pipe, located
aft of the dipstick. Figure 1.
See Note, next page.
4. Replace lubricating oil filt~r. Fig. 2.
See Note, next page.
5. Fill sump with approximately 4.5 US
quarts of diesel lubricating oil to
high mark on dipstick. Do not over
fill. See Note next page.
FIGURE 2
20
CAUTION: The use of different brands of
lubricating oils during oil changes has
been known to cause extensive oil sludging and may in many instances cause complete oil starvation.
6. Start engine and run for 3 or 4
minutes. Stop engine and check oil
filter gasket for leaks. Check oil
sump level. This is important as it
may be necessary to add oil to compensate for the oil that is required
to fill the engine's internal oil
passages and oil filter. Add oil as
necessary. Change oil in transmission.
Use SAE 30, High Detergent Lubricating
Oil, Service DG, DM, or DS. Do not
overfill. See note below.
3. Fill fresh water cooling system with
antifreeze of a reputable make. (Refer
to Cold Weather Precautions.)
4. Start engine. When temperature gauge
indicates 175 0 F, shut engine down and
drain lubricating oil. Remove and replace filter. Fill sump with High Detergent Lubricating Oil.
5. Remove air filter. Carefully seal air
intake opening with waterproofed adhesive tape or some other suitable medium.
6. Seal the exhaust outlet at the most accessible location as close to the engine as possible.
7. Remove injectors and spray oil into
cylinders.
8. Replace injectors with new sealing
washer under each injector. Turn engine
slowly over compression.
IMPORTANT NOTE:
9. Top off fuel tank completely so that no
IT IS MANDATORY THAT THE CHECKS 3, 4, 5
air space remains, thereby preventing
AND 6 BE ATTENDED TO WHEN TOTAL OPERATING
water formation by condensation.
TIME REACHES 150 HOURS. IN SOME INSTANCES,
10.
Leave fuel system full of fuel.
THIS TOTAL IS REACHED BEFORE END OF SEASON.
11. Change fuel filters before putting the
7. Clean Air Filter. The time period for
engine back in service.
replacing the air filter depends on
12. Wipe engine with a coat of oil or
operating conditions, therefore, under
grease.
extremely dirty conditions, the season- 13. Change oil in transmission.
al frequency should be increased. The 14. Disconnect battery and store in fully
correct time periods for replacing the
charged condition. Before storing the
filter will greatly assist in reducing
battery, the battery terminals and
bore wear, thereby extending the life
cable connectors should be treated to
of the engine.
prevent corrosion. Recharge battery
8. Check engine for loose bolts, nuts,
every 30 days.
etc.
15. Check alignment.
9. Check sea water pump for leaks.
10. Wash primary filter bowl and screen.
If filter bowl contains water or sediment, filter bowl and secondary oil
fuel filter need to be cleaned more
frequently.
11. Replace secondary fuel filter element.
12. Replace air filter.
END OF SEASON SERVICE
1. Drain fresh water cooling system by removing the surge tank pressure cap and
opening all water system petcocks.
2. Remove zinc rod (usually located in
heat exchanger) and see if it needs
replacing. The zinc rod will take
care of any electrolysis that may occur
between dissimilar metals. Insert new
zinc if necessary.
21
LUBRICATING OILS
Lubricating oils are available for Westerbeke Diesel engines which offer an improved
standard of performance to meet the requirements of modern operating conditions such as
sustained high speeds and temperatures.
These oils meet the requirements of the U. S. Ordnance Specification MIL-L-2l04B
(API Service CC). Any other oils which also conform to these specifications, but are
not listed here are, of course, also suitable.
COMPANY
BRAND
S.A.E. DESIGNATION
OO/45 0 F
45 0 /80 o F
OVER 80 0 F
American Oil Co.
American Supermil Motor Oil
lOW
BP Canada Limited
BP Vanellus
BP Vanellus
Chevron Oil Co.
RPM DELO Multi-Service Oil
lOW
20W/20
30
Cities Service Oil Co.
CITGO Extra Range
lOW
20W/20
30
Continental Oil Co.
CONOCO TRACON OIL
lOW
20W/20
30
Gulf Oil Corporation
Gulflube Motor Oil X.H.D.
lOW
20W/20
30
Mobile Oil Company
Delvac 1200 Series
1210
1220
1230
Shell Oil Company
Shell Rotella TOil
lOW
20W/20
30
Sun Oil Company
Subfleet MIL-B
lOW
20W/20
30
Texaco, Inc.
Ursa Oil Extra Duty
lOW
20W/20
30
lOW
10W/30
20W/20
20W/20
lOW/30
30
30
lOW/3D
22
YOUR NOTES
Al
ENGINE OVERHAUL
The following sections contain detailed
information relating to the proper operating characteristics of the major components
and systems in the
engine. Included are disassembly, rework and reassembly instructions for the guidance of
suitably equipped and staffed marine" engine
service and rebuilding facilities. The
necessary procedures should be undertaken
only by such facilities.
Additional operating characteristics are
included in the Operation Section of this
manual.
Any replacements should be made only with
genuine Westerbeke parts.
A3
ENGINE OVERHAUL CONTENTS
DESCRIPTION .......................................... A4
GENERAL DATA ......................................... A6
EXTERNAL COMPONENTS .................................. A8
INTERNAL COMPONENTS ................................. A10
REMOVAL AND REFITTING ............................... A12
Engine ............................................ A12
Valve Rocker Shaft and Tappets .................... A12
Cylinder Head ..................................... A12
Timing Chain, Chain Wheels and Chain Tensioner .... A13
Camshaft and Front Plate .......................... A14
Oil Pump, Connecting Rods and Pistons ............. A15
Flywheel Housing, Flywheel and Backplate .......... A16
. Crankshaft ........................................ A18
OVERHAUL ............................................ A19
Valve Rocker Shaft and Tappets .................... A19
Cy 1i nder Head ..................................... A20
Timing Chain Tensioner ............................ A21
Injection Pump Chain Wheel ........................ A22
Oil Pressure Relief Valve ......................... A22
Oi 1 Pump .......................................... A23
Flywhee 1.......................................... A23
Camshaft Bearing Liners ........................... A24
Connecting Rod and Piston ......................... A26
Cyl i nder Bores .................................... A27
Crankshaft ........................................ A27
DIESEL FUEL SYSTEM .................................. A28
A4
DESCRIPTION
This high efficiency, naturally aspirated diesel engine is a well-proved
power unit of advanced design and incorporates the very latest results of
research in diesel engineering techniques.
Favorable high power-toweight ratio with outstanding reliability
and the greatest economy in operation
are marked features of the engine.
The Westerbeke 60 engine is robustly
constructed
and
manufactured to
exacting production standards for
withstanding the most arduous duties inherent Westerbeke qualities which
play an important role in reducing
routine attention and maintenance to a
minimum, while at the same time appreciably extending intervals between
major overhauls.
three steel-lined reticular tin aluminum
shell bearings. 2.478 in. (62.94 mm)
diameter giving a total ~rojected area
of 10.424 in 2 (67. 24 cm ).
CONNECTING RODS
'I' section heat-treated alloy steel
stampings. The big-ends are fitted
with steel-backed lead-indium thin
shell bearings, 2.248 in. (57.07 mm)
diameter, and the small ends with
steel-backed lead-bronze alloy bushes,
1. 125 in. (28.58 mm) diameter. Total
big-end
bearing
projected
area
8. 720 in 2 (56. 26 cm 2 ).
PISTONS
Outstanding features of the design
include monobloc construction,
a
forged alloy-steel crankshaft with
'Tuftride' treated bearing journals,
and the Ricardo Comet Mk VB spherical anti-chamber combustion system.
Anodized aluminum alloy with solid
skirt. Each piston has one chromefaced compression ring, one taperfaced compression ring, one stepped
scraper ring, and one slotted oil control ring. The fully-floating gudgeon
pins 1. 125 in. (28. 58 mm) diameter
are located laterally by circlips.
CYLINDER BLOCK AND CRANKCASE
VALVE GEAR
Special cast iron monobloc casting provided with adequate ribs and wide joint
flanges, giving a light construction
with maximum rigidity. Large capacity
water jackets are cast around each
bore. There is a closed circuit breathing system fitted
Overhead
poppet-type valves are
operated by means of flat-faced pistontype tappets and push-rods from the
camshaft, which is situated in the
engine casing and adjacent to the
crankshaft.
The inlet valves are
manufactured from silicon chromium
steel and the exhaust valves from
nickel chromium manganese steel.
Double coil springs are fitted to each
valve.
CYLINDER HEAD
Manufactured from special cast iron
and secured by twenty-five 7/16 in.
(11.1 mm) diameter high tensile steel
studs to the cylinder block. Combustion chambers of Ricardo Comet design
are incorporated and renewable valve
guides are fitted.
CRANKSHAFT
Special
alloy steel forging with
'Tuftride' hardened bearing journals.
The shaft, which is fully counterbalanced by design and also dynamically
and statically balanced, is carried in
CAMSHAFT
Steel forging with case-hardened integral cams and supported in three
steel-backed white metal bearings.
TIMING GEAR
The camshaft and fuel injection pump
are chain driven from the crankshaft.
Slipper and tensioner units are fitted
to ensure smooth working of the timing
gear.
AS
LUBRICA TION SYSTEM
FUEL INJECTION EQUIPMENT
A distributor-type fuel injection pump
incorporating an all-speed mechanical
governor is fitted. The pump is driven
at half-engine speed from stable idling
at approximately 500 rev / min to
3500 rev/min.
The diaphragm-type
lift pump, which incorporates a hand
priming device, is mechanically operated from the engine camshaft and
provides fuel to the injection pump
under constant pressure. Each injector is fitted with a Pintaux-type nozzle
and injects at a pressure of 135 atmos.
(138.9 kgf/cm 2 ) (1984 psi).
A full pressure wet sump system is
employed.
The eccentric-rotor type
pressure pump is located within the
engine crankcase and driven by helical
gears from the camshaft. The pump
has a delivery of 2 gall min (9. 1 litres)
at 1000 rev/min of engine speed and
provides a maximum pressure, controlled by a relief valve, of 50 lbf/ in 2
(3. 62 kgf/ cm 2 ) to all moving parts.
Oil is drawn through a gauze strainer
in the sump and before entering the
system passes through a detachable
external filter of the full flow type. It
is then fed to the main, big-end. camshaft and small-end bearings. A restricted oil supply is fed to the valve
rockers via the hollow rocker shaft and
the returning oil lubricates valve caps,
push-rod ends, and tappets.
.:LJ- - - -LJ
-
,,-
,---
~-~-</
A6
GENERAL DATA
MODEL
Westerbeke 60
TYPE
Indirect injection
Number of cylinders
Four - Vertical
Bore and Stroke
3.50 in. (89 mm) x 4.00 in. (101.6 mm)
Piston Displacement
154.2 in. 3 (2520 cm 3 )
Compression Ratio
19.5:1
Torque
114.4 lb. ft. (15.81 Kg.m) @ 2,000 RPM
Continuous Rating
53 Hp. at 2,500 RPM
Intermittent Rating
60 Hp. at 3,000 RPM
Engine Weight (dry)
750 Ibs. approximately with direct dri ve
Oil Pressure: Idling
15Ib./sq. in. (1.05 Kg./cm 2 )
Norma I Runn i ng
50 Ib./sq in. (3.52 Kg./cm 2 )
Oil Capacity (including filter)
7 quarts
Injection Order
1, 3, 4, 2
Rotation (Engine)
Anti-Clockwise, viewed from flywheel end.
Cooling Capacity
12 quarts
Angle of Installation (max)
15 degrees
Camshaft end float
.003 to .006 In. (.076 to .152 mm.)
Method of adjustment
Chain wheel alignment
t-Aethod of adjustment
Valve Rocker Clearance (cold):
Renew locating plate
Crankshaft and camshaft chain wheel teeth faces in line.
Injection pump chain wheel self aligning.
Shims behind crank shaft chain wheel.
Inlet ---- .012 in. (.30 mm.)
Exhaust ---- .015 in. (.38 mm )
Valve TIming (with .021 in. (.53 mm.) rocker clearance:
open
SO
BTDC
Inlet Valve
0
60
BBDC
Exhaust Valve
closes
400 ABDC
SO ATDC
A7
Torque Wrench Setting
Cylinder head nuts
75 lb. ft. (1 0 . 37 Kg. m.)
Manifold Nuts
221b
Rocker bracket nuts
25 lb. ft. (3.46 Kg. m.)
Big End bolts
50 lb. ft
Flywheel bolts
50 lb. ft. (6.9 Kg. m.)
Main bearing bolts
100 lb. ft. (13.82 Kg. m.)
ft. (3.04 Kg. m.)
(6.9 Kg. m.)
+++. . . ++++ . . . . . 1111111111111.1 • • - . -. . 111 •• '111.1.' II
~"'I"'"
_·_···,""", . . . . . ·. · · . . _. ·_. .·l
•••• , •••• 1.11. 1.111'1.111".,,11, ...... ++ .....................++++-+-++++-++ ...+1111'111111.1,1111
EXTERNAL COMPONENTS
j
J~
~
3-t;~,~-,~~~
""
ife. ilfllii;:1: L
66
.. _"
57
I
1
~"'I"
II
'1 ...................+-+++ ........................................................... 111 • 1 ' 111.1.11 ...... +111111 ••••••• "'1"
"1' I
••• I •• I .11111' 1++-+-++++.++-+ ................ ++ ........................... +-+_, 1 III I II I' •• _
I
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +-++-++-+ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ............
&';
............ - -........... +.......++ ... +............................. +++++.--. . . --++-+++-++.+................... ++-+................ +++ ...................+++ ............................... _ .. + .........................+++.. ~ ....++-•••++-...++-...... +++-+ ...............
··
:
I
-++ ........ + .................. ++++.++
•
.ij
1
:
i
i·i
!
i
iI
I
KEY TO EXTERNAL COMPONENTS
No.
Description
No.
Description
No.
Description
1.
Water outlet.
23.
Crankshaft front oil seal.
45.
Oil pump locating screw.
2.
Gasket.
24.
Degree plate.
46.
Cylinder side cover.
i
3.
Thermostat.
25.
Oil separator.
47.
Gasket.
4.
Heat shield for injector.
26.
Gasket.
48.
Combustion chamber insert.
!
5.
Washer.
27.
Sump drain plug.
49.
Manifold gasket.
6.
Cylinder head.
28.
Washer.
50.
Exhaust manifold.
i
7.
Gasket.
29.
Sump.
51.
Manifold stud.
8.
Cylinder block.
30.
Gasket.
52.
Inlet manifold.
I
9.
Oil dipstick.
31.
Sealing plug for front and rear main bearing caps.
53.
Yoke for manifold.
~
10.
Dipstick tube.
32.
Main bearing bolt.
54.
Washer.
11.
Plug for oil pressure relief valve.
33.
Front main bearing cap.
55.
Nut.
12.
Washer.
34.
Centre main bearing cap.
56.
Gasket for flywheel housing.
13.
Spring.
35.
Rear main bearing cap.
57.
Flywheel housing.
14.
Oil pressure relief valve.
36.
Sealing strip for rear main bearing cap.
58.
Crankshaft rear oil seal.
15.
Front plate.
37.
Main bearings.
59.
Ventilation cover for flywheel housing.
16.
Gasket.
38.
Crankshaft thrust washers.
60.
Top gasket for flywheel housing.
17.
Bolt for injection pump.
39.
Water drain tap.
61.
Washer.
f
I
1
j
I
I
I
i
!
I
I
i
1
I
Ii
..
i
18.
Lock washer for front plate bolts.
40.
Camshaft bearing (front).
62.
Cylinder head nut.
19.
Timing cover.
41.
Camshaft bearing (centre).
63.
Cylinder head nut and rocker cover stud.
20.
Gasket.
42.
Camshaft bearing (rear).
64.
Push rod locating plate.
21.
Injection pump chain wheel cover.
43.
Cap nut.
65.
Gasket. ,
22.
Gasket.
44.
Washer.
66.
Rocker cover.
.ff
I
i
I
I.
f
I
i
I
-1'111 I I II11I1 1 I I 11+1.11111111 I I I I I I I 1 I I I I l i t I I I 1 I 1 1 I I ' I • • • • 1111'
(!6
...........+++++-+-+-+-+-........... +++..........++~ ....
+-+-+-+-+-+-+-+++ .............................. ++++-+.......................
~
o
3--4~
---.
8=
---
~'
°-'
f,i~'8~~
19
17
81
85
83
82
~
~~
2019 18
84
86
~92
~
~\.78~~" ~
'
@
>
.
~
1,~
.
~.'~ \~'~~~..~~1, I, ~J~
ss/
62
.
•
.
60'
'
•
"
\
-'
I,
70
''-J
'
71,
.
. 76
.
n
I .' !
80
; ' "
75
J_ . _ _ ._.
..............._
...............
"
... _......._ " _ _.,,__
.............................
'102
/
.
=• .
...
_..............
"~ ,~'
~.'r~: .
I
10 I
79
100
'
II
If
•
I
II'
I
I
.
.......... _......... .............................. ++++++++++++++++....tIII
++++++++++-+++++++++++++
r·······-····..·-··--······..····_-··..···-·····-·-..·······.... ..... ........--..-..--.---..-...--.----...-...-...-..-..-.....- ..-.-.-..-..--...·-·-......·..--1
·j
!
I!
·ii
·
I
I
I
!·
··
i
i
!
!
I
!
j
!
·~
I
I
i
ij
!
KEY TO INTERNAL COMPONENTS
No.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
Description
Rocker shaft.
Plain plug for shaft.
Screwed plug for shaft.
Rocker bracket (plain).
Rocker bracket (tapped).
Locating screw for shaft.
Lock washer.
Plain washer.
Spring washer.
Nut.
Valve rocker.
Bush for rocker.
Adjusting screw for rocker.
Locknut.
Distance piece (centre).
Distance piece (end).
Spacing spring.
Spring washer.
Plain washer.
Split pin.
Valve guide (inlet).
Valve (inlet).
Valve guide (exhaust).
Valve (exhaust).
Circlip for valve cotter.
Valve cotter.
Valve spring cup.
Oil seal for valve.
Valve spring (inner).
Valve spring (outer).
Valve spring collar.
Push-rod.
Tappet.
Camshaft.
No.
35.
36.
37.
38.
39.
40.
41.
42.
43.
44.
45.
46.
47.
