Westerbeke L-25 Engine Technical Manual

Westerbeke L-25 Engine Technical Manual

TECHNICAL MA.NUAL

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WESTERBEKE L25 Mar·lna Diesel Engine

Publication 19419

Edition 4 July 2010

WESTERBEKE .

WESTEFisEi

MYLES STANDISH INDUSTRIAL PARK 160 JOHN HANCOCK ROAD, TAUNTON,

MA

02780-7319

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( SECTION INDEX GENERAL Introduction Insta,lIation Operation Maintenance ENGINE OVERHAUL 'OTHER OVERHAUL Marine Engine Electrical System Cooli!1g System (External) Transmissions GENERATOR SETS HYDRAULIC CRANKING SYSTEM

3

SERVICE BULLETINS

4

. YOUR NOTES (

INTRODUCTION IMPORTANT

THIS MANUAL IS A DETAILED GUIDE TO THE INSTALLATION, START-UP, OPERATION AND MAINTENANCE OF YOUR WESTERBEKE MARINE DIESEL ENGINE. TION. READ IT KEEP IT IN A SAFE PLACE KEEP IT HANDY FOR REFERENCE AT ALL TIMES BUT YOUR SAFETY AS WELL. THE INFORMA TION IT CONTAINS IS VITAL TO THE ENGINE'S DEPENDABLE, LONG TERM OPERA FAILURE TO DO SO WILL INVITE SERIOUS RISK, NOT ONLY TO YOUR INVESTMENT, 5 UNDERSTANDING THE DIESEL •••• The diesel engine closely resembles the gasoline engine inasmuch as the mechanism is essentially the same. Its cylinders are arranged above its closed crankcase; its crankshaft is of the same general type as that of a gasoline engine; it has the same sort of valves, camshaft, pistons, connecting rods, 1ubric~ting system and reverse and reduction gear. Therefore, it.fo110ws to a great extent that a diesel engine requires the same preventative maintenance as that which any intelligent operator would give to a gas ol~rie engine. The most important factors are proper maintenance of the fuel, lub , ricating and cooling systems. Replacement of fuel and lubricating filter elements at the time periods specified is a must, and frequent checking for contamination (i.e. water, sediment etc.) in the fuel system is also essential. Anoth~r important factor is the use of the same brand of "high detergent" diesel lubricating oil, designed specifically for diesel engines. The diesel engine does differ from the gasoline engine, however, in the method of handling and firing its fuel. performs the function of both. The carbu retor and ignition systems are done away with and in their place is a single com ponent - the Fuel Injection'Pump - which Unremitting care and attention at the factory have resulted in a Westerbeke engine capable of many thousands of hours of dependable service. What the manufact urer 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 descrip tion and part number (see separate Parts List furnished, if not part of this pub lication). Be sure to include the engine's model and serial number. be sure to insist upon Westerbeke factory packaged parts, because "will fit" parts are frequently not made to the same Also specifications as original equipment. GENERATOR SETS Westerbeke diesels are used for both the propulsion of boats and for generating electrical power. For generator set app " 1ications, all details of this Manual apply, except in regard to certain por tions of the Installation, Operation and Maintenance sectio,ns. Additional infor mation is provided in the section titled Gene'rator Sets, Section T.

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INSTALLATION

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 en gines. However, the following outline of general procedure is included because it is valuable in explaining the functions