48.
49.
50.
51.
52.
53.
54.
55.
56.
57.
58.
59.
60.
61.
62.
63.
64.
65.
66.
67.
68.
Description
Key for camshaft.
Locati ng plate for camshaft.
Spring washer.
Bolt for locating plate.
Camshaft chainwheel.
Lock washer.
Nut for camshaft.
Timing chain.
Vibration damper for chain.
Shim for timing cover centre boss.
Screw for damper.
Nut.
Lock washer.
Tensioner for chain.
Gasket for tensioner.
Bolt for tensioner.
Lock washer.
Hub for injection pump chain wheel.
Gasket for hub.
Bearing for chain wheel.
Injection pump chain wheel.
Internal circlip for driving flange.
Injection pump driving flange.
Washer for flange.
Bolt for flange.
Oil feed pipe for hub.
Banjo bolt.
Washer for banjo.
Injection timing pointer.
Plain washer.
Spring washer.
Bolt for pointer.
Nut for crankshaft.
Lock washer.
No.
69.
70.
71.
n.
73.
74.
75.
76.
77.
78.
79.
80.
81.
82.
83.
84.
85.
86.
87.
88.
89.
90.
91.
n.
93.
94.
95.
96.
97.
98.
99.
100.
101.
102.
Description
Crankshaft pulley.
Oil thrower.
Crankshaft chain wheel.
Adjusting shim for chain wheel.
Key for crankshaft.
Cran kshaft.
Connecting rod and cap (Nos. 2 and 4).
Connecting rod and cap (Nos. 1 and 3).
Little end bush.
Big-end bearing.
Big-end bolt.
Lock washer.
Circlip.
Gudgeon pin.
Piston.
Compression ring.
Stepped scraper ring.
Slotted oil control ring.
Flywheel.
Starter ring.
Dowel.
Bearing for primary shaft.
Lock washer.
Bolt for flywheel.
Shaft for oil pump.
Key for shaft.
Bolt for oil pump.
Spring washer.
Oil pump body.
Oil pump rotors.
Oil pump cover.
Oil strainer.
Gasket for strainer.
Oil delivery pipe.
I
t
g::
~
Al2
ENGINE
Removing
Drain fresh water system. refer to "Cooling System".
Pump lubrication oil from sump.
Disconnect battery cables from engine.
Disconnect electrical leads from terminals board.
Disconnect fuel pipe clips and fuel pipe from lift pump.
Disconnect exhaust pipe from exhaust manifolds.
Disconnect stop control from injection pump lever.
Disconnect throttle control from injection pump lever.
Disconnect propeller shaft coupling from transmission coupling and move shaft
back approximately four inches.
1O. Remove engine.
1.
2.
3.
4.
5.
6.
7.
8.
9.
VALVE ROCKER SHAFT AND TAPPETS
Removing
1.
2.
3.
4.
5.
6.
Remove rocker cover
Release the rocker brackets from the cylinder head and lift off the rocker shaft
assembly
Remove air intake manifold
Remove the cylinder side cover with oil separator
Withdraw the push-rods
Lift out the tappets.
Refitting
Reverse the procedure in 1 through 6 noting:
1.
2.
3.
Check cylinder head nut. Torque 75 (refer to Section F ;. Par. 17b). "Cylinder
Head".
Torque rocker bracket nuts (25 lb. ft.).
Adjust the valve rocker clearance (refer to Page A30 "Valve Rocker Clearance").
CYLINDER HEAD
Removing
Drain cooling system (refer to Section D).
Disconnect exhaust pipe from manifold.
Disconnect stop control from injection pump lever.
Disconnect throttle control from injection pump lever.
Disconnect electrical lead from temperature sender.
Disconnect hose from thermostat housing.
Disconnect hose from expansion tank to heat exchanger.
Remove fuel pipes from fuel filter.
Remove high pressure pipes from injection pump and injectors.
Remove fuel return lines from each injector.
Disconnect electrical leads from the heater plugs.
Remove rocker cover.
Remove rocker shaft assembly and withdraw the push rods.
Remove combination exhaust manifold/ expansion tank. and air intake manifold.
Remove the cylinder head nuts. using tool 18 G 545 to remove the two which also
serve as rocker cover studs.
16. Lift off the cylinder head and push-rod positioning plate.
1.
2.
3.
4.
5.
6.
7.
8.
9.
1O.
11.
12.
13.
14.
15.
Al3
NOTE: The combustion chamber inserts are a loose fit in the cylinder head. They
must be refitted in their original positions because the cylinder head face is machined
with the inserts installed.
17. Refitting.
a.
b.
c.
d.
Reverse the procedure in 1 to 16, noting:
The cylinder head gasket is marked to ensure correct fitting.
Tighten the cylinder head nuts in the order shown in Fig. 1. Torque 75 lb. ft.
Adjust the valve rocker clearance (see Data).
Bleed the fuel system.
Fig. 2
TIMING CHAIN, CHAIN WHEELS AND CHAIN TENSIONER
Removing
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
a.
b.
c.
d.
e.
Drain cooling system (refer to Section D) .
Disconnect hoses to salt water pump.
Remove four bolts securing salt water pump housing to adapter plate.
Remove drive tang between water pump and engine.
Remove water pump adapter plate.
Slacken alternator mounting and remove belt.
Remove alternator.
Remove the crankshaft nut, using tool 18G 391.
Withdraw the crankshaft pulley, using tools 18G 231 and 18G 231B.
Remove alternator mounting bracket and adjustment bracket.
Remove the degree plate from the timing cover.
Remove the timing cover.
Remove the oil thrower from the crankshaft.
Retract the chain tensioner slipper as shown in Fig. 2
If the chain tensioner alone requires attention, remove it now, but if other components are to be removed leave the tensioner in position.
Remove the camshaft nut using tool 13G 98A.
Position the chain wheel marks as shown in Fig.3 then remove the chain tensioner if it requires overhaul.
Draw the three chain wheels and chain off their shafts.
Refitting. Reverse the procedure in 1 to 18 noting:
Check and, if necessary, adjust the chain wheel alignment (see Data).
Assemble the chain wheels and chain to their shafts with the timing marks as
shown in Fig. 4
Release the chain tensioner as shown in Fig.2
Ensure that the crankshaft front oil seal is serviceable. If necessary renew the
seal, using tools 18G 134 and 18G 134CR.
Centralize the timing cover using tool 18G 3.
Al4
Fig. 3
Fig. 4
..
-
::,,-
--.
l :-
1·,.--
Fig. 5
J
I
'.. ~-~..I
i
r
,
I
I
, __ ~-I
Fig. 6
CAMSHAFT AND FRONT PLATE
Removing
1.
2.
3.
4.
5.
6.
7.
8.
Refer to II Timing Chain. Chain Wheels. and Chain Tensioner". Step 1 through 12.
Remove the oil thrower from the crankshaft.
Retract the chain tensioner slipper as shown in Fig. 2.
Remove the camshaft nut. using tool 18G 98A.
Position the chain wheel marks as shown in Fig. 3.
Draw the three chain wheels and chain off their shafts.
Remove the camshaft locating plate.
Remove the alternator.
IF THE FRONT PLATE IS NOT TO BE REMOVED. OMIT 9 AND 16.
Al5
NOTE: The front plate must be removed to renew the chain vibration damper.
9. Remove the timing chain tensioner.
10. Disconnect the throttle and stop controls, and the throttle return spring, from
the injection pump.
11. Disconnect the fuel feed and return pipes from the injection pump.
12. Disconnect the high pressure pipes from the injection pump.
13. Remove the lubricating oil feed pipe from the crankcase and injection pump chain
wheel hub.
14. Remove the front plate complete with injection pUT.:'lp.
15. Remove the cylinder side cover.
16. Drain and remove the sump.
17. Release the oil delivery pipe from the crankcase.
18. Remove the dowel screw shown in Fig. 5 and withdraw the oil pump and strainer.
19. Remove the rocker cover.
20. Remove the rocker shaft.
21. Withdraw the push-rods.
22. Lift out the tappets.
23. Withdraw the camshaft.
24. Refitting. Reverse the procedure in 1 to 23 as necessary noting:
a.
b.
c.
d.
e.
f.
g.
h.
i.
J.
Before tightening any of the front plate bolts, fit all bolts which pass through the
front plate into the cylinder block to ensure correct positioning of the front plate.
Check the camshaft end-float against the figure in Data.
Check the chain wheel alignment (see Data).
Assemble the chain and chain wheels to their shafts with the timing marks as
shown in Fig. 4 •
Release the chain tensioner slipper as shown in Fig. 2.
Ensure that the crankshaft front oil seal is serviceable. If necessary renew the
seal, using tools 18G 134 and 18G 134CR.
Centralize the timing cover with tool 18G 3.
Refer to Data for torque wrench settings.
Adjust the valve rocker clearance (see Data).
Bleed the fuel system.
OIL PUMP, CONNECTING RODS AND PISTONS
Removing
1.
2.
3.
4.
5.
6.
Remove engine.
Remove valve rocker shaft and tappets.
Remove cylinder head.
Remove the big-end caps.
Withdraw the connecting rods and pistons upward.
Refitting. Reverse the procedure in 1 to 5, noting:
a.
b.
c.
The cylinder head gasket is marked to ensure correct fitting.
Refer to Data for torque wrench settings.
.
Fit the connecting rods with their offsets as show~l in Fig.6 , using tool18G 55 A
to compress the piston rings.
Tighten the cylinder head nuts in the order shown in Fig. 1 •
Adjust the valve rocker clearance (see Data).
Bleed the fuel system.
d.
e.
f.
Al6
FLYWHEEL HOUSING, FLYWHEEL AND BACKPLATE
Removing
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
Take weight off rear of engine with sling attached to rear lifting eye.
Remove rear mounting brackets from transmission housing.
Remove nut securing each rear mounting bracket to flexible mount.
Close inlet and outlet sea water cocks. Disconnect raw water from transmission
oil cooler (hose between oil cooler and heat exchanger).
Disconnect battery cable leads from starter motor.
Disconnect shaft cable or rod and clips from transmission shift lever.
Disconnect coupling between transmission and propeller shaft and move shaft
back approximately four inches.
Remove bolts and lock washers securing transmission to bellhousing. Pull
transmission straight back and filt away from engine.
Remove Starter Motor.
Remove Flywheel Housing. Remove bolts and lock washers (front of housing
and rear of backplate) securing housing to backplate. Pull housing from the
backplate two locating dowels.
Remove Damper Plate. (Hydraulic Transmission) Remove the socket head
screws securing damper plate to flywheel.
Remove Flywheel. (Hydraulic Transmission) Knock-up the tabs of the star
washer and remove the bolts securing flywheel to the cranksh ..ift. Pull flywheel
from crankshaft.
Remove Gear Drive Plate and Flywheel. (Manual Transmission) Knock-up the
tabs of the star washer and remove bolts securing drive plate and flywheel to the
crankshaft. Remove star washer. Pull drive gear and flywheel from crankshaft.
Remove Backplate. Remove bolts and lock washers securing backplate to cylinder
block and pull backplate from the cylinder block two locating dowels.
Remove gasket from cylinder block face.
Remove oil seal (if damaged, pressed fit).
To View and Overhaul
Examine the flywheel starter ring gear teeth for damage or wear, and replace ring
gear if required. The fitting of a new ring requires special workshop equipment for
heating the ring evenly to shrink it onto the flywheel. With special workshop equipment available proceed as follows:
17(a). Place the flywheel in a suitable container of clean cold water and support
the assembly in the container by positioning four metal blocks under the ring gear.
Arrange the flywheel assembly so that it is partly submerged in water with the ring
gear uppermost. The complete ring must be above the water line and i-es recommended that the bottom face of the ring be approximately 1/4 in. above water level.
Heat the ring gear evenly around its circumference using oxy- acetylene welding
equipment, thus expanding the ring, whi.ch will allow the flywheel to drop away from
the ring gear. Lift out the ring gear and completely dry it off.
(b) Ensure that the face of the flywheel and new ring gear are clean and free from
burrs.
(c) Heat the new ring gear to the approximate temperature, refer to "General Data".
Fit the ring gear over tlle flywheel with the lead in on the teeth facing the front of the
flywheel and allow the ring to cool at room temperature.
18. Clean the face of the cylinder block, crankshaft, backplate, flywheel housing and
flywheel.
19. Check that the two locating dowels in the cylinder block face are free from burrs.
Al7
20. Check the backplate for flatness. Examine the backplate two dowels locating
holes for the cylinder block dowels are free from burrs. Examine the two
locating dowels in the backplate for the alignment of the flywheel housing are
free from burrs.
21. Position the flywheel housing over the backplate locating dowels, checking alignment of locating holes and dowels. Ream and fit oversize dowels if required.
To Install
It is most important that the backplate, flywheel and flywheel housing be correctly
aligned with the crankshaft.
22. Install oil seal if removed.
23. Install new gasket to cylinder block face.
24. With the two flywheel housing locating dowels installed in the backplate. Install
the backplate to the cylinder block gasket with cylinder block dowels in the backplate locating holes. Secure with bolts and lock washers.
Alignment of Backplate
25. Secure the dial test indicator gauge with the base of the gauge to the crankshaft.
Set the plunger of the gauge against the vertical face of the backplate. Turn
crankshaft and check that the face of backplate is at right angles to crankshaft
axis. This facing should be within inches (total indicator readmg) of being at
right angles to crankshaft axis.
All adjustments to bring the backplate within the limit must be on the backplate
and under NO CONDITIONS must the rear face of the cylinder block be interfered with.
26. Fitting Flywheel.
a.
b.
c.
d.
Install flywheel on crankshaft flange and secure flywheel to crankshaft with
star washer and bolts.
Bend over tabs of star washer.
Fitting Damper Plate. (Hydraulic Transmission)
Secure damper plate to flywheel with sockhead screws.
27. Fitting Flywheel.
a.
b.
(Hydraulic Transmission)
(Manual Transmission)
Install the flywheel gear drive plate and star washer to crankshaft and secure
with bolts. Bend over tabs of star washers.
Secure base of the dial test indicator to the backplate adjust gauge so as to
set gauge plunger against vertical machined face of flywheel. Press crankshaft one way, to take up end float, and turn flywheel. The run out on the
flywheel face should be within o. 002 in.
Install and Align Flywheel Housing
28. Locate the flywheel housing on the backplate two locating dowels and secure
housing to backplate (from front of housing and rear of backplate) with set bolts
and lock washers.
29. Attach indicator gauge base to flywheel, adjust the indicator gauge plunger
against the flat machined face of the flywheel housing. Turn crankshaft checking that this face is perpendicular to crankshaft axis. The limit for this facing
is O. 006 in. (total indicator gauge reading) of being at right angles to the crankshaft axis.
30. With indicator gauge base still attached to flywheel, set plunger of gauge to
interior of bored hole in flywheel housing. The limit for this is 0.010 in. (total
indicator gauge reading).
Al8
CRANKSHAFT
Removing
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Remove engine.
Remove flywheel housing, flywheel and backplate.
Remove timing chain, chain wheels, and chain ter;.sioner.
Pump lubrication oil from sump.
Remove sump.
Release the oil delivery pipe from the crankcase.
Remove the dowel screw shown in Fig. 5, and withdraw the oil pump.
Remove the big-end caps and separate the connecting rods from the crankshaft.
Remove the main bearing caps, using tools 18G 284 and 18G 284AJ.
Lift out the crankshaft and coll~ct the main bearing and thrust washer halves.
Refitting
11. Reverse the procedure in 1 to 35 noting:
a.
b.
c.
d.
e.
f.
g.
h.
1.
k.
1.
Refer to Data for torque wrench settings.
Check crankshaft end-float against the figure in Data.
Before tightening any of the front plate bolts, fit all bolts which pass through
the front plate into the cylinder block to ensure correct positioning of the
front plate.
Check the chain wheel alignment (see Data).
Assemble the chain and chain wheels to their shafts with the timing marks as
shown in Fig. tI •
Release the chain tensioner slipper as shown in Fig. 2.
Ensure that the crankshaft front oil seal is serviceable. If necessary renew
the seal, using tools 18 G 134 and 18 G 134 CR.
Centralize the timing cover, using tool 18G 3.
Ensure that the crankshaft rear oil seal is serviceable. If necessary renew
the seal, using tools 18G 134 and 18G 134CQ.
Use tool 18G 554 to align the clutch plate.
Bleed the fuel system.
Al9
VALVE ROCKER SHAFT AND TAPPETS
Valve rockers
1.
2.
3.
4.
5.
6.
7.
8.
Remove the shaft locating screw from the rear
rocker bracket.
Withdraw the split pins from the shaft ends.
Slide the components off the rocker shaft.
Unscrew the pi ug from the front end of the shaft
to clean the shaft internally.
Renew worn rocker bushes. using Service tool
18G 21 as shown in Fig. 1.
Q.
Drill the bushes to coincide with the oilways in
the rockers.
b. Position the bushes in the rockers as shown in
Fig. 2.
Burnish-ream the bushes to the dimension given in
Data.
Fit the rear rocker bracket to the shaft and position
it with the locating screw.
Fit the remaining components to the shaft in the
positions shown in Fig. 3.
Fig. 1
Tappets
9.
Worn tappet bores may be cleaned up by finefinish machining to suit oversize tappets (see Data).
Fig. 2
Fig. 3
Data
Rocker bushes
Bore diameter (reamed in position)
Clearance on shaft
·8115 to ·8125 in. (20·61 to 20·64 mm.)
·0005 to ·0025 in. (·013 to ·064 mm.)
Tappets
Outside diameter ..
Oversizes
Clearance in crankcase
·99875 to ·99925 in. (24·47 to 24·48 mm.)
·010 and ·020 in. (·254 and ·508 mm.)
·0005 to ·00175 in. (·013 to ·044 mm.)
A20
CYLINDER HEAD
1.
2.
Detach the spring clips from the valve cotters.
Remove the valves and their components, using
tool 18G 106.
3. Renew the valve spri ngs if they are not as specified
in Data.
4. If the valve gUides are worn, drive them out
through the upper face of the cylinder head. Fit
new valve gUides through the ports and drive them
in to the position shown in Data.
5. Ream the gUides to the dimensions given in Data.
6. If necessary, regrind the valves to the angle given
in Data and reface the valve seats with the tools
listed in 'SERVICE TOOLS'.
7. Lap the valves onto their seats, using tool18G 29.
8. Check the valve head stand-down (see Data). If
stand-down is excessive, even with a new valve
fitted, machine the cylinder head (see Data) and
fit valve seat inserts. Inserts should also be fitted
if normal refacing will not restore the seats.
9. Renew the valve stem oil seals, and reassemble the
valve components to the cylinder head as shown in
Fig. 1.
...s--. t
clio
./-\ f~
~---
Fig. 1
Data
Outer
Inner
Valve springs
Free length ..
Fitted length
Pressure (valve closed)
Working coils
Wire diameter
Core diameter
2·187 in. (55·55 mm.)
1·5 in. (38·1 mm.)
23 to 25 lb. (10·43 to
11·34 kg.)
71
·104 in. (2·65 mm.)
·75 to ·765 in. (19·05 to
19·43 mm.)
2·5 in. (63·5 mm.)
1·703 in. (43·26 mm.)
56·5 to 60·5 lb. (25·63 to
27·44 kg.)
5t
·156 in. (3·96 mm.)
1·125 to 1·140 in. (28·58
to 28·96 mm.)
Valve gUides
Fitted position
A=·75:::::~6 in. (19·05::::~ mm.)
A
Length: Inlet
Exhaust
Inside diameter: Inlet (reamed in position)
Exhaust (reamed in position)
Outside diameter: Inlet and exhaust
Oversize gUides
2·14 in. (54·36 mm.)
2·5 in. (63·5 mm.)
·3438 to ·3443 in. (8·733 to 8·745 mm.)
·3433 to ·3438 in. (8·720 to 8·733 mm.)
·5645 to ·5650 in. (14·34 to 14·35 mm.)
·5735 to ·5740 in. (14·567 to 14·580 mm.)
A21
Valves
Seat angle: Inlet and exhaust
Seat face width: Inlet
Exhaust
Head diameter: Inlet
Exhaust
Stem diameter: Inlet and exhaust
lift: Inlet and exhaust
Stand-down: Inlet and exhaust ..
45°
·195±·0025 in. (4·953±·063 mm.)
·199±·0025 in. (5·055±·063 mm.)
1·557 to 1·562 in. (39·55 to 39·67 mm.)
1·307 to 1·312 in. (33·20 to 33·32 mm.)
·34175 to ·34225 in. (8·68 to 8·69 mm.)
·39 in. (9·9 mm.)
·020 to ·030 in. (-508 to ·762 mm.) stand-down
Va Ive seat ;nse rts
Cylinder head machining dimensions:
Exhaust (B)
Inlet (A)
L. 1·4215 to 1·4225 in.
C. 1·6615 to 1·6625 in.
(36·11 to 36·13 mm.)
(42·20 to 42·23 mm.)
M. BOO to 1·305 in.
D. 1·540 to 1·545 in.
(39·12 to 39·24 mm.)
(33·02 to 33·15 mm.)
N. 1·22 in. (30·99 mm.)
E. 1·46 in. (37·08 mm.)
P. ·090 to ·095 in.
F. ·090 to ·095 in.
(2·29 to 2·41 mm.)
(2·29 to 2·41 mm.)
Q. ·278 to ·281 in.
G. ·278 to ·281 in.
(7·06 to 7·14 mm.)
(7·06 to 7·14 mm.)
R. Max. radius ·015 in.
H. Max. radius ·015 in.
(·38 mm.)
(·38 mm.)
S. 45°.
45°.
J.
T. 40°.
K. 40°.
TIMING CHAIN TENSIONER
1.
If ovality near the mouth of the tensioner body
bore exceeds the figure given in Data renew the
complete chain tensioner.
2.
If the slipper head is worn, renew the slipper head
and cylinder assembly.
Data
Permissible ovality of tensioner body bore
·003 in. (·076 mm.) maximum
A22
INJECTION PUMP CHAIN WHEEL
1.
2.
3.
4.
If the chain wheel bearing requires renewal (see
Data). remove the driving flange from the chain
wheel.
Press out the old bearing and press in a new bearing
from the chamfered end of the chain wheel bore.
Finish the bore ofthe new bearing to the size given
in Data.
Fit the driving flange to the chain wheel with the
master spline and timing mark in the relative
positions shown in Fig. 1. Position the flange so
that its securing bolts are central in the adjusting
slots.
Fig. 1
Data
Chain wheel bearing bore (finished in position) ..
Clearance on chain wheel hub
1·75025 to 1·75075 in. (44·46 to 44·47 mm.)
·001 to ·002 in. (·03 to ·05 mm.)
OIL PRESSURE RELIEF VALVE
1.
2.
3.
4.
5.
Unscrew the plug shown in Fig. 1 and withdraw
the relief valve spring.
Remove the valve cup. using tool18G 69.
If the valve cup to seat contact is unsatisfactory. lap
the valve cup onto its seat with tool18G 69.
Renew the valve spring if it is not as specified in
Data.
Reassemble the components to the crankcase.
Fig. 1
Data
Free length of oil pressure relief valve spring
Operating pressure ..
3 in. (76·2 mm.)
50 to 55 Ib./sq. in. (3·52 to 3·87 kg.Jcm. 2)
A23
OIL PUMP
1.
2.
3.
Remove the pump cover.
Check the rotor end-float against the figure in
Data. Excessive end-float can be corrected by
lapping the pump body face.
Check the diametrical clearance between the outer
rotor and the pump body against the figure in Data.
Renew the rotors, or pump body, or both, as
necessary to correct excessive clearance.
4.
5.
Check the rotor lobe clearance (in two positions)
against the figure in Data. Renew the rotors if
clearance is excessive.
Reassemble the components, ensuring that the
chamfered end of the outer rotor is innermost in
the pump body.
Data
·005 in. (·13 mm.) maximum
·010 in. (·25 mm.) maximum
Oil pump rotor end-float
Outer rotor to body diametrical clearance
Rotor lobe clearance:
·008 in. (·2 mm.) maximum
C030r
·006 in. (·15 mm.) maximum
00302
FLYWHEEL
1.
2.
If the teeth on the starter ring are worn or damaged, remove the starter ring by drilling a hole and
splitting the ring across the hole with a hammer
and chisel.
Heat the new starter ring uniformly to the tem-
3.
perature given in Data; the strip of temperatureindicating paint on the ring will change from pink
to grey at the correct temperature.
Fit the starter ring with the tooth chamfer facing
away from the flywheel register.
Data
Starter ring fitting temperature
200 0 to 230 0 C. (39r to 446 0 F.)
A24
CAMSHAFT BEARING LINERS
1. Withdraw the front bearing liner, using the tools
shown in Fig. 1.
,
I
,
Fig. 1
2. Withdraw the rear bearing liner, using the tools
shown in Fig. 2.
18GI24B
, ,
Fig. 2
3. Withdraw the centre
bearing liner, using the
tools shown in Fig. 3.
laG 124H
Fig. 3
4. Fit a new front bearing
liner, using the tools
shown in Fig. 4, and lining
up the oil holes in the
liner with those in the
crankcase.
I
T
Fig. 4
A25
5. Fit a new rear bearing
liner. lining up the oil
holes and using the tools
shown in Fig. 5.
18GI24B
\-,."...----,"-I~§C~",';J.., ~~~~~~~~
Iii Iii
Fig. 5
6. Fit a new centre bearing
liner. lining up the oil
holes and using the tools
shown in Fig. 6.
18GI24D
18GI24H
Fig. 6
7. Ream the front and rear
bearing liners. using the
tools shown in Fig. 7.
IBGI23 M
Fig. 7
8. Ream the centre bearing
liner. .using the tools
shown in Fig. 8.
18GI23AD
Fig. 8
Data
Camshaft journal diameters: Front ..
Centre
Rear ..
Clearance in bearings
End-float
1·78875 to 1·78925 in. (45·43 to 45·45 mm.)
1·74875 to 1·74925 in. (44·42 to 44·43 mm.)
1·62275 to 1·62325 in. (41·22 to 41·23 mm.)
·001 to ·002 in. (·03 to ·05 mm.)
·003 to ·006 in. (,076 to ·152 mm.)
,
A26
CONNECTING ROD AND PISTON
1.
2.
3.
4.
Separate the piston from the connecti ng rod.
Check the gudgeon pin clearance in the little-end
bush against the figure in Data. If the clearance is
excessive, renew the little-end bush.
a. Position the new bush with its jOi nt on the cap
side of the connecting rod as shown in Fig. 1.
b. Finish-ream the bush to the size given in Data.
Check the piston ring groove clearance and the
piston ring gap against the figures in Data. Renew
the rings, or piston and rings, as necessary.
Assemble the piston to the connecting rod with
the combustion cavity and oil jet hole in line as
shown in Fig. 2.
1--'----
Fig. 1
Fig. 2
Data
Gudgeon pins
Diameter
Fit in piston
Fit in connecting rod
1·1248 to 1·1250 in. (28·57 to 28·58 mm.)
·0003 in. (-008 mm.) clearance to ·0001 in. (-003 mm.)
interference
·0005 to ·0012 in. (·013 to ·030 mm.) clearance
Little-end bushes
Inside diameter (reamed in position)
1-1255 to 1·1260 in. (28-588 to 28·60 mm.)
Pistons and rings
Ring/groove clearance:
Top and 2nd (compression)
3rd (stepped scraper)
4th (slotted scraper)
Ring gap: Top
Remainder
·0026 to ·0046 in. (-066 to ·117 mm.)
·0026 to ·0046 in. (-066 to ·117 mm.)
·0025 to ·0045 in. (-064 to ·114 mm.)
·014 to ·019 in. (·36 to ·48 mm.)
·010 to ·015 in. (·25 to ·38 mm.)
A27
CYLINDER BORES
1.
If the cylinder bores cannot be cleaned up at the
maximum oversize given in Data bore them to the
dimension given for fitting cylinder liners.
2.
Press in the cylinder liners and then bore them to
the standard bore size.
Data
Standard cylinder bore
Oversizes: First
Second (maximum if linered) ..
Third
Bore size for fitting liners ..
3·4995 to 3·501 in. (88·89 to 88·93 mm.)
·010 in. (·254 mm.)
·020 in. (·508 mm.)
·030 in. (·762 mm.)
3·642 to 3·6425 in. (92·507 to 92·520 mm.)
CRANKSHAFT
Data
Crankshaft journal diameter
Clearance in main bearings ..
Crankpin diameter
Clearance in big-end bearings
Undersizes Oournals and crankpins):
First ..
Second
Third
Fourth
End-float
2·4785 to 2·4790 in. (62·95 to 62·96 mm.)
·0015 to ·003 in. (·038 to ·076 mm.)
2·2480 to 2·2485 in. (57·099 to 57·112 mm.)
·002 to ·0035 in. (·051 to ·089 mm.)
·010 in. (·254 mm.)
·020 in. (·508 mm.)
·030 in. (·762 mm.)
·040 in. (1·016 mm.)
·002 to ·003 in. (·051 to ·076 mm.)
A28
INJECTION PUMP
Removing
1. Disconnect the battery and remove the engine
cover panel.
2.
3.
4.
5.
Remove the high-pressure pipes from the pump
and injectors.
Disconnect the throttle return spring from the
pump.
Disconnect the throttle and stop controls from the
pump.
Disconnect the delivery and return pipes from the
pump.
6.
Remove the three securing nuts and withdraw the
injection pump and qUill shaft from the engine.
Refitting
7. Reverse the procedure in 1 to 6, noting:
Q. Time the injection pump to the engine as
described in Data.
b. Bleed the fuel system.
c. Adjust the maximum and idling speeds as
described in Data.
Data
Injection timing
Method of adjustment:
1. Position No. 1 piston 25° B.T.D.C. com pression
(mark on front face of crankshaft pulley and degree
plate on timing cover).
2. Fit tool 18G 698 in place of the injection pump,
apply gentle clockwise pressure to eliminate chain
slack and set the timing pointer in line with the
mark on the tool as shown.
3. Position the master spline in the pump drive hub
in line with the master spline in the driving flange.
Fit the qUill shaft and injection pump to the engine.
lining up the mark on the pump flange with the
timing pointer.
25° B.T.D.C.
Governed speed:
Maximum (light running)
3,700 r.p.m. (this gives a maximum speed under load of
3,500 r.p.m.).
500 r.p.m.
Idling
Method of adjustment (engine at normal running temperature and air cleaner serViced):
1. Adjust the maximum speed stop screw (1) to give
an engine speed of 3,700 r.p.m. Tighten the locknut, fit the sleeve and seal it with wire and a lead
seal usi ng tool 18G 541.
2. Stop the engine and unscrew the anti-stall screw
(2) until it is out of contact with the governor arm.
3. Start the engine and adjust the idling stop screw (3)
to give an engine speed of 450 to 500 r.p.m.
4. Screw in the anti-stall screw until a slight speed
increase is noticed, then unscrew it one-third of a
turn.
5. Readjust the idling stop screw to give an engi ne
speed of 500 r.p.m. and tighten the locknut.
6. Test the anti-stall screw setting by running the
engine at 3,000 r.p.m. and releasing the throttle:
Q. If the engine stalls. screw in the anti-stall screw
slightly and re-test.
II
b. If the engine deceleration is sluggish, unscrew
the anti-stall screw slightly and re-test
I
A29
7. Tighten the anti-stall screw locknut and check the
operation of the stop control.
Note.-After every adjustment of the anti-stall
screw ensure that the idling speed is controlled by the
idling stop screw and not by the anti-stall screw.
INJECTORS
Removing
1. Disconnect the battery and remove the engine
cover panel.
2. Disconnect the spill rail from the injectors.
3. Disconnect the high-pressure pipes from the
injectors.
4. Remove the securing nuts and withdraw the injectors, using tools 18G 284 and 18G 284 P.
Refitting
5. Renew the atomizer seal washers, fitting the new
washers as shown in Fig. 1.
6. Reverse the procedure in 1 to 4, tightening the
securing nuts to the figure given in Data.
7. Bleed the high-pressure pipes.
Fig. 1
Data
12 lb. ft. (1·7 kg; m.)
Torque wrench setting for injector securing nuts
LIFT PUMP
Removing
1. Disconnect both pipes from the lift pump and seal
the end of the pipe from the tank to prevent
siphoning.
7.. Disconnect the priming cable from the pump.
3. Remove the two securing nuts and withdraw the
pump.
Refitting
4. Reverse the procedure in 1 to 3 and bleed the fuel
system.
A • .30
VALVE ROCKER CLEARANCE (Fig. C.3)
The correct clearance between the valve rockers and stem is given in "General Data".
1.
2.
Unscrew the rocker cover nuts (1) and lift off cover.
Check the clearance at the position illustrated and the order as follows:
Check
Check
Check
Check
Check
Check
Check
Check
3.
4.
No.
No.
No.
No.
No.
No.
No.
No.
1
3
5
2
8
6
4
7
valve
valve
valve
valve
valve
valve
valve
valve
with
with
with
with
with
with
with
with
No.
No.
No.
No.
No.
No.
No.
No.
8
6
4
7
1
3
5
2
fully
fully
fully
fully
fully
fully
fully
fully
open
open
open
open
open
open
open
open
Adjust ifnecessary. by loosening the locknut (2) and turning adjustment screw (3)
until the clearance is correct.
Hold the screw against rotation and tighten the locknut. Refit the rocker cover,
checking that its gasket is serviceable.
Fig. C.3.
Valve Rocker Clearance
OIL FILL CAP (Fig. C. 4)
The oil fill cap (1) incorporates an air filter which cannot be cleaned.
at the recommended interval.
Fig. C.4.
Oil Fill Cap
Fit a new cap
A31
AIR INTAKE SILENCER
The air intake silencer is located behind the
manifold. The intake is covered by a metal screen
replaced. Depending on operating conditions check
performing maintenance checks. If clogged it will
Clean screen with fuel oil and lint free cloth.
heat exchanger and exhaust
which does not have to be
to see the screen is clear when
impair proper engine operation.
LUBRICATING OIL DIPSTICK
The engine oil pan contains a boss on either side of the engine to accept
the dipstick assembly. The opposite side contains a plug. Depending on your
application they may be reversed if desired.
LUBRICATING OIL LINES
Note the positioning of the lines before removing them for any service as
they must be replaced exactly as originally installed. If reversed the filter
will not function as it is· designed to pass and filter in only one direction.
SERVICE HINTS
1. When replacing the heat exchanger or if you should have to remove the air
intake silencer it is easier to remove the exhaust Inanifold assembly with
these attached rather than each part individually.
2. The zinc is located on the bottom of the heat exchanger at the forward
end of the engine.
3. The rear most petcock on the heat exchanger is the raw water drain and
the one forward of that is the fresh water.
Q.l
OTHER OVERHAUL
CONTENTS
SECTION
PAGE
MARINE ENGINE ELECTRICAL SYSTEM .................. Q
Activation by Fuel Pressure .......................... Q.2
COOLING SYSTEM (EXTERNAL) ........................ R
TRANSMI SS IONS .................................... S
Type SAO Manual ......•............................. S . 9
SAl and SAO Clutch Adjustrnents ..................... S.2l
SAl and SAO Reduct:i_on Units ............•........... S .23
Paragon P-2l Series, Hydraulic ..................... S.29
Warner Hydraulic ........................•.......... S .35
Short Profile Sailing Gear ......................... S.4l
SECTION Q
Q.2
MARINE ENGINE ELECTRICAL SYSTEM
ACTIVATION BY FUEL PRESSURE
(Push Button Start)
This system is supplied on all four and
six cylinder Westerbeke engines beginning
January 1975. Basically, the system is
very simple and eliminates the need for a
separate switch position to activate the
engine alarm system, when supplied.
Starting is accomplished by operation
of the start push button which causes the
starting motor to crank.
Once the engine is running, fuel pressure developed in the low pressure side of
the fuel injection pump operates a fuel
pressure switch. Voltage is then applied
to the alarm system (if supplied) and to
the alternator for excitation and for all
instruments.
When the engine is stopped, fuel pressure drops and the fuel pressure switch
removes voltage from these devices.
When an engine is supplied with a preheating device, the device is energized by
a separate push button.
NOTE: It is important that your engine
installation includes fuses or circuit
breakers, as described under "Ownership
Responsibility" on the wiring diagram
supplied with your engine.
SECTION Q
ACTIVATION BY FUEL PRESSURE
(PUSH BUTTON START)
WIRING
Q.3
DIAGRAM
G
WIRING
(N5EFtT F"OR
WESTERB£KE LZoS 5TARTER hoIOTOR.
r-------l
!!il,I
lID
lEh· "
c;::.,
®
F'RE-HEATER<:';:.J
wl-4,.-e
PANE~
~;.