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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. Ac cessory 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 con cealed damage. If either visible or con cealed 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 discrep ancies. This is your protection against loss or damage. Claims for loss or damage must be made to the carrier, not to Westerbeke Corporation. J. H. RIGGING AND LIFTING The engine is fitted with lifting rings. Rope or chain slings should be at tached 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 re quired or desired. CAUTION: of 100 Slings must not be so ,short as to place the engine lifting eyes in sig nificant sheer stress. Strain on the engine lifting eyes must not be in excess 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 equ'ipment 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 possibil ity 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 been passed. gener~tor, cooling piping, water tank, filters, mounting lugs, etc. This accessory equip ment should be removed by a comp'etent mechanic and $pecial care should be taken to avoid damage to any exposed parts and to avoid dirt entering openings. The parts which have been removed should be returned to position as soon as the restriction has 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 whic~ 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 pos ition and the nut on top is used to tight en the engine down or is removed to permit the engine to be lifted. The bolt itself stays in position 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 thous andths of an inch of this position at all times. It has to withstand the forward push of the propeller which is applied to the propeller shaft, to the thrust washer bea~ing in the engine and finally to the engine bolts and engine bed. In fiberglas hulls, we recommend that similar wooden stringers as in wooden hulls be formed and fitted, then glassed - to the hull securely. This allows hanger bolts to be installed firmly in wood, thus reducing noise and- transmitted vibration. ~ The temptation to install the engine on a pair of fiberglas "angle irons" should be resisted. hull. Such construction will allow engine vibrations to pass through- to the Flexible mounts require a firm foundation against which to react if they are to do their job. When possible, f.ollow bed design "A" and avoid bed design "B". PROPELLER COUPLING Each Westerbeke Diesel engine is regu larly 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 half coupling, bored to shaft size -for the specific order, is supplied. The coupling eith~r has a keyway with set screws or is of the clamping type. The forward end of the propeller shaft has a long straight keyway. Any burrs should be r:emoved from the shaft end. The coupling should be a light drive fit on the shaft and the shaft should not have to be scraped down or filed in order to get a fit. It is important that the key be properly fitted both to the shaft and the coupling. The key should fit -the side of the keyway very closely, but should not touch the top of the keyway in the hub of ( the coupling. If it seems difficult to drive the coupling over the shaft, the coupling can be expanded by heating in a pail of boil ing 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 -con ditions, it is desirable to use a propel ler which will permit the engine to reach its full rated speed at full throttle under normal load. ·ALIGNMENT OF ENGINE The engine must be properly and exactly aligned with- the prop.eller shaft. No matter what material is used to build a boat it will be found to be flexible to ( some extent and the boat hull will change -." its shape to a greater extent than- is usually realized when it is launched and operated in the water. It is therefore very important to check the engine align-

( \ 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. straight. A bent propeller· shaft will have exactly the same effect and it is therefore necessary that the propeller shaft itself be perfectly One particularly annoying result of mis alignment 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 coup lings 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.accu rately determined. Never· att.empt a final alignment With the boat on land. The boat should be in the water and have had an opportunity to assume its final water form. .It ·is best to do the alignment with the fuel and water tank about half full and all the usual equipment on board and after the main mast has been stepped and final rig ging has .been accomplished. Take .plenty of time in making this' alignment and do not be satisf:Ledwith anything iess than perfect results. The alignment is correct when the shaft can be slipped backwards and forward into the coun·terbore very easily and when a feeler gauge indicates that the flanges come exactly together at all points. The two halves· of the propeller coupling should be 'parallel within 0.002. inches (A). I \

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9 In making the final check for alignment, the engine half coupling should be held in one position and the alignment with 90 0 position each 90 0 alignment remade.. alignment. moisture. from the next one. align at a further period. The flexibility of the boat often t~e propeller coupling tested with the propeller coupling in each of four positions, rotated between each position. This test will also check whether the propeller half coup ling 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 The engine alignment should be rechecked after the boat has been in service·for one to three weeks and, if necessary, the It will usually be found that the engine is no longer in 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 It may even be necessary to re 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. put~ a very severe strain on the shaft or the coupling or both when it is being moved. In some cases the shaft has actually been bent by these strains. This does not apply to small boats that are hauled out of the water when not in use, unless they are dry for a considerable time. EXHAUST SYSTEM Exhaust line installations vary consid erably and each must be designed for the particular job. The general requirements are to provide an outlet line with a mini mum of restrictions and arranged so that sea water, rain water, or condensation cannot get back into the engine. There should be a considerable fall in the line between the exhaust ·manifold flange and the discharge end. This slope in the pipe makes it difficult for water to be driven in very far by a wave; and a steep drop followed by a long slope is better than a straight gradual slope. Avoid ~ny depres sion 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 ex haust line must be at least as feet beyond the first 10 feet. l~rge increased in size if there is an as the engine exhaust manifold flange and be especial~ ly long run and/or many elbows. It should be increased by 1/2" in I.-D. for every 10 . support for the rubber hose to prevent sagging, bending, and fo~ation of water pocket·s. Always arrange that water discharge into the rubber hose section is behind a riser or·sufficient1Y below the exhaust flange so that water cannot possibly flow back into the engine. Also make sure that entering sea water cannot spray di·rect1y against the inside of the exhaust piping. Otherwise excessive erosion will occur.