I
I
I
r----------,
Isr.... R;i sw
I SEE NO'T'E-A
IZ;~~
I
~
START SW.
I
I
ASSEMSL.Y.
I
P~E ... E....'T ~w.1
I......
I
~
I
I
[email protected]
L
.
o
z
'[email protected]
~
,-
I 't"0PTI ONAL
~====:=:::;[email protected]
ALARM
I
:
I
[email protected]
I
I
I
(If>
I
'
-----~
i"lr~
I
I
@,
I
040 .... j
5t:t: NO'rE-e I
I
L.
ClPTIONAL
I
I
SPUTTER
.,...
8,
I
I
I
r------------PRE-HEATER
f7\
1..:.,./
RED -S
~
I
I
O.P.SENDE:.R.
@©
-l
110"
I !lEE
_.l
,
lI ____
...!~::.
______________
NO'l"E-C
"'!"' _ _ _ _ _ _ _
~':!.~T.!.:!
________ ....J
CHART FOR STARTER MOTORS AND HEATERS
,,:·?::-.:G ,:--..SER'
~ .. :; r:: 5. ?Ai=:- \:~·S
W~RING
_I
.:..IZ
"'~~':::?~
'i<:'''''
~~
'(1--
:!:J
..... 1
R;E:;.
SJ
W",\'!"
1
...
"'tr---,
'.';=:?-:-':-~:I,C',<,:(c}.r.$2'1l '.OH
© II$$~
3;,
1Io .. ,,:;,C,
5TAIlt-rR.
... :::S-::R5EP';e: ~O
(2). . . ~2.,
=
e;2J;z.Z
''''';
W~RINV
ENGINE: b PART NO:5
~"
r------G;:'OwPLU'GSI
I
II
:
!lEE: NO":'E-A
";':';'"",-"" -+
I
1
f
i
".Ow P:..uGS ::.. ) :
~':'A~~5:R
IN~ERT
ENGINE t.. PART NO's
r - - - - - T..Owp.::iGsI
~"-G)G)AG
I
II
I
: ___________ -'I
L
SWI-I
wEST!RBEK.E 60.
rql"'[email protected];'I
I
Cil
rij'
W .. ,.
I
IJ
RI!:D
:
l,tO~~~~
'i<:'©
~
CI]'
INSERT
r-----------,
~
"IE..
;NOT US!.:>
:
I
I SEC NorE-A
I
61~.!!'.a.-l
I
I
@ 14~2'ol GI,.OW PI,.UC;S(4) I
@ 1793", ;!,TARTER.
I
W"'T"
:
wE:STERBEKE
6!:W
I
,I
I
I
wESTEReEKE: 120
@ 11"'~O
=
eA'TT'1
I
I!.. ____________ JI
::'TA.IltTf,1It
OA'T":'
I
Q.4
Marine Engine Electrical System
ACTIVATION BY LUBE OIL PRESSURE
(Keyswitch Start)
This system is supplied on all 4 and 6
cylinder Westerbeke diesels produced prior
to January 1975. Operation is very simple.
Putting the start switch in the Run position energizes an alarm system (when supplied). Returning the start switch to Off
position de-energizes the alarm.
Turning the start switch to Crank position operates the starting motor and starts
the engine. Upon starting, the start
switch is released to the Run position.
When the engine develops oil pressure,
voltage is supplied to the alternator for
excitation and to all instruments. Whenever the engine stops, loss of oil pressure removes voltage from these devices.
When an engine is furnished with a preheating device, it is energized by a separate push button at the key switch panel.
When an engine is furnished with an
electric stop solenoid, it is energized by
a separate push button at the key switch
panel.
NOTE: It is important that your engine installation includes fuses or circuit
breakers, as described under "Owner's Responsibility" on the wiring diagram supplied
with your engine.
ACTIVATION BY LUBE OIL PRESSURE
(KEYSWrrCH STARn
I·
-- .- --
.
--
~
.- ~.,~
f--
'~
7
1.
02
~
_t-o t=-
..
..•
,.
I
>--
.
..
''''''I'''''
Q.5
Te l
@
.®
" • • 101["
-------....,
I
I
I
0,.
"'L.TOO G
~.•.
®
*':' .sENDER
@
.,.
FOUR-EC
FOUR-91
FOUR-154
~--~-----------~
!
,
i
G c. .. o- ~r..u"~
I
@@@@®:
1
FOUR-230 8. SIX-346
:---1----------1
I
IIIOT uKO
I
I
I
I
I
I
I
I
I
1
I.
I
I
L ______________ J I
I
I
I
IL... _______________ JI
Drawing No. 15245
<;.6
YOUR NOTES
SECTIONR
COOLING SYSTEM (EXTERNAL)
1.
DESCRIPTION
The 4 and 6 cylinder marine diesel engines are equipped with a fresh water
cooling system. Transfer of heat from the fresh water (closed system) circuit to
the sea (raw) water is accomplished by a heat exchanger, similar to an automobile
radiator. It differs because raw water, not air, cools the engine's fresh
water. An unrestricted fast-flowing stream of sea water flows through the
tubes of the heat exchanger while the fresh water flows rapidly under low pressure
around the tubes of the heat exchanger. The raw water and fresh water never mix
so the water cooling passages in the engine stay clean.
FRESH WATER SYSTEM
Heat rejected in combustion, as well as heat developed by friction is
absorbed by the fresh water. The fresh water flows from the expansion tank to the
heat exchanger; here it is cooled and discharged into the lower part of the
cylinder block, where it is circulated through the block and cylinder head by
means of a centrifugal fresh water pump. Openings in the water jacket around
the cylinder bores connect with corresponding openings in the cylinder head, where
the fresh water ci rcul ates around the val ves and Juel injectors. When the
engine reaches its operating temperature, the fresh water then passes out
through the thermostat into the expansion tank and the circuit repeats.
20
SURGE
EXHAUST
MANIFOLD
TANK
lOVER
--lBOARD
HEAT
EXCHANGER
FRESH
WATER
PUMP
-,
r )=<P
~~--~~
RAW
WATER
PUMP
OIL
FILTER
FROM SEA
COCK
0
I
FROM
Cl Cl
<J::! SE A
COCK
- . . . - - ¥......,
-~-
~
>
~
>
~- - . r-~
HYDRAULIC GEAR/1:J.'/CXSJ
OIL COOLER
If
t::l
RAW WATER
FRESH WATER
ENGINE OIL
IUSED ON HYD-
RAU L IC GEAR
ONLY
R2
3.
SEA WATER SYSTEM
The engine is indirectly cooled by the unrestricted fast-flowing stream
of sea water which absorbs the heat from the freshwater via the heat exchanger.
This raw water is picked up from the sea by a powerful neoprene impeller sea
water pump, and passes through the oil cooler to the heat exchanger. After
passing through the heat exchanger (and transmission oil cooler if installed),
the raw water is then piped overboard.
The oil cooler conducts heat away from the bearings and other friction
surfaces by the lubricating oil, which js circulated by the oil pressure pump
and cooled by the flow of sea water through the tubes of the oil r.ooler. When
the engine is equipped with a water cooled transmission for a hydraulic or RB
sailing gear the sea water is also circulated through the tubes of a transmission
oil cooler, and then piped overboard. In this sense both the engine oil cooier
and transmission oil cooler are heat exchangers.
SEA WATER PUMP
The water pump may be belt driven or mounted on t~e front of the timing
cover and driven from the fuel pump gear. The water pump is a selfpriming,
positive displacement rotary pump, with a brass case and a neoprene impeller.
The impeller has flexible vanes which wipe against a curved cam plate in the
impeller housin9, producing the pumping action.
NOTE: As the water pump contains a neoprene impeller, on no
account should it be run in a dry condition. Always
carry a spare impeller and gasket.
4.
DRAIN COOLING SYSTEM
Remove the pressure cap from expansion tank and open the petcock on the
side of the cylinder block behind the starter motor, and the fresh water drain
petcock on the bottom of the heat exchanger. (Forward petcock) Turn petcocks
counter-clockwise to open.
5.
6.
FILLING COOLING SYSTEM
Ensure that the petcock on the side of the cylinder block and the petcock
on the bottom of the heat exchanger are closed. Turn clockwise to close. Remove
fill cap on top of expansion tank and pour cooland into system to one inch from
the top of the tank. Start engine and run ~ntil normal operating temperature
is reached. Stop engine, carefully remove the cap and add coolant as required.
7.
IMPELLER REPLACEMENT
a. Remove front end cover and gasket.
b. Remove impeller.
c. To replace the neoprene impeller coat the impeller and impeller chamber
with a good grade water pump grease only.
d. Align impeller key way with shaft key. Care should be taken that the
impeller blades all lie in the same direction relative to the rotation of
the pump, i.e., blades trailing.
e. Secure end cover and gasket with four screws and lockwashers.
f. In the event of wear being present en end cover, the cover may be reversed.
8.
THERMOSTAT
a. Drain cooling system (approximately two quarts).
b. Remove the nuts retaining the thermostat housing to the cylinder head
and lift up housing.
c. Lift out thermostat.
R3
d.
Test the opening temperature by placing th.e ttterrnostat in the water.
Raise to the temperature stamped on bottom of thermostat.
If thermostat fails to open, fit new thermostat. Allow the temperature
to cool. If it sticks open, renew new thermostat.
Install thermostat with new gasket and secure thermostat housing
to cylinder head.
Replace coolant, remove, or if system was drained, fill expansion tank
to within one inch from top of tank with clean ftesh water and a suitable
corrosion inhibitor or antifreeze solution.
Start engine and run until normal operating temperature is reached.
Stop engine, carefully remove expansion tank filler cap and add coolant
as required.
e.
f.
g.
h.
9.
10.
REMOVE SEA WATER PUMP (Timing cover mounted)
a. Remove hoses from pump.
b. Remove the four bolts securing pump to adapter plate, and pull pump
away from plate.
c. Remove drive tang between water pump coupling and fuel pump drive gear.
d. To replace the pump, reverse the procedure above, using sealing compound.
(Rector seal or its equivalent on inlet and discharge hose connections
to prevent air leaks. Secure with hose clamps) •.
ENGINE HOT WATER HEATER INSTALLATION
-I\IHEN
/
~"'Ore:__:;URg._!A~~ • REQ'D
WHEN_"!2_T _~R. _H~TE:R
A BO.E.....ENGI.."'E •
R:EM'?T~
~UR('E.
TO F'I'...~ EN~I!'IE
!N,;,TALLED
~>~,ON_U
POINT
10
7
TANK
!-~-.STA~~~E~?~ ~-~( -'IS~S~;'RE:~~~UR~
(A~_ PARr 21~7~ _:>'? N9T U..:-f;
'NI'TH
C0')_.\NT.
__A!)_. A~ _~I R . B_E[;)
SECTION S
TRANSMISSIONS
8.2
TYPE SA1 MANUAL
Description
The Westerbeke-Paragon manua Ily operated reverse gear unitsconsistofa multipledisc clutch
and a planetary reverse gear train. These units
are self contained and are independent of the
engine lubrication system.
The number of hours that can be run between
oi I changes varies with the operati ng conditions.
Under normal conditions, the oil
should be changed every 100 hours or each
season, whichever is shorter.
Operation
Mode I and Seria I Numbers and Part Numbers
On the forward drive, the reverse gear case and
multiple disc clutch are locked together as a
solid coupling.
The multiple disc clutch is
locked or clamped by the pressure produced
when the shift lever is moved to the forward
position. Thus the propeller shaft turns in the
same direction as the engine.
The mode I numbers and seria I numbers are on
the name plate on the cover of the transmission.
The parts lists accompanying the exploded views
areintendedonlyto identify the parts in regards
to disassembly and assembly and are not intended to be used to identify parts by number. To
order parts, refer to the part numbers and names
as gi ven in the above mentioned parts lists.
The reverse drive is obtained by clamping the
reverse bandaroundthe reverse gearca~e which
contains the planetary reverse gear train. The
reverse band is clamped when the shift lever is
moved to the reverse position. The reverse motion is then obtai ned by driving through the
gears thus turning the propeller shaft opposite
to the engine rotation.
With the shift lever in the neutral position the
multiple disc clutch and the reverse band are
unc lamped and the planet gears run idle and
the prope Iler shaft remains stationary.
It is desi rab Ie to start the engi ne wi th the transmission in neutral, thus avoiding moving the
boat in either direction. It is recommended
that the shifting be done at speeds be low 1000
RPM and preferably in the 800 RPM range or
lower to prolong the life of the engine, transmission and of the boat.
TROUBLE-S HOOT! N G
The accompanying 'trouble-shooting' charts
shou Id be studied and the suggestions carried
out prior to any disassembly to determine as
bestaspossible what the trouble may be. Also,
the exploded views and the accompanying discussions should be carefully read and understood so that any or a II of the service work as
indicated from the trouble-shooting c harts may
be carried out properly.
DISASSEMBLY OF TRANSMISSION
As in any servicing operation, clean liness is a
must and a II rules for good workmanship apply.
Some of these rules are as follows:
Lubrication
1.
It is recommended that SAE 30 oi I be used for
lubrication. The quantity of oi I depends upon
the ang Ie of i nsta lIati on as we II as the reduction model. The level should be maintained at
the highmarkonthedipstick. The level should
be checked periodically to ensure proper operation.
Use only clean fluid
washing of parts.
In
any cleaning or
2.
Use only clean oil for lubrication when
pressing parts together
3.
Never use a hammer to drive ball bearings
in place.
S.3
4.
Never press a ball bearing so that the force
is carried through the balls.
5.
Use only properly sized wrenches in removing or securing nuts and capscrews.
6.
Replace gaskets and 110 11 rings with nev'
material.
7.
Work on a clean benc h and protect gear
teeth and oil seal surfaces from nicks and
scratches.
REMOVAL OF REDUCTION GEAR ASSEMBLY
FROM REVERSE GEAR HOUSING
NOTE: To faci litate remova I of the transmission from the engine, it is simpler to remove
the reduction gear assembly first. Make certain t hat a II of the oi I is removed from the reverse and reduction unit before removal is attempted.
1.
Remove capscrews and lockwashers around
flange of reduction gear housing.
2.
Strike gear half coupling flange with soft
mallet to break reduction gear unit from
reduction adapter plate . Slide entire reduction unit straight back approximately
3 inches until reduction unitclears reduction drive gear and lift reduction unit clear
of reverse gear housing assembly.
NOTE: Refer to reduction gearservice manual
for disassembly and assembly of reduction
uni t.
REMOVAL OF REVERSE GEAR HOUSING ASSEMBLY FROM ENGINE
1.
2.
Remove capscrews and lockwashers from
f lange of cover (4) and remove cover.
Remove capscrews and lockwashers that
secure reverse gear housing (6'1) to f~ont
end plate (58) or timing gear cover.
3.
Slide entire reverse gear housing straight
backapproximately 3 inchesuntil housing
is c lear of engine gear (92) and lift reverse gear housing assembly c lear of engine.
4.
Remove pilot roller bearing (95) from
engine gear (92) if it remains on engine
gear.
5.
Remove front end plate
sion.
6.
Remove engine gear (92) from engine,
following engine manufacturer's recommendati0n, only if necessary to replace.
7.
If necessary to replace, remove oi I seal
(94) from front end plate
(93) from trans-
REMOVAL OF GEAR CASE ASSEMBLY FROM
REVERSE GEAR HOUSING
REDUCTION MODE L
1.
Remove screw (81) from arm of yoke (79)
and remove ba II joint (80) and lockwasher (82) from eye of link on reverse band
assembly.
2.
Loosen capscrews in yoke and remove crossshafts (78) from sides of housing being
careful not to damage oi I seals (68) in
housing.
3.
Remove yoke (2) from operating sleeve
assembly (40) through cover opening in
housing.
4.
Remove reverse band assembly from gear
case assembly from front of housing.
NOTE: On older reverse bands using the drag
link, it wi II be necessary to remove the
pins that anchor the reverse band to the
housing before removing reverse band from
housing.
S.4
5.
Remove cotter pin
from reverse gear
tai Ishaft and remove reverse gear tai Ishaft
nut (69).
16. Press gear half coupling (68) from boll
bearing (63) and press ba II bearing from
direct drive plate (61).
6.
Support reverse gear housing face down so
that gear case may drop free approximate Iy
2 inches.
17. If necessary to replace, remove oil seal
(47) from direct drive plate (61).
7.
Press on reverse gear t.Jilshaft unti I tai 1shoft is free of reduction drive gear (76).
8.
Lift reverse gear housing straight up unti I
housing clears tailshaft.
10. Remove capscrews that secure reduction
adapter plate (79) to reverse gear housing
and remove reduction adopter plate, ba II
bearing (72) and reduction drive gear
(76) from reverse gear housing.
11. Press boll bearing (72) and reduction
drive ~ear (76) from reduction adapter
plate (79) and press ba II beari ng from
reduction drive gear.
NOTE: When disassembling direct drive units,
use the following procedure.
12. Bend tong of lockwasher (66) away from
locknut (96) and remove trom reverse gear
tailshoft by holding gear half coupling
(68) with spanner wrench.
13. Support reverse gear housing face down
so that gear case may drop free approximate Iy 2 inches.
14. Press on reverse gear tailshaft until
shaft is free of gear half coupling.
reverse gear housing straight up from
case assembly unti I housing clears
shaft.
tailLift
gear
tai 1-
15. Remove capscrews and lockwashers that
secure direct drive plate (61) to reverse
gear housing (60) and remove direct drive
plate (61) boll bearing (63) and gear
ha If coupling (68) from reverse gear housing (60).
r--,[email protected]
S.5
Early models:
--1
1/4" thick _---../-1
4 1/8 11 long - - ~
4 1/2" long _ _i
5/8" th i ck --,._. -;-Late models
DISASSEMBLY OF GEAR CASE
DISASSEMBLY OF THE REVE RSE BAN D-TOGGLE OPERATED TYPE
1.
Remove screw (55), nut (58) ond loc kwasher (57) that secures brace (56) to
ear of reverse band (51) .
2.
Remove cotter pin (54) from earof reverse
band and remove pin (53) that holds short
lever (52) in forked ear of reverse band.
Remove short lever.
3.
Remove locknut (50) from adjusting screw
(44) and remove adjusting screwandassembled levers from reverse band.
4.
Remove adjusting nut (50) from adjusting
screw.
5.
Remove cotter pins (47) from ends of pins
in assembled levers and disassemble link
(48), adjusting bolt (44) and pins (46) .
CAUTION: Do not disassemble link (48)
(61) or disturb setting of jam nut.
6.
or
If necessary to re-line reverse band, remove rivets holding reverse band lining to
reverse band.
1.
Remove. thrust washer (73) from end of
reverse gear tai Ishaft on reduction units
and Woodruff key (74) sea I washer
and thrust washer (64) from end of tatlshaft on direct drive units.
2.
Remove lockscrew (42) and lockwasher
(41) from screw collar (37) and remove
screw co liar from gear case by unscrewing.
Lift operating sleeveasse.r:nbly (40) from
tai Ishaft when removing screw <:ollar.
3.
If finger assembly (36) seems loose or
worn, remove from screw collar (37) by
removing cotter pins (39) and finger pins
(38) •
4.
Lift pressure plate (35) and clutch plates
(34) and (33) from end of gear case.
5.
Bend tang of lockwasher (30) away from
sidesoflocknut (31) insidepropellergear
(24) and remove locknut and lockwasher
while clamping reverse gear tailshaft.
S.6
6.
Properlysupport gear case on clutch plate
carrier (27) and press tailshaft (29) or
(28) from prope "er gear (24) and clute h
plate carrier (27). Lift clutch plate carrier from gear case.
7.
Remove case ball bearing retaining ring
(26) from groove in gear case.
8.
Remove capscrews (14) and lockwashers
(13) from case roller bearing race (12)
9.
Remove case roller bearing retaining rings
(15) from case roller bearing race (12)
and remove case roller bearing (16) from
race.
10. Before removal of the short or long pinions is attempted, first inspect the gear
teethforindication of wear. Also, rotate
each pinion to check for rough spots during rotation. If further inspection or replacement is necessary, proceed with the
disassembly. However, donotdisassemble
unless required.
11. Drive pinion shaft (6) of one of the short
pinions (11) from threaded end of gear
case approximately 1/2 inch. Push pinion shaft on through with dummy shaft.
Push dummy shaft until centered in short
pinion (11) and short pinion spacer (7).
Remove short pin i on and dummy s haft from
inside of gear case.
12. Remove remaining short pinions from gear
case.
The prope Iler gear (24) can be pressed
from the case ball bearing (25) at this
time.
13. Remove long pinions (5) using dummy
shaft as in removing short pinions.
14. Remove thrust pads (2) from inside gear
case (1).
GEAR CASE ASSEMBLY
S.7
ASSEMBLY OF REVERSE BAND AND YOKE TO GEAR CASE ASSEMBLY
~
80
I
I
·78
8I
92
\
I
,~
I
i
77
TOGGLE OPERATED REVERSE BAND ASSEMBLY
47
STANDARD
S.8
YOUR NOTES
S.9
TYPE SAO MANUAL
DESCRIPTION
The Westerbeke Paragon manually operated reverse gear units consist of a
multiple disc clutch and a planetary reverse gear train. The units are self contained and are independent of the engine lubrication system.
OPERATION
On the forward drive, the reverse gear case and multiple disc clutch are locked
together as a solid coupling. The multiple disc clutch is locked or clamped by the
pressure produced when the shift lever is moved to the forward position. Thus the
propeller shaft turns in the same direction as the engine.
The reverse drive is obtained by clamping the reverse band around the reverse
gear case which contains the planetary reverse gear train. The reverse band is
clamped when the shift lever is moved and held in the reverse position. The
reverse motion is then obtained by driving through the gears thus turning the propeller shaft opposite to the engine rotation.
With the shift lever in the neutral position the multiple disc clutch and the reverse
band are unclamped and the planet gears run idle and the propeller shaft remains
stationary.
It is desirable to start the engine with the transmission in neutral, thus avoiding
moving the boat in either direction.
It is recommended that the shifting be done at speeds below 1000 RPM and prefer-
ably in the 800 RPM range or lower to prolong the life of the engine, transmission
and of the boat.
TROUBLE SHOOTING
The trouble shooting charts below and on the next page should be studied and the
suggestions carried out prior to any disassembly to determine as well as possible
what the trouble may be. Also, the exploded views and the accompanying discussions should be carefully read and understood so that any or all of the service work
as indicated from the trouble shooting charts may be carried out properly.
DISASSEMBL Y
As in any servicing operation, cleanliness is a must and all rules for good workmanship apply. Some of these rules are as follows:
1.
2.
3.
4.
5.
6.
7.
Use only clean fluid in any cleaning or washing of parts.
Use only clean oil for lubrication when pressing parts together.
Never use a hammer to drive ball bearings in place.
Never press a ball bearing so that the force is carried through the balls.
Use only properly sized wrenches in removing or securing nuts and capscrews.
Replace gaskets and" 0" rings with new material.
Work on a clean bench and protect gear teeth and oil seal surfaces from
nicks and scratches.
NOTE: Remove the reverse and reduction gear as a complete unit before removing the
oil to avoid fouling the bilges.
S.10
TROUBLE SHOOTING CHARTS
Ch art 1
GEAR DRAGGING
DRIVE SHAFT ROTATES EITHER FORWARD OR REVERSE
WITH SHIFT LEVER IN NEUTRAL
I
I
I 1. DEFECTIVE FORWARD CLUTCH PLATES
I
Check For
1
-1
I
3. BINDING IN PLANET MY ASSEMBLY
I
I
2. REVERSE BAND ENGAGING GEAR CASE
4. OVER ADJUSTMENT ON
FORWARD AND REVERSE
1
------------------------------REMEDy------------------------------b. Engine /Z.ear hearin~s worn excessively,
causin/Z. misalignment of en/Z.ine shaft. Heplace necessary parts. Check misali~nment
of en~ine ,gear.
I. For~ard
clutch plate v,'arped and sticking.
Hemove and replace clutch rlates.
2. Improper reverse hand adjustment. Adjust
reverse band as outlined under adjustment .
.~. C.heck the following items:
4. Over-adjustment of either forward and reverse
or hoth will result in loss of neutral. Check
and readjust as outlined under adjustment.
a. Bearings and gears worn excessively in ,gear
case. Replace necessary parts.
Chart
2
GEAR SLIPPING OR
SLOW TO ENGAGE
WITH SHIFT LEVER IN FORWARD OR REVERSE
I
r
I
I
1. WORN CLUTCH PLATES
I
2. FORWARD CLUTCH NOT ENGAGING
I
Check Far
I
I
I
I
I
3. WORN REVERSE BAND
I
4. REVERSE BAND NOT ENGAGING
I
I
-------------------------------REMEDy----------------------------for
\. Hem(lVe reverse band and check for wear. Heplace linin~ if \\orn helow rivets.
2. Improper f()f\\ard clutch adjustment . .''\dJusc as
outlined under adjustment.
·l. Improper reverse band ad jus tment. Ad just 'IS
outiin<·d under ,Idjustment.
I. Hemove forward clutch plates and check
,,{'.If.
HepLlce if \\orn excessively.
S .11
TROUBLE SHOOTING CHART
Chart
3
GEAR INOPERATIVE
DRIVE SHAFT OOES NOT ROTATE WITH
SHIFT LEVER IN FORWARD OR REVERSE
I
l
I
I
1. FAILURE OF PLANETARY ASSEMBLY
r
2. FAILURE OF REDUCTION GEAR
r
I
I
3.. FORWARD CLUTCH NOT ENGAGING
Ch.,(.~
I
I
J
For
1
I
4. REVERSE BAND NOT
ENGAGING G EAR CASE
I
5. BROK EN OUTPUT SHAFT
I
REMEDY -------------------------------
1. I{Crllo\·t" ge'ar case assc:mhly and check for
<ldectin' or damaged parts. l{epL.l.ce defective
or damaged parts.
2. Remo\'e reduction gear assemhly and check for
defective or damaged parts. Replace defective
or dama,ged parts. Refer to reduction gear
serv ice manual.
,. Check the follo\\ in).! items:
a. Improper fOf\\ard clutch .Idjustment. :\dju.~!
f()f\"lrd clutch .IS ()utiincd undt'r 'ldius!ment.
h. forward clutch plates "orn. Replace clutch
plate.
4. Check the following items:
a. Improper reverse band adjustmc:nts. ·\djus!
reverse band as outlined under <.ldj\l~!nlell('
h. R('verse band lining worn. I{Cf,lae<: linin.!!.
c. Cracked ears or hent or dama).!cd link<.lge
parts. i{el,lace dcfectivc lIIatcrial.
5. Clled: for hroken output shaft.
fCClin' shaft.
l{cpldCC: de-
NOTE: Disassembly need be carried out only as far as is necessary to correct
those difficulties which interfere with proper marine gear operation.
REMOVAL OF REDUCTION GEAR ASSEMBLY FROM REVERSE GEAR
HOUSING IF INSTALLED
NOTE:
Remove the reverse gear with reduction gear attached as a complete
before draining oil, to avoid fouling the bilges.
unit
1.
Remove starter motor
2.
Disconnect propeller half coupling and slide back approximately 4 inches.
3.
Remove capscrews securing reverse gear to bellhousing.
4.
Strike gear half coupling flange with soft mallet to break reverse gear from
bellhousing. Slide entire reverse and reduction gear streight back approximately 3 inches until reverse gear clears bellhousing and lift units clear of
engine.
(Refer to "Reduction Gear" section of manual for disassembly and assembly of
reduction unit.)
S.12
1
I
42
62
56
44
72
SAO MANUAL
TRANSMISSION
71
S.13
65
94
67
SAO MANUAL
TRANSMISSION
25
25
S.14
REMOVAL OF REVERSE GEAR HOUSING ASSEMBLY FROM ENGINE
1.
2.
3.
4.
Remove capscrews and lockwashers that secure reverse gear housing (3)
to front end plate (5).
Slide entire reverse gear housing (3) straight back approximately 3 inches
until housing is clear of front plate engine gear (1) and lift reverse gear
housing assembly clear of front plate (5).
Remove pilot roller bearing (60) from front plate engine gear (1) if it
remains on gear.
If necessary to replace front end plate (5), oil seal (22), or bearing (37)
proceed as follows:
a.
b.
c.
d.
Remove caps crews and lockwashers securing front end plate (5) to
engine flywheel housing.
Slide front end plate (5) straight back approximately two inches until
front plate engine gear (1) is clear of flywheel housing, and lift clear
of engine.
Remove retaining ring (36), bearing (37), retaining ring (35) and oil
seal (22).
Replace new oil seal and bearing if required.
REMOVAL OF GEAR CASE ASSEMBLY FROM REVERSE GEAR HOUSING
REDUCTION MODEL
1.
2.
3.
4.
Remove four capscrews, cover seals (33), cover (10), and gasket (4)
from reverse gear housing (3).
Through cover opening in reverse gear housing (3), remC"ve nut (70), lockwasher and screw, securing adjustment nut lockspring (68) to ear of brake
band assembly (62). Remove lock spring.
Remove, adjustment nut (66) from reverse cam (65). Remove reverse
cam (65) from eye in yoke (34) and slide out reverse cam (65) from
reverse cam slide assembly (63).
Remove cross shaft (13) from reverse gear housing (3) as follows:
a.
b.
c.
Loosen the two capscrews securing the yoke (34) to the cross
shaft (13).
With small end of housing toward mechanic, slide cross shaft (13)
from left to right being careful cross shaft doesn It come in contact
with operating sleeve bearing (50), or Woodruff key (26) in cross
shaft under yoke arm (34) isn It forced against cross shaft oil seal (20)
in right side of housing. Remove the two Woodruff keys from cross
shaft.
Slide cross shaft out of housing and remove brace (67) and lift yoke
(34) from operating sleeve (50).
5.
On dipstick side of housing remove roll pin (24) securing brake band locking pin (12) that secures brake band to housing. Remove locking pin and
inspect "0" ring (23) and replace if damaged.
6. Slide brake band (62) from gear case assembly (41) and remove band from
front of housing.
7.
Remove cotter pin and nut (18-2) from reverse gear tailshaft (2-2).
8.
Support reverse gear housing (3) with front end down so that gear case (41)
may drop free approximately two inches.
9.
Press on reverse gear tailshaft (2-2) until tailshaft is free of reduction
drive gear (87).
10. Lift reverse gear housing (3) straight up until housing clears tailshaft
(2- 2).
S.IS
11. Remove capscrews and lockwashers that secure reduction adapter plate
(85) to reverse gear housing (3).
a.
b.
c.
Remove reduction adapter plate with attached bearing (88) and reduction drive gear (87).
Press bearing with drive gear from adapter plate.
Press bearing from drive gear.
DIRECT DRIVE UNIT (perform procedl..res 1 through 6 above)
12. Bend tang of lockwasher (19) away from locknut (18-1) and remove nut
from reverse gear tailshaft (2-1). by holding gear half coupling (14) with
spanner wrench. Remove lockwasher.
13. Support reverse gear housing (3) face down so that gear case may drop
free approximately 2 inches.
14. Press on reverse gear tailshaft (2-1) until tailshaft is free of gear half
coupling (14). Lift reverse gear housing (3) straight up from gear case
assembly (41) until housing clears tailshaft (2-1).
15. Remove capscrews and lockwashers that secure direct drive plate (15) to
reverse gear housing (3).
a.
b.
c.
d.
Remove direct drive plate (15) with attached bearing (25) and gear
half coupling (14) from reverse gear housing (3).
Press gear half coupling from bearing.
Press bearing from drive plate.
If necessary to replace. remove oil seal (21) from direct drive plate.
DISASSEMBL Y OF GEAR CASE
Remove thrust washer (16-2) and retainer ring (6) from end of reverse
gear tailshaft on reduction units. and Woodruff key (27). seal washer (6)
and thrust washer (16-1) from end of tailshaft on direct drive units.
2.
Remove locks crew (55) and lockwasher" from screw collar (53) and remove
screw collar from gear case by unscrewing.
Lift operating sleeve
assembly (50) from tailshaft when removing screw collar.
3.
Lift pressure plate (49) and clutch plates (48) and (54) from end of gear
case.
4.
Properly support gear case on clutch plate carrier and press tailshaft
(2-1) or (2-2) from propeller gear (43) and clutch plate carrier. Lift
clutch plate carrier from gear case.
5. Remove case ball bearing retaining ring (59) from groove in gear case.
6.
Remove capscrews (14) <;l.nd lockwashers (13) and case bushing (23) from
gear case.
7.
Before removal of the short or lon~ pinions is attempted. first inspect the
gear teeth for indication of wear. Also. rotate each pinion to check for
rough spots during rotation. If further inspection or replacement is
necessary. proceed with the disassembly. However. do not disassemble
unless required.
8.
Drive pinion shaft (20) of one of the short pinions (22) from threaded end
of gear case approximately 1/2 inch. Push pinion shaft on through with a
dummy shaft.
9.
Push dummy shaft until centerec in short pinion (46) and short pinion
spacer (56).
Remove pinion shaft (42) from front end of gear case.
10. Remove remaining short pinions (46) from gear case.
11. Press propeller gear (43) from the case ball bearing (58).
12. Remove long pinions (44) using dummy shaft as in removing short pinions.
1.
NOTE:
Bushings are pressed into the long and short pinions.
S.16
INSPECTION
All parts should be thoroughly cleaned before inspection.
wear should be replaced.
Parts showing excessive
1.
Ball and roller bearings should be examined for indication of corrosion
and pitting on balls or rollers and races.
2.
Long and short pinion bushings should be examined for wear.
3.
Pinion shafts should be examined for wear or "brinellingll.
4.
Long and short pinion spacers should be examined for wear.
5.
Long and short pinion bore diameters should be examined for wear.
6.
All gear teeth should be examined for Ilpitch line pittingll, unever wear
pattern or excessive wear.
7.
All shafts should be examined for wear on splines and shoulders.
8.
Clutch plates should be examined for flatness, roughness, indicating of
excessive heating and wear or peening of driving lugs.
9.
Clutch plate carrier should be examined for wear and peening of lugs and
splines.
10. Examine all oil seals for rough or charred lips.
11. Reverse band links, pins, etc. should be examined for wear or bending.
12. Reverse band lining should be examined for wear.
NOTE:
13.
14.
15.
16.
17.
18.
Lining should be replaced before rivets come in contact with gear case.
Gear case should be examined for wear from reverse band linking, short
or long pinions wearing into inside faces or wear in clutch plate slots on
threaded end.
Screw collar and finger assembly should be examined for wear.
Pressure plate should be examined for wear.
All old gaskets should be replaced.
Operating sleeve assembly should be examined for wear.
Engine gear should be examined for wear on oil seal surfaces, case roller
bearing race, pilot bearing race and gear teeth for Ilpitch line pittingll,
uneven wear or excessive wear.
NOTE: When uneven gear teeth wear has been noticed, check engine gear for
eccentricity. Maximum eccentricity at pilot bearing race is . 005 inches.
19. Where special vibration dampers are used as flexible couplings, check
springs and splines for wear.
ASSEMBL Y OF GEAR CASE
1.
If pinion gears (45) and (46) bushings (21),
and pmlOn shafts (42) were
removed from gear case (41), assembled as follows:
a.
NOTE:
Insert dummy shaft into long pinion (44).
Use same dummy shaft as used in disassembly.
b.
Insert four bushings (21) equally spaced around dummy shaft to center
shalt in gear; then assemble remaining bushings.
NOTE: Smear dummy shaft with cup grease to prevent bushings from dropping
out. Install bushing spacer (56) in gear next to first row of bushings.
c.
Lay gear case (41) on side and insert long pinion (44) in case to align
with hole in outer row.
5.17
d.
e.
f.
g.
h.
i.
2.
3.
4.
5.
6.
7.
8.
9.
Insert pmlOn shaft (42) plain end first, into unthreaded end of gear
case and push through pinion as far as rear wall of gear case, forcing
out the dummy shaft.
Remove dummy shaft, and start pinion shaft into rear wall of case.
Do not drive pinion shaft all the way into gear case until all shafts
are inserted.
Assemble remaining long pinions in gear case.
Using dummy shaft, insert short bushings (47) into short pinion (46)
in same manner covered in paragraphs a and b above. With short
pinion, use pinion spacer (56).
Insert short pinion (46) into gear case, pinion toward front of case,
to line up with hole in inner row and insert pinion shaft (20) as
described in d above.
Assemble remaining short pinions in gear case.
Assemble case bushing (23) to gear case with edges of race in line with
flats on pinion shafts.
Replace lockwashers (13) and capscrews (14).
Insert propeller gear (24) through rear of gear case in mesh with long
pinions.
Press case ball bearing (58) into gear case and onto propeller gear by
supporting entire assembly on propeller gear inside front end of gear
case. Make certain that case ball bearing is seated properly on propeller
gear and into gear case. Install case ball bearing retaining ring (59) in
groove in gear case next to case ball bearing.
Press clutch plate carrier (27) onto reverse gear tailshaft (2-1) or (2-2).
Align splines on reverse gear tailshaft and press tailshaft through propeller gear until propeller gear is seated against the clutch plate carrier
already on tailshaft. Support the entire assembly on propeller gear inside
front end of gear case dudng pressing operation.
Place Woodruff key (61) on end oftailshaft inside propeller gear.
Install clutch plates in clutch plate cavity in rear of gear case starting
first with bronze clutch plate (54) and alternating steel plate (34) and
bronze clutch plate.
Install pressure plate (49) on top of last bronze clutch plate in clutch
plate cavity.
NOTE: Make certain that all plates ride freely and that no binding is apparent
during assembly.
10. Assemble finger assembly (52) to screw collar (53) using finger pins (51)
and securing with cotter pins.
11. Thread screw collar (53) onto gear case assembly (41) approximately half
of the thread length.
12. Place operating sleeve assembly (50) onto tailshaft. Position ball ends of
finger assembly over sleeve assembly.
13. Continue screwing screw collar onto gear case (41) until finger assembly
will snap over center and lock into position against the shoulder of the
pressure plate (49).
14. Push operating sleeve assembly (50) forward until finger assemblies are
free.
15. Place lockwasher over end of lockscrew (55) and thread lockscrew into
one hole near edge of screw collar (53). Rotate screw collar until dog on
end of locks crew lines up with closest hole in pressure plate.
16. On reduction tailshafts, install retaining ring on reverse gear tailshaft
making certain that retaining ring is seated properly in groove in reverse
gear tailshaft.
S .18
CAUTION: The forward clutch is not properly adjusted at the end of this assembly.
Proper adjustment is made after installation in boat is complete. Follow instructions as outlined under section on adjustments.
ASSEMBL Y OF REVERSE GEAR CASE IN REVERSE GEAR HOUSING
REDUC TION MODEL
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
Place new gaskets (8). (7). and (4) on front. rear. and top of reverse
gear housing (3).
If removed for replacement. install new oil seals (20) in cross shaft holes
in housing.
Support gear case assembly (41) on propeller gear (43) inside front end of
gear case so that reverse gear housing (3) will not rest on face when
lowered over gear case assembly.
Lower reverse gear housing (3.) over gear case assembly with reverse
gear tailshaft (2- 2) protruding thll~:>ugh bore in rear of housing.
Place thrust washer (16-2) with counter-bored side down over reverse
gear tailshaft (2- 2). (Make certain that thrust washer seats properly on
shoulder of retaining ring (6) on tailshaft (2-2. )
Press reduction drive gear (87) into ball bearing (88).
Plc:.ce new gasket (8) on reverse gear housing (3) and press reduction
drive gear (87) and ball bearing (88) on reverse gear tailshaft (2-2) until
ball bearing is seated against thrust washer (16 - 2). Thread on reverse
gear tailshaft nut (18-2).
Press reduction gear adapter plate (85) over ball bearing and secure with
necessary bolts.
Install reduction gear crescent (74).
Tighten all capscrews. Tighten reverse gear tailshaft nut 08-2) until
cotter pin can be installed through castellation in nut and hole in reverse
gear tailshaft.
Install cotter pin and bedn ends over nut.
Place new gasket (72) on reduction adapter plate (85).
Install brake band assembly (62) onto gear case assembly (41) in reverse
gear housing.
With reduction adapter plate (85) facing mechanic. insert yoke (34) through
cover opening in housing placing forked arms of yoke over pins of operating sleeve assembly (50).
Ensure part number of yoke is facing
mechanic.
Align and hold hole in brace (67) on inside right hole in yoke and push
cross shaft through yoke and brace to left side of housing.
Pull cross shaft out from right side of housing approximately one inch and
insert Woodruff key in cross shaft to the right of each yoke hole to position yoke to cross shaft.
Secure yoke to cross shaft by tightening the two cap screws in yoke.
Slide reverse cam (65) through reverse cam slide assembly (63) and in
hole in arm of yoke (34).
Position pin in brake band (62) in hole in brace (67).
Replace and tighten adjustment nut (66) to reverse cam slide assembly
(63) .
Secure lock spring (68) over adjustment nut (66) with screw. lockwasher
and nut (70).
DIRECT DRIVE UNIT
22.
After paragraph 4 above place thrust washer (16-1) over reverse gear
tailshaft. Place seal washer (6) over reverse gear tails haft against thrust
S.19
washer and install Woodruff key (27) in keyway in tailshaft.
23. If removed for replacement, pre-ss new oil seal (21) into direct drive
plate (15). Press ball bearing (25) into direct drive plate.
24. Place direct drive plate, oil seal and ball bearing assembly on suitable
support and press gear half coupling (14) into oil seal (21) and ball bearing (25) until gear half coupling is seated against ball bearing. Care must
be taken not to damage oil seal during assembly.
25. Align direct drive plate and gear half coupling up with key in reverse gear
tail shaft and press together until ball bearing is seated against thrust
washer (16-1).
26. Place lockwasher (19) over reverse gear tailshaft with tang in keyway in
gear half coupling and thread locknut (18 -1) on reverse gear tailshaft.
27. Install lockwashers and capscrews in holes in direct drive plate and bolt .
to reverse gear housing.
28. Tighten all capscrews. Tighten locknut (18-1) and bend up one tang on
lockwasher (19) over locknut.
29. Continue with paragraphs 13 through 20.
ASSEMBLE TRANSMISSION TO ENGINE
1.
If front end plate (5) was removed from reverse gear housing (3) or
engine flywheel housing proceed as follows:
a.
b.
c.
d.
2.
3.
4.
5.
6.
Replace oil seal (22) or bearing (37) if necessary.
Slide engine gear (1) into flywheel housing damper spline.
Align mounting holes in front end plate (5) with holes in flywheel
housing and secure with lockwashers and capscrews.
After installing on engine, check engine gear f0r runout. Maximum
eccentricity is .005 inches at pilot roller bearing.
Insert two studs three inches long in two opposite bolt holes in front end
plate (5).
Check to be certain that pilot roller bearing (60) is properly installed in
propeller gear inside gear cas e.
Start reverse gear housing (3) over the two studs and slide housing over
engine gear (1) right up against flywheel housing. It may be necessary to
rotate gear case slightly to properly mesh teeth on engine gear and short
pinions in gear case.
Install lockwashers and capscrews in holes around flange of housing.
Remove the two studs and install remaining lockwashers and capscrews.
Tighten all capscrews.
ASSEMBLY OF REDUCTION GEAR ASSEMBLY TO REVERSE GEAR
HOUSING ASSEMBLY
NOTE:
1.
2.
3.
Refer to reduction gear assembly and disassembly procedures.
Install two studs 3 1/2 inches long in two opposite holes in· reduction
adapter plate.
Position reduction gear assembly over studs with oil drain plug at bottom
and slide onto reduction drive gear. It may be necessary to rotate reduction ring gear slightly to properly mesh gear teeth.
Installlockwashers and capscrews around flange of reduction gear housing
and tighten uniformly.
S.20
YOUR NOTES
S.21
SA1 AND SAO MANUAL CLUTCH ADJUSTMENTS
With the transmission secured to the engine,
replace all water lines, etc. However, do
not connect the shifting linkage until all the
adjustments have been made and are satisfactori Iy tested~
Before securing the propeller half coupling to
the gear half coupling, check to make certain
that the couplings do not run out more than
.002 inches wi th respect to each other. Study
section "AI ignment to Engine II on Pages
14 and 15 of Technical Manual.
The transmission should be filled with new oil
as specified under lubrication.
The transmission can be partially adjusted before the eng i ne has been run.
However, a
complete running test is necessary to satisfactori Iy determine whether the adjustments have
been properly made.
The preliminary adjustments for the forward
drive arE'. made as follows: remove reverse
cover plate, rotate pressure finger assembly
and screw coli ar (37) unti I lock screw (42)
is up and facing you. Then, working carefully to avoid dropping either screw or tools
into clutch housing --
I. Back out the lockscrew (42) unti I the dog
on the end of the lockscrew is clear of the
hole in the pressure plate (35).
2. Rotate the screw Collar (37) to the right
until the lockscrew (42) is opposite the
next hole in the pressure plate (35).
3. Tighten the lockscrew making certain that
the dog on the end properly enters the hole
in the pressure pi ate.
4. Continue this until a decided effort is required to shift into forward (approximately
26 foot pounds).
48
~r:F===4---- 50
SAl Reverse
Adjustment
(Top View)
The preliminary adjustments for the reverse
drive are made as follows:
1. Loosen the locknut (50) on the inside of the
upright ear at the top of the reverse band.
2. Tighten the adjusting nut (50) on the outside
of the ear until both nuts are again tight
against the ear of the reverse band.
Typical Forward
Clutch Adjustment (SAl & SAO)
3. Repeat until a decided snap is required to
shift into reverse.
4. Do 'Jot tamper with adjustment of link (48).
5. For Four-99s and early Four-107s there was
a cam operated reverse adjustment. Simply
tum screw head (103) clockwise one flat at
a time unti I satisfactory reverse engagement
is obtained (see Figure 3).
S.22
SAO Reverse
Adjustment
(Top View)
Replace the cover on the reverse gearhousing.
The transmission is ready for a preliminary test
which may be done at dockside,
Check all of the mooring Iines before continuing the test,
With the engine running at i.dle speed, shift
the transmission into forward and reverse noting how well the transmission responds.
If the transmission does not engage in one or
both of the forward or reverse positions further
dockside adjustments are necessary. Continue
the adjustments CIS outlined above untit the
transmission will engCGe in both forward and
reverse dri ves.
A complete running test is necessary to determine that the transmission is properly adjusted.
The transmission should not sl ip or IIbreak II
away under full power conditions in the forward
drive and should hold in reverse under all normal reversing conditions.
If further adjustments are necessary, continue
the adjustments CIS outlined above until satisfactory operation is reached. It should be
noted however that the adjustments should be
carried out only unti I satisfactory operation is
reached since it is possible to over-adjust the
transmission. If the transmission is over-adjusted it will be more difficult to shift into
forward and reverse and the parts wi II be heavily stressed and subject to early fatigue failure. Therefore, once the preliminary adjustments have been made, only a very small amount of adjustment will be necessary for either
forward or reverse. Usually, an adjustment of
a half a step on the forward, or at the most, a
full step is required for full adjustment. Only
a very small adjustment is required for the reverse drive.
On the forward drive, a full step of adjustment
is as outlined above or is made by loosening
the lockscrew (42) and rotating the screw
coli ar (37) to the right unti I the next hole in
the pressure plate (35) can be lined up under
the lockscrew. A half a step is made by taking the lockscrew out of the hole that it is in
and pi acing it in the hole adjoining it in the
screw coil ar. Then rotate the screw coil ar to
the right unti I the next hole in the pressure
plate is lined up under the dog of the lockscrew. Make certain that the lockscrew enters
the hole properly or it will bind up the forward
clutch.
When the transmission is properly adjusted,
replace the cover and secure all external bolts
and fasteners. Before replacing the shifting
linkage, check to make certain that it operates free Iy ol'ld ooes not bind or drag. Replace
the Iinkage on the transmission sh ift lever and
secure properly.
WHEN CLUTCH SLIPPING IS NOTICED, STOP AND ADJUST AT ONCE.
pqOPER ADJUSTMENT WILL MAINTAIN YOUR CLUTCH FOR YEARS,
BUT A SLIPPING CLUTCH MAY DESTROY ITSELF, CAUSING COSTLY
REPAIRS.
S.23
SA1 AND SAO REDUCTION UNITS
DESCRIPTION
The Westerbeke/Paragon reduction gears consist of an internal ring gear and a
drive gear that offers a variety of reduction ratios.
ADJUSTMENTS
There are no adjustments necessary to maintain the reduction gears in proper
running condition.
DISASSEMBLY OF REDUCTION UNIT
NOTE: Disassembly need be carried out only as far as necessary to correct
those difficulties which interfere with proper marine gear operation.
Remove reverse and reduction gear as
avoid fouling the bilges.
a complete unit before removing the oi} to
Remove oil drain plug from bottom of reduction gear housing (86) and
drain oil from unit.
Make certain that all lubricating oil is removed
from reverse gear unit.
2.
Remove caps crews and lockwashers from flange of reduction gear housing
and slide entire reduction unit straight back approximately 3 inches until
reduction unit clears reduction drive pinion.
3.
Bend tang of lockwasher (78) away from locknut (77).
Remove locknut
using suitable wrench and lift lockwasher from shaft.
4.
Remove gear half coupling (75) with gear type puller or by supporting
entire assembly under flange of gear half coupling and press agamst shaft
to force coupling from assembly.
5.
Support reduction gear housing so that flanged shaft assembly can drop
free approximately 2 inches and press flanged shaft assembly from
reduction gear housing.
6.
Remove retaining ring (76) from groove next to ball bearing (84) in..;ide
reduction gear housing and press ball bearing from housing.
7.
If necessary to replace, remove oil seal (79).
8.
Remove Woodruff key (80) from flanged shaft and remove seal washer (74)
and spacer (73).
9.
Press ball bearing (84) from flanged shaft using two holes in flange.
10. Remove capscrews and lockwashers from rim of flanged shaft and remove
ring gear (71) from flanged shaft.
1.
INSPECTION
All parts should be thoroughly cleaned before inspection.
wear should be replaced.
1.
2.
3.
4.
5.
Parts showing excessive
Ball bearings should be examined for indications of corrosion and pitting
on balls and races.
All gear teeth should be examined for "pitch line pitting", uneven wear
pattern or excessive wear.
Examine oil seal for rough or charred lips.
Retaining rings should be checked for burrs or deformities.
All gaskets should be replaced.
ASSEMBLY OF REDUCTION UNIT
1.
2.
Replace oil drain plug into reduction gear housing (86).
Press ball bearing (84) into reduction gear housing (86) and install retaining ring (76) into groove next to ball bearing.
S.24
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
If removed for replacement.
press new oil seal (79) into reduction gear
housing.
Place flanged shaft over ring gear (71) and line up holes in flange with
those in ring gear.
Place lockwasher over capscrew and insert capscrew into hole in flanged
shaft and secure flanged shaft to ring gear.
Press ball bearing (84) onto flanged shaft. Place spacer (73) over shaft
next to ball bearing and place seal washer (74) over shaft next to spacer.
Install Woodruff key (80) into keyway in flanged shaft.
Place reduction gear housing over small end of flanged shaft and start
ball bearing (84) on flanged shaft into bore in housing by tapping housing
with a soft mallet.
Turn unit over with small end of housing down and press on center of
flanged shaft until spacer (73) is seated against ball bearing (84) in reduction housing.
Support unit on inside of flanged shaft with large end of unit down and
press gear half coupling (75) onto shaft end and into ball bearing until
coupling is seated against ball bearing. Care must be taken to line up
keyway in coupling and key in shaft before pressing together.
Place lockwasher (78) over end of flanged shaft with tang on inside of
lockwasher in slot on flanged shaft. Place locknut (77) onto shaft and
secure using suitable wrench.
Bend one tang of lockwasher into slot on locknut.
Install two studs 3 1/2 inches long into two opposite holes in reduction
adapter plate.
Position redu.ction gear assembly over studs with oil drain plug at bottom
of housing and slide onto reduction drive ge8.r. It may be necessary to
rotate reduction gear slightly to properly mesh gear teeth.
Install lockwashers and capscrews around flange of reduction gear housing and tighten uniformly.
:?6
,
\
\'-----..
~ 'v __~/
---...---~ -
------------~~-----------
S.25
TYPE RB -
FREEWHEELING
The Volvo Penta reduction-reverse gear, type
RB, has a bui It-in reduction gear, with reduction ratio 1 .91: 1. Engagement "Ahead" or "Astern" takes place by means of se If-adjusting cones
which are held in the engaged position partly
with the he Ip of the prope Iler thrust.
When engaging "Ahead", the output shaft is
moved with its cone so that it meshes with the
front cone. When "Astern" is engaged, the
output shaft is moved backwards and meshes
with the inner cone which operates via an intermediate gear. The direction of rotation of the
output shaft wi II therefore be reversed. In the
neutral position the cone is held by the locking
plunger in such a potition that there is clearance
oetween the cone and the gear whee I.
2.
Remove the bolts holding the reverse gear
to the engine and pull the reverse gear
carefu Ily aft, without breaking, so that it
is re leased from the engine.
3.
Remove the bo It (1 2) and pu II off the coupling flange (10). Also lift off the rubber
protector (18). The key (15) need not be
removed.
4.
Remove the reverse gear lever from the
control shaft (1). Then remove the cover
(2). Pullout the control shaft (1) and the
eccentric stud (9) (note the position of the
stud which has marked sides.
5.
Remove the bolts which secure the reverse
gear housing (32) to the casing (33). Part
the casi ng from the housi ng by means of
light blows with a mallet.
6.
Remove the bolts (22) and take out the
shaft (17) with the sleeve (20).
8.
Remove the bolts (23) and the washer (24).
P lace one of the bo Its (23) in the center
ho Ie of the support beari ng (27) and pu II
off the gear wheel (30). If the ball bearing (29) is to be removed from the gear
wheel, remove the bolts (25) and the ring,
(26) after whic h the ba II bearing is pressed out.
9.
Lift out the cone (28).
Reduction-reverse gear with ratio 1 .9 : 1 has a
separate oil changer and is watercooled.
Fig. 1. RB type reduction-reverse
gear, ratio 1.9:1
1. Plug for oi I fi Iling
2. Oil dipstick
3. Plug for draining oil
4. Drain plug for cooling water
10.
Remove the gear wheel (31) with bearing
(34) from the housing (33). Forthe reduction-reverse gear with ratio 1.9 : 1 J removing is made easier by tapping carefu Ily on
the bevelledside of the gear wheel (31),
11.
See Fig. 2. Remove the bolts (38). The
flange (44) need not be removed from the
shaft. Press out the shaft (42) together with
the cover (43tandthe ball bearing. Pres-
REPAIR INSTRUCTIONS - REMOVING
The repair instructions refer to Fig. 2 for ratio
1.9 :1.
1.
Disconnect the cooling water connections
(rqtio 1.9 :1). Removethepropellershaft
and push it aft.
S.26
Fig. 2.
Cross-section of reduction-reverse gear, ratio 1.9 : 1
sure is applied ta the shaft journal for the
bearing (35). Take care to ensure that the
needle bearing (35) is not damaged. Protect the bearing from dirt and place it so
that it will take up the same position again
when being fitted.
12.
Drive out the shaft (40) wi th the gear whee I
(37) and the bearing (36). With regard to
taking care of the bearings, see point 11.
13. See Fig. 2. Removal of flange (44) and
bearing (3) from the shaft (42) should be
done in a press after the locking flange has
been removed. Pressure must not be applied
to the outer ci rcumference of the flange
(44) .
INSPECTION
Before the reverse gear is refitted, all its com-
ponents shou Id be carefully cleaned. At the same
time inspect the parts and replace those that are
worn. Fit new gaskets, O-ring and spring washers. Check carefully to see that all sealing ring~
are undamaged.
See Fig. 2. Friction lining wear on the gear
wheel (31), which is most subjected to wear, is
compensated for by increasing the thickness of
the shim (21) as follows: Place the cone (28)
in the gear wheel (31) and measure the distance
"X" shown in Fig.4 The amount by which the
measurement "X" is less than 85mm (3.35") determines how much the thickness of the shim (21)
shall be increased. For example, if the distance
measures 83mm (3. 29"), then a 2mm (0.08") thick
shim should be fitted. If the wearis so great that
the measurement "X" is less than 81mm (3.19"),
then the worn parts must be replaced. The fri ction linings in the gear wheel and cone are not
interchangeable.
S.27
1.
Fit the bearing (36) and the gear wheel
(37), also press the shaft into the housing.
2.
Fit the gear wheel (31) with bearing (34)
into the housing (33).
3.
See Fig. 2. Fit together the shaft (42),
bearing (39), cover (43) and the flange
(44) into one unit. Th~ blJII bearing (39)
is fitted so that the recess on one side of
the bearing (Fig.7) faces opposite the
teeth on the shaft (42). If the sealing ring
in the cover (43) shows the least sign of
damage or if it has been removed from the
cover, itshould be replaced bya new one.
A protecting sleeve shouldbe used to prevent damage to the sealingring by the passage of the keyway in the shaft (42).
4.
See Fig. 2. Fit the shaft unit into the
housing (33). Take care to ensure that the
gear wheel on the shaft (42) meshes with
both gear wheels (37 and 31).
5.
See Fig. 2.
6.
Fit the cone (28) in the gear wheel (31).
Fit the needle bearing (35).
7.
Fit togetherthe bearing support (27), bearing support (27), bearing (29), cover (24)
and the gear wheel (30) into one unit and
and tighten on the cover (24). The ball
bearing is fitted so that the recess one side
of the bearing faces away from the teeth
on the gear whee I (30). The bearing support (27) and the washer are fitted so that
the middle throu!=lh hole comes upwards.
8.
Place the unit in the cone (28).
9.
Fit the shaft (17) and the sleeve (20) onto
the cone (28).
12. Fittheflange(9), shaft (1), locking plunger (8), sleeve (4), spring (5) and the plunger housing (6). Oil the parts liberally before fitting. The flange (9) is fitted so that
its sides marked "0" follow the lonoitudina I direction of the engine. Fit the reverse
gear lever and check the movements of the
lever from neutra I to "Ahead" and" Astern"
positions respectively, which should be
equi-distant. If the movement in one direction is appreciably more than in the other
direction, this is to be adjusted by turning
the flange (9). This is shaped such that the
center of the rectangular portion is offset
in relation to the center of the cylindrical
portion (guide). If the flange is fitted so
that the projecting side faces forwards, the
movement of the reverse gear lever from
the "Ahead" position to "Neutral" is decreased. If theflange is turned half a turn
so that the projecting side faces aft, the
movement of the lever from !lI'Jeutral" to
the "Astern" position is decreased.
Then c heck that the reverse gear engages
in both the "Ahead" and !lAstern" positions.
13. Fit thereversegearto the engine. Regardingthe reverse gear withratio 1.9 :1, fitting is faci litated if the rubber bushings on
the driving studs (45) as we II as the holes
for these in the engine flywheel, are carefully coated with talc.
1.
2.
3.
4.
5.
6.
7.
10. Fit the reverse gear housing (32) over the
assembled parts and tighten it onto the
housing (33).
11. Fit the rubber protector (18) and the coupIi ng flange (10). Before fi tti ng c hec k that
the bolt (12) is well tightenedandthat the
key (15) is properly bedded down in its keyway in the shaft (17).
Fig.
3.
Spring housing
Interlock pin
Control shaft
Cover
Flange
Bearing hO'.lsing
Reverse gear
housing
Rear section of reverse gear
S.28
1.
Set the reverse gear lever in the neutral
position.
the lever retainer and the shaft must be
turned.
2.
Remove the bolts whic h hold the bearing
housing (6, Fig. 3) to the housing (7).
Pull the bearing housing aft several millimeters (this is faci litated by carefully engaging the lever), insert a knife between
the sea ling surfaces and loosen the basket
carefu lIy so that it remains in contact with
only one of the sealing surfaces.
a. Remove the spring housing (1, Fig. 3)
and lift out the locking plunger (2).
b. Remove the cover (4) without pulling it
off the shaft.
c. Lift the shaft (3) with cover (4) from the
housing and turn the shaft 1800 (half a·
turn). Turn also the flange (5) half a
turn and fit the shaft.
4.
3.
Turn the bearing housing to the desired
position and tighten down the housing.
If the keyway on the shaft is in such a position after being moved round that the reverse gear lever cannot be fitted, the shaft
and flange are turned as fo lIows: On the
shaft there is only one keyway so that both
Refit the parts.
If the remote control for the RB reduction-reverse gear is fitted, it may not be done in such
a way that a constant pressure operates on the
reverse gear control components.
In both
"Ahead" and "Astern II positions the remote contro I device must be complete Iy un loaded so that
the prope lIer thrust can maintain the cones in
the reverse gear in the engaged position.
DATA
Type ..................................... Volvo Penta RB 1.9 :1
Ratio IIAhead li • • • • • • • • • • • • • • • • • • • • • • • • • • • • 1.9 :1
Ratio IIAstern li • • • • • • • • • • • • • • • • • • • • • • • • • • • • 1.73:1
Lubricating system ......................... Circulation type
Oil capacity, approx ..............•........ 0.5 liter (1 quart)
Oi I grade .•..•........................... Service OS
Oi I viscosity. . . . . . . . . . . . . . . . . . . . . . . . . . . .. SAE 20
Oil change ............................... Every 100 hours
Prope Iler type ............................. Left-hand thread
Weight, approx ............................ 28 kg (61 lb.)
5-29
PARAGON P-21 SERIES HYDRAULIC
I.
SPECIFICATIONS
A. Description Chart
MODEL
REDUCTION RATIO
DIRECTION OF ROTATION
P21L
P22L
P23L
P24L
P25L
DIRECT
ALL LEFT HAND
AS VIEWED FROM
THE OUTPDT END
OF THE TRANSMISSION
1. 5: 1
2:1
2. 5: 1
3:1
J
B. Model and Serial Numbers
Each reverse gear has a model number and
a serial number.
These numbers are on
the name plate, located on the housing
of the transmission.
MODEL AND SERIAL NUMBER CHART
DIRECT DRIVE MODEL AND SERIAL NUMBERS
P2 -
1-
Gear. Size
5J .1234 -
Direct Drive
L-
Tronsmission Serial No.
Left Hand Rototion Unit
REDUCTION GEAR MODEL AND SERIAL NUMBERS
l
P2 -
Geor Size
~
I
~
\
Reduction
Geor
Size
5J-5678
------===== ----------1. 5: 1 J
2.0:1 ,
2.5:1 \
3.0: 1
Reduction
Geor
Ratio
L
5 J - 5678 .
-LeftHandRotationUnit
T ran s·
mission
Serial
No.
S.30
II. INTRODUCTION
Tl ansmissions have been designed for srilooth
operation and dependability in marine Lise. The
transmission is self- contained, having an oil
pressure system and oil supply completely
separated from engine lubricating oil systems.
Transqlission oil under pressure is used to
engage a forward or reverse drive. The for-
III. INSTALLATION
A. The installation instructions below are for
use when the original transmission has been
removed for servicing and must be reinstalled, or when the transmission unit
is to be adapted as non-original eqUipment to a marine engine.
B. It is important that the engine and t ransmission rotatio:1s are matched. The di rection of rotation of an engine is defined in
this manual as the direction of T0tation
of the engine crankshaft as viewed from the
output end of the transmission. A clockwise rotation of the engine is a right hand
rotation and a countercluckwisE: rotation of
the engine is a left hand rotation.
letter "R" or "1." appearing on the
transmission serial num},i::r plate illustrated in Section I, "SPECIFIC\TIO;\S",
indicates whether the transmissiun is for
use with a right or left hane! rotating
engine.
A
C. The hydraulic transmission is attached to
the engine in the following manner:
1. Insert two 3-1/2" studs in CJl!posite
transmission mounting holes ill ttlt~
engine adapter plate.
2. Place the transmission against the Cituds
so that the studs gu through two "f the
matching holes in thE: trans!nis:.'ion
housing flange.
3. Slide the transmission along the studs
toward the engine so that the spline on
the shaft at the front of the transmission
enters the matching splined hole in the
engine vibration dampener.
ward drive is through a multiple disc clU1.d\
a rrangement, while thE: reverse drive uti 1izes
a reverse clamp band and planetary g>::iI'
train. The transmission oil is circulated :H.d
cooled through a sep" rate external oi I c<)ok r
core, which is in turn cooled by the png:nc
water. Paragon transmissions are fcHllishl,d
with either dirp.ct drive or reductiol} gt::.il";.
Gear reduction ratios aild correspondl'1g
model iclentificati,)n numbers are liSted in
Section I, l~ndeI' "SPI::ClFICATIO~~".
4. Install and tighten four bolts with lockwashers thr(.ugh the transm:ssiO[1
housing flange into the enginE"' ad~pter
plate. Remove the 3-1/2" studs. Inshll
and tighten the two remaini-ng bolls
\vith lockv.'ashers through the lram;mission hOUSing flange.
D. The transmission and propeller shalt (.;')UpIing must be carefully aligned before the
propeller shaft is connected to the 1nnsmiSSion, in urder to avoid vibratiun ,[nd
consequent damage to the transllli":si'J11,
engine, and boat bull during oper:iJ :UIl.
To align the coupling, move the pn~pt;!i\.'r
shaft, with attached c\Jup!ing flange, tc,v>ard
the transmission so that the f:H.:es ,)1' ,he
propeller shaft coupling n;iI1gl; :-i!~ri ,ff;llSmiSSion shaft CUUplil)g ihnge are :n ('()ntact. The coupling flang'e 1acE;s shoujli be
in contact throughOUt thei r €'lti n, ,;: rClIn;ference. The total rUlllhit or g:1p he!\,1~::'11
the faces sh(Juld n·.)t exceed .002" :1t :tny
point.. If ti,e runuut exceeds.002", n~p()si­
tion tht: engin~ and att:1(;hed transmi!-:<siGTl
by lo()sening tht: engin.:: support bo.llts :,11<.1
adding or removing shims to raise ur ld""t:I'
either end ~)i the cIll!-ine. If nel~E:SSdI'y.
IJ10ve the engine sideways to adjust trw
runaut or to :11 ign the ~oupling flange
faces laterally. '[ ighten the engine suppllrl
bulls and recheck the a:ignrnent "f t.he
coupling before bulting the coupling fla"gt:s
together. Connect the c<lupl i ng flanges w: til
lJolts, Juckwashers, and nuts.
E. Connect the oil cooler lines to tlw
mission.
IJ"i,LS-
F. Connect the shIft control cable 11'on. the
cockpit control station to the transmission
control valve lever, shown in Figure ()n
page 5. Place the transmission control
valve lever in the neutral position and
T.59
GENERATOR TROUBLESHOOTING
PREPARATION
D. AC output voltage builds up, but field breaker
trips.
A few simple checks and a proper troubleshooting
procedure can locate the probable source of trouble
and cut down troubleshooting time.
1. Check all modifications, repairs, replacements
performed since last satisfactory operation of set
to be sure that connection of generator leads are
correct. A loose wire connection, overlooked
when installing a replacement part could cause
problems. An incorrect connection, an opened
circuit breaker, or a loose plug-in printed circuit
board are all potential malfunction areas to be
eliminated by a visual check.
2. Unless absolutely sure that panel instruments are
accurate, use portable test meters for
troubleshooting.
3. Visually inspect components on VR21. Look for
dirt, dust, or moisture and cracks in the printed
solder conductors. Burned resistors, arcing
tracks are all identifiable. Do not mark on printed
circuit boards with a pencil. Graphite lines are
conductive and can cause short circuits between
. components.
To correct a problem, answer the question of the step
either YES or NO. Then refer to the step number in the
answer column and proceed to that step next.
Letters A through P in the Test Procedure column
refer to detailed procedures in the Adjustments and
Tests section, pages 8-15.
TABLE A. No Build Up of AC
Output Voltage
1. Is Field Breaker CB21
on control panel ON?
2. Connect jumper wire across
terminals of Field Breaker,
CB21. Does AC output
voltage build up?
If voltage builds up
REPLACE FIELD BREAKER .
TROUBLESHOOTING PROCEDURES
3. Push to reset Field Breaker.
Does AC output voltage
build up?
If voltage builds up but
is high, low, unstable, or
causes tripping of Field
Breaker, refer to Tables
B, C, or D.
This troubleshooting information is divided into
tables, A, B, C, and D as follows:
A. No build up of AC output voltage.
B. AC output voltage builds up, but is unstable.
C. AC output voltage builds up, but is high or low.
4. Disconnect alternator stator
leads 1 & 2 from TB21·1 and
TB21·2 on VR22. Is reference
voltage across 1 & 2 20 VAC
or more?
The question and answer troubleshooting guide
which follows, gives a step-by-step procedure for
-;hecking the generator components. Refer to Figure
22 for an electrical schematic of the generator and
voltage regulator connections.
F2-
DC
OUTPUT
VOLTAGE
W9
FI+
4
3
2
BRUSHLESS
EXCITER
TB21
CB21
F2-
(39. WYEl
TI THROUGH
T4 OR TI2
FIGURE 22.
REFERENCE
VOLTAGE
GENERATOR-REGULATOR ELECTRICAL SCHEMATIC
Yes
No
2
3
-
4
-
4
14
13
CRI2. CRI3. CRI4
CRIS. AND CRI6
ARE ON VR21
7
VOLT. REG.
P.C. BOARD
VR21
B
CMR21
0
Test
Proc.
T21
0
VOLTAGE
REGULATOR
ASSEMBLY
T.60
TABLE A. (continued)
5. Is exciter field voltage across
F1 + and F2- on end bell
terminal block 7.0 VDC or
more?
If not. check wiring harness
W9 from end bell to VR22
terminals 3 and 4.
6. Is brush less exciter stator
(field) winding OK?
Yes
6
7
No
Test
Proc.
-
-
K
8
-
F
l. Are there any loose or broken
wires or connections on
voltage regulator assembly
VR22?
-
2
2. Is W9 (exciter field) wiring
harness from VR22 to End
bell OK?
3
-
-
4
A
-
-
P
Control R27 potentiometer
on VR21 result in stable
voltage?
4. Replace PC Board VR2l.
~ Do not replace the printed circuit board until
8. Are brush less exciter rotor
windings OK?
9
-
L
9. Is generator rotor field
winding OK?
10
-
M
10. Are generator stator
windings OK?
No
3. Does adjustment of Damping
I
7. Are diodes CRl. CR2, CR3,
CR4, CR5, CR6 in rotating
rectifier assemblies OK?
Check all diodes - more
than one may be
defective.
Test
Proc.
Yes
TABLE B. AC Output Voltage
Builds Up, But Is
Unstable
11
-
N
~ the trouble not on the PC board has been
located and corrected to avoid damage to new PC board.
TABLE C_ AC Output Voltage
Builds Up, But is
High or low
Yes
No
Test
Proc_
1. Is set running at correct RPM?
1l. Is commutating reactor
CMR21 OK?
12
-
I
(See appropriate engine
manual to set RPM)
2
-
12. Is reference transformer
T21 OK?
18
-
J
2. Does adjustment of Voltage
Adjusting knob for R22
on VR22 result in correct
output voltage?
-
3
A
-
4
A
4. Is correct voltage reference
V4 to VI, V2, or V3 on
VR21 being used?
Refer to Figure 6.
5
-
5. Are generator output leads
properly connected? Refer
to Figure 6.
6
-
6. Replace voltage regulator,
PC board VR21
-
-
13. Flash exciter field. Is
reference voltage across
1 and 2 now 20 VAC or
more?
14. Reconnect generator leads
1 & 2 to TB21-1 and
TB21-2 on VR22. Does
reference voltage build up?
14
5
E
3. Does adjustment of
potentiometer R26 on VR21
result in correct output
voltage?
-
15
15. Is regulator DC output
voltage across VR21-7 and
VR21-8 7 VDC or more?
See Figure 22.
5
16
16. Are SCR's CR13 and
CR16 OK?
17
-
H
17. Are diodes CR12, CR14,
and CR15 OK?
18
-
G
18. Replace voltage regulator
PC board (VR21)
-
-
P
~
~
P
Do not replace the printed circuit board Uf.
the trouble nol on the PC board has been
located and corrected to avoid damage to new PC board.
T_61
ITABLE
I
D. AC Output Voltage
Builds UP. But Field
Breaker Trips
Yes
No
Test
Proc.
2
7
-
2. Are there any loose or
broken wires or connections on VR22?
-
3
3. Is diode CR15 on VR21 OK?
4
-
G
4. Are T21 windings and
connections OK?
5
-
J
5. Are generator stator
leads properly connected?
Refer to Figure 6.
6
-
-
6. Replace VR21.
-
-
P
8
-
F
8. Is brush less exciter
stator winding OK?
9
-
K
9. Is generator rotor field
winding OK?
10
-
M
10. Is brushless exciter rotor
OK7
11
-
L
11. Are generator stator
windings OK?
6
-
N
1. Does AC output voltage
build up to 140% or more
of rated voltage before
Field Breaker trips?
7. Are diodes CR1. CR2, CR3,
CR4, CR5, CR6 in rotating
rectifier assemblies OK?
Check all diodes - more
than one may be
defective.
ADJUSTMENTS AND TESTS pages 8-15.
REFERENCE LIST,
A. VOLTAGE CALIBRATION ADJUSTMENT
B. VOLTAGE STABILITY ADJUSTMENT
C. BATTERY CHARGE RATE ADJUSTMENT
D. VOLTAGE REGULATOR CHECKOUT
E. FLASHING THE FIELD
F. TESTING ROTATING RECTIFIERS
G. TESTING OUTPUT BRIDGE DIODES
H. TESTING SCR'S
I. TESTING REACTOR
J. TESTING REFERENCE TRANSFORMER
K. TESTING EXCITER STATOR
L. TESTING BRUSHLESS EXCITER ROTOR
(ARMATURE)
M. TESTING GENERATOR ROTOR
N. TESTING GENERATOR STATOR
O. WIRING HARNESS CHECK
P. VR21 REPLACEMENT
SECTION V
SERVICE BULLETINS
The following Bulletins contain supplementary and updated information about various components and service procedures which are important to the proper functioning of
your engine and its support systems.
You should familiarize yourself with the subjects and
make sure that you consult the appropriate Bulletin(s)
whenever your engine requires service or overhaul.
V2
WESTERBEKE
MARINE ENGINE PRODuCTS
SERVICE BULLETIN #16
SUB~ECT:
Reduction Gear Ratio Identification
MODELS: Westerbeke-Paragon Model SA
To identify the reduction gear ratio on SA transmissions, look for digits marked on the back side
of the adapter plate.
see Drawing Below
Location of
Ratio Identification
These digits represent the following ratios:
9/3/68
DIGITS
RATIO
R015
1. 5: 1
R020
2:1
R025
2.5:1
V3
WESTERBEKE
MARINE ENGINE PRODUCTS
SERVICE BULLETIN #20
MODEL:
SUBJECT:
ALL ENGINES
CONNECTING PRESSURE SENSING DEVICES TO OIL GALLERIES
Oil pressure sensing devices, such as senders and switches, must
never be connected directly to any oil gallery of an engine.
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 very quickly siezes.
Such pressure sensing 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
malleable iron.
Brass must not be used for this purpose.
6/15/69
#11967
J H WESTERBEKE CORP· AVON INDUSTRIAL PARK· AVON. MASS 02322 U.S.A· TELEPHONE 617 588·7700· TELEX 92-4444· CABLE WESTCORP
V4
~""""""""""~""·~·A·R·~·;>"E~·G·~·N~"~·R·~·D·~·T·~""'"
SERVICE BULLETIN #69
Subject:
Exhaust system failures
Models:
All marine generators and marine engines
engine sea water is fed into an exhaust system so that the full
stream strikes a surface, erosion may cause premature failures.
~Jhen
Proper design of either a water jacketed or a "later 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
strike a surface directly. Also, the velocity of the entering sea
water stream should be as low as possible which is achieved by having
inlet fittings as big in diameter as possible.
In addition to the above design considerations, it is usually advantageous to divide the sea water flow at the point of entry to the
exhaust system so that only a portion of it enters the exhaust system.
The remainder is normally piped directly over the side. The proper
proportion of the sea water flow to pass through the exhaust system
can only be determined by trial and error. The goal is to prevent
excessive exhaust temperatures with the least amount of sea water.
May 6, 1974
PN 19149
-,\'ESTE~3EKE CORp· AVON INDL.:STRIAL PARK· AVON. MASS 02322 USA
TELEPHONE
6:75887700· TELEX 92·4444· CA8LE WESTCORP
V5
WESTERBEKE
MARINE ENGINE PROOUCTS
·r-'I
'. ---c.._._ ...__'-'-'
SERVICE BULLETIN #72
MODELS:
ALL
SUBJECT:
NON-INTERCHANGEABILITY BETWEEN MANUFACTURERS OF GAUGES AND SENDERS
In recent years we have purchased gauges and senders from four different
manufacturers.
In no case may the gauge of one manufacturer be used with the sender of another
manufacturer. In some cases the wiring of either or both the gauge and the
sender varies by manufacturer.
Thus it becomes important, when ordering a replacement gauge or ordering a
replacement sender, to order a matched set or to know conclusively who the
manufacturer is.
Ammeters are electrically interchangeable.
STEWART-WARNER VDO
FARIA
2" OIA CASE
2 3/8" orA CASE 2" orA CASE
NOVOX
2" orA CASE
Ammeter
11581
11931
16550
19165
Oil pressure gauge
11544
11914
16548
19166
Oil pressure sender
11542
11916
16551
19167
Water temp. gauge
11545
11913
16549
19168
Water temp. sender
11543
11915
16552
19169
Adapter ring to in- 16023
s ta 11 2" di a gauge in and
SB #44
2 3/8" dia panel
cut-out
GND
Wiring diagram
~
SND~B+
16023
and
-',,.....,..,..... AM P SB #44
SND
LAMP +
LAMP
B+
+
SND~B+
~SN
Also see
16023
and
SB #44
LAMP+
GND
B+
GND
SB #36
GND
5/29/74
J H WESTERBEKE CORp· AVON INDUSTRIAL PARK· AVON. MASS 02322 USA, TELEPHONE
PN19190
617 588·7700' TELEX 92·4444· CABLE WEST CORP
V6
WESTERBEKE
MARINE ENGINE PRODUCTS
SERVI CE BULLETIN df78
ISSUED:
January 24, 1975
SUBJECT:
Thermostats
MODEL:
Four and six cylinder engines
DISTR:
Distributors, Dealers, and Manufacturers
Basically there are three thermostats in use for our various four and six cylinder
enaines. The thermostat which is used in the Four-107 may not be used anywhere else.
The thermostat used in the Four-60, Four-91, and Four-154 is interchangeable across
that range.
The thermostat used in the Four-230 and the Six-346, both VD and 98 series, is
different from the thermostat above in that it has a movable bottom part which seals
aqainst the lower thermostat housing. Therefore, it is not interchangeable.
A list of correct part numbers follows:
Enaine model's
Part number
Four-107
Four-60,-91,-154
Four-230, Six-345
11698
18136
17926
J H WESTERBEKE CORP· AVON INDUSTRIAL PARK
PN 11623 1/24/75
AVON. MASS 02322 USA
TELEPHONE
\::17 :,BB 7700· TELEX 9~444J· CABLE ':,,[STeOR?
Page 1/1
V7
WESTERBEKE
SERVICE BULLETIN H81
REISSUED:
October 3, 1975
SUBJ ECT:
Hydro-Hush Muffler Installation
MODEL:
All
DISTR:
All
The diagram on the reverse side shows a proper installation of the HydroHush stainless steel muffler.
Make sure installation is such that water cannot enter engine at any
anqle of heel or pitch.
Muffler remains aporoximately twenty-five percent full of water after
engine is shut down with maximum thirty-three inch lift used.
Muffler must be installed as close to fore-aft centerline of boat as
possible.
There must be an unblocked vent to atmosphere at the high point of the
sea water circuit (where it nasses above the waterline) to break the
vaccuum which would encourage siphoning through the sea water circuit
uoon engine shutdown. Such siphoning would fill the engine with sea
water throuqh its exhaust. Pipe the air vent with aooroximately 3/16
copper tubing to discourage water flow through it when the engine is
running. If water flows throuqh the air vent when the engine is running,
oioe it over the side or into the transon exhaust outlet. But be sure
it will drain upon engine shutdown and function properly as a siphon break
by venting the sea water circuit to atmosphere.
Use as few right angle fittings as possible.
to back pressure, check your engine manual.
If there is any question as
Exhaust line diameters indicated are minimums. Refer to enqine manual for
snecifics regardina run lengths and sizes greater than indicated.
The installation tips given are to be used as a guide only. We cannot
be resoonsible in any way for muffler installation. We presume basic
understanding of good marine practice on the part of the installer.
J H WESTERBEKE CORP· AVON INDUSTRIAL PARK· AVON. MASS 02322 US A . TELEPHONE
PN 19468 10/3/75
617 588·7700 TELEX 92·4444· CABLE WESTCORP
Page 1/2
V8
HYDRO-HUSH BELOW ENGI NE.
AIR VE"T . •
PN.1317~
HYDRO-HUSH
AIR VENT
6'tl
_
+
3"MIN.
__
---'
~
f-=-"'A
I( I~~'
1'1
........
I~
,J
II
II
~
,~-'-
~.-,
II
II
SEE WATER PUMP
*
~,
"3MIN.
II
II
r"'~~ : :
~
EXHAUST
OUTLET.
"
"
--....""'...~
II
!"-'NSULATK>".
J
1/7-J.r-~~
~.
\Ii I __ ~ . 1.
...
I
/Y""?-,==~'
~- .....
\"1-\\ n-rr
I
~ff·--~('~#(,---==-\~t~
(._~/:~·ti\\:'JI
'l'
~
,
L
Drwg 15294
('f \1\~r-7hr-
iff
l
; . \'\ /; l~ \L:)
\\ \. \\~~
,
I
.......... _.~
\
PH 13174
HYDRO-HUSH
.
AIR VENT MUST 8£ INSTALLED AT HIGHEST
POINT AND A80v£ WATER LINE
I N ~EA WATER CIRCUIT TO BREAK VACUUM
ArTER ENGI NE SHUT DOWN, PREVENTING
SIPHONING Of' SEA WATER INTO EN..INE.
HYDRO-HUSH ABOVE ENGINE.
Page 2/2
V.9
l-vvl
WESTERBEKE
ENGINE PRODUCTS
SERVICE BULLETIN #82
REISSUED:
May 21, 1979
SUBJECT:
Battery Recommendations
MODEL:
All
DISTR:
Owners, Distributors, Dealers, Manufacturers
MODEL
BATTERY RECOMMENDATIONS
BATTERY AMPERE HOURS
VOLTAGE
Vi re, 7 Horsepower, gasoline
40-60
12 V.D.C.
W-7, 7 Horsepower, diesel
60-90
12 V.D.C.
W-10, 10 Horsepower, diesel
90-125
12 V.D.C.
Four-60, 15 Horsepower, diesel
90-125
12 V.D.C.
W-20, 20 Horsepower, diesel
90-125
12 V.D.C.
W-30, 25 Horsepower, diesel
125-150
12 V.D.C.
L25, 25 Horsepower, diesel
125-150
12 V.D.C.
W-40, 37 Horsepower, diesel
125-150
12 V.D.C.
WPDS-15, 15 Kilowatt, diesel
125-150
12 V.D.C.
W-50, 41 Horsepower, diesel
125-150
12 V.D.C.
W-60, 53 Horsepower, diesel
150-170
12 V.D.C.
WPDS-20, 20 Kil owatt, diesel
150-170
12 V.D.C.
W-80, 75 Horsepower, diesel
170-200
12 V.D.C.
W-120, 115 Horsepower, diesel
200 minimum
12 V.D.C.
The ampere hour range shown is minimum.
There is no real maximum.
J H WESTERBEKE CORP, AVON INDUSTRIAL PARK· AVON, MASS 02322 USA.' TELEPHONE
PN 20442
6i7 588·7700· TELEX 92·4444· CABLE WESTCORP
Page 1/l
VlO
WESTERBEKE
MARINE ENGINE PRODUCTS
SERVICE BULLETIN #84
ISSUED:
September 4, 1975
SUBJECT:
Heat Exchanger Rubber End Cap
MODEL:
All
DISTR:
Distributors, Engine Shipments
Many heat exchangers supplied on our various products incorporate a molded
rubber end cap to facilitate inspection of the tubes.
There have been occasions on which engine overheating has been caused by
the improper positioning of this rubber end cap.
It is absolutely essential that the molded channel running across the
inside of the cap be positioned over the baffle of the heat exchanger,
according to the drawing below.
In any cases of engine overheating where such a rubber end cap is used, it
should be checked for proper positioning along with other routine troubleshooti ng.
j
H WESTERBEKE CORP· AVON INDUSTRIAL PARK· AVON. MASS 02322 USA· TELEPHONE 617 588·7700· TELEX 92·4444· CABLE WESTCORP
PN 20684
9/4/75
Page 1/1
Vll
WESTERBEKE
MARINE ENGINE PRODUCTS
SERVICE BULLETIN #87
ISSUED:
September 18, 1975
SUB,lECT:
Alternator Output Splitter
MODEL:
All Marine Engines
DISTR:
Distributors, Shipments
GENERAL DESCRIPTION: The splitter is a solid state device which allows
two batteries to be recharged and brought to the same ultimate voltage
from a single alternator as large as 120 amp and, at the same time, isolates each battery so that discharging one will have no effect on the
other. Changing rates are in proportion to the batteries' voltage (state
of discharge). This method precludes the necessity, and even the desirability, of a rotary switch for selecting which battery is to be charged.
It also assures that ships' services cannot drain the engine starting
battery.
INSTALLATION:
1. Mount solitter on a metal surface other than the engine, preferably
in an air stream if available. Do not install near engine exhaust
system. Install with cooling fins aligned vertically.
2. Be sure to use a wire size aopropriate to the output of the associated alternator. In full power systems number 4 wire is recommended
from the alternator to the splitter and from the splitter to the
batteries.
3. Connect the alternator output terminal to the center splitter terminal.
4. Connect one splitter side terminal to one battery(s}.
5. Connect the other splitter side terminal to the other battery{s).
TEST INFORMATION: When the engine is not running, the side splitter terminals should read the vo1taqe of the respective battery. The center
splitter terminal should read zero voltage.
With the engine runnino and alternator charging, the side splitter
terminals should read the same voltage which should be the voltage of the
regulator or somewhat less. The center splitter terminal should read .82
volts hioher than the readinos of the side terminals.
This unit is sealed for maximum life and is not repairable.
Continued-Reverse Side
J f-4
WESTERBEKE CORP· AVON INDUSTRIAL PARK· AVON. MASS 02322 USA· TELEPHONE
PN 20701 9/75
617 588·7700 TELEX 92-4444· CABLE WESTCORP
Page 1/1
V12
BY-PASSING SPLITTER: In the event of failure, batteries may be charged
directly from alternator by connecting either splitter terminal #1 or
#2 to terminal A, bypassing the splitter itself. This should not be
done simultaneously for both batteries unless they are, and will remain
at, the same vo1taqe (state of charge).
,SPLITTER
ALTERNATOR
STARTER
I c·............--+0 e.+
STARTING
BATTERY (5)
--
FUSE
)-~--...-uA
SHI p1,s
SERVICE
LOADS
PN206S4
8+
2 D--+---tQ5ERVI CE
BAiTERY(5)
-0-+-"
DRWG ·20701
--
9/75
-POWER
DISCONNECT
SWITCH
V13
WESTERBEKE
MARINE ENGINE PRODUCTS
SERVICE BULLETIN 92
ISSUED:
April 28, 1976
SUBJECT:
Troubleshooting Water Temperature and Oil Pressure Gauges
MODELS:
All
DISTR:
Distributors, Shipments
Given a presumably faulty gauge indication with the instrument panel
energized, the first step is to check for 12 VDC between the ig~ (8+) and
neg. (8-) terminals of the gauge.
Assuming there is 12 volts as required, leave the instrument panel energized
and perform the following steps:
1.
Disconnect the sender wire at the gauge and see if the gauge
reads zero, the normal reading for this situation.
2.
Connect the sender terminal at the gauge to ground and see
if the gauge reads full scale, the normal reading for this
situation.
If both of the above gague tests are positive the gauge is undoubtedly OK
and the problem lies either with the conductor from the sender to the gauge
or with the sender.
If either of the above gauge tests is negative, the gauge is probably
defective and shou1d be replaced.
Assuming the gauge is OK, proceed as follows. Check the conductor from the
sender to the sender terminal at the gauge for continuity.
Check that the engine block is connected to ground. Some starters have
isolated ground terminals and if the battery is connected to the starter
(both plus and minus) the ground side will not necessarily be connected to
the block.
If the sender to gauge conductor is OK and the engine block is grounded,
the sender is probably defective and should be replaced.
PIN 21616
4/28/76
.., '.\OSTEPBEKE CORP· AVON INDUSTRIAL PARK· AVON. MASS 02322 USA· TELEPHONE 617 588·7700· TELEX 92·4444· CABLE WESTCORP
V14
WESTERBEKE
MARINE ENGINE PRODUCTS
SERVICE BULLETIN 94
ISSUED:
September 9. 1976
SUBJECT:
Fuel Pressure Switch Installation
MODEL:
All
DISTR:
Distributors. Shipments
Overleaf is a parts list and an illustration showing the proper installation
of the fuel pressure switch used on most of our engine products.
PIN 21564
j
9/9/76
H WESTERBEKE CORp· AVON INDUSTRIAL PARK· AVON, MASS 02322 U.S.A.' TELEPHONE: 617 588·7700, TELEX 92·4444· CABLE: WESTCORP
DIIIT_I""'1
FUEL INJECTION
(ON EN"'NE)
... ",.a,olll •• co.o
rUTKIO"
'c.
PUMP.
9
19187
8
19 442
1 ~ 320
7
~
5
1"383
HE.- HD. SCREw
~'
f:L~r WASHER
-,
"0" RIN6;
}(. O o D . /
I
,
FUEL PReSSURe SWITCH
PLUt!;
/I rDI5
4
19~21
'0" RII'I(I
3
/9185
ADAPTER
2
,
1f!J26/
/9204
9/t,
o. D.
-
COPI'E~ WASHee
SCREW ASS'Y (8J.ceD)
I
I
I
I
TY
DeCIMAL
"'--...... CTIO .. AL
'--"'
" ... out."'.
,,--.
K·E :!:~::.":.~.~·A~".:!.D po".
0 .... .,.
lo . . . . . . toIQ NUM • • "
~-~-7'1
21743
M"'O. tI.
u.
<:
~
(J'1
Was this manual useful for you? yes no
Thank you for your participation!

* Your assessment is very important for improving the work of artificial intelligence, which forms the content of this project

Download PDF

advertisement