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 mater ial. 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

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instal lation and f1exibi+ity. Provide adequate MEASURING EXHAUST GAS BA~K PRESSURE Back pressure must be measured on a straight section of the exhaust line and as near as possible to the engine exhaust manifold. The engine should be run at maximum load during the measurement period. Set-up should be as shown below. 1. For normally asperated engines: Pressure Test Mercury Test Water Column 1-1/2" Max PSI 3" Mercury = 39" 2. For turbo-charged engines: Pressure Test Mercury Test Water Column 0.75 Max PSI 1-1/2" Mercury = 19-1/2" WATEq 01 SCIIAQGt I·J/~" 0.0. WAT[Q LI'T [ ... AUiT ,Y5T[" WITII ~.!:.Ui'! 04U,ru'

WATER LIFT EXHAUST SYSTEM WITH IIHYDRO-HUSH" MUFFLER

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 w~ich may be withdrawn for cleaning while the vessel is at sea. Water lines can be copper tubing or wire-wound, reinforced rubber hose. In (

( \ \ II any case, use a section of flexible hose that will not collapse under suction, be tween 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 re aligned. 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 i~ already installed above engine level it can be utilized in this position. Great care' should be taken to ensure that the fuel the use of unnecessary fittings and con nectors. 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 util izes ari electronic tachometer with a built-in hour meter. Tachometer cables are no longer required, except for the Skipper mechanical panel. Mounted on the panel are an ammeter, water temperature gauge and oil pressure gage. ment is lighted. Each instru The all-electric panel is isolated from ground and may be mounted where visible. It is normally pre-wired. system is correctly installed so that air locks are eliminated and precautions taken against dirt and water entering the fuel. A primary fuel filter of the water col lecting 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 sup ply of clean diesel fuel. For this reason,. cleanliness and care are especially im portant 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.

WESTERBEKE ALL-ELECTRIC PANEL SKIPPER MECHANICAL TACH PANEL

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 ELECTRICAL EQUIPMENT Most Westerbeke engines are supplied pre-wired and with plug-in connectors. Never make or 'break connections while the engine is running. Carefully follow all instructions on the wiring diagram sup-

12 plied, especially those ~elating to fuse/ cicuit breaker requirements. Starter batteries should be located as close to the engine as possible to avoid voltage drop through long leads. amperage or are int~rmitt ent '. It is bad practice to use the starter batteries for other services unless they' require low In cases where there are substantial loads (from lights, refrigerators, radios, depth sounders, etc.) it is essential to have a complete, separate system and to provide charging current for this by means of a second alternator or "alternator output splitter" • Starter batteries must be of a type which permits a high rate of discharge (Diesel starting). Carefully follow the recommended wire sizes shown in the wiring diagrams. Plan 'installation so th~ battery is close to engine and use the fol10wi~g cable sizes: #1 - for distances up to 8 feet #1/0 - for distances up to 10 feet #2/0 - for distances up to 13 feet #3/0 - 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~pu1l knob at ,the pilot station. The throttle lever should be connected to a MOrse type lever at the pilot station by a sheathed cable. The transmission control lever m~y ~e connected to the pilot station by a flex ible, 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, tion pump for full travel. ma~ing at the pilot station is in forward, the transmission is on the respective sure that, when the transmission control lever neutral and reverse, the control lever on detent. Check the throttle control lever and the stop-run lever on the fuel inj ec. (

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OPERATION

PREPARATION FOR FIRST START The engine is shipped "dry" ••• with lub 'ricating oil drained from the crankcase and transmission. Therefore, be sure to follow the~e first time. gine. fill. recommended procedures care fully before starting the engine for the. 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 ap proved lubricating oil. Do not over fill. 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,dip stick with S.A.E. 30 lubricating oil. You may use the same oil as in the en If Reverse Gear is hydraulic, ,fill to 'the highest mark on the dipstick with type A Hydraulic fluid. Do not over 3. Fill fresh water cooling system only after opening all pet-cocks and plugs until all entrapped air' is expelled.' On fresh water Gooled engines, fill the freshwater cooling system with fresh clean water and/or anti-freeze solution (see Cold Weather precautions in Main tenance 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. have dropped. filler cap. mended. If trapped air is released, the water level may If so, refill tank to within one inch of top and replace 4. Ensure battery water level is at least 3/8" above the battery plates and bat tery 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 recom The use of No. 1 is permissible i~ but No. 2 higher lubricant content. NOTE: preferred because of i,ts If there ,is no filter in the filler of the fuel tank, the recommended proced ure is to pour the fuel through a funnel of 200 mesh wire screen. 6. Fill grease cup on water grease. p~p, if pres ent, with a, good grade of water pump BLEEDING THE SYSTEM The fuel injection system of a compres sion ignition engine depends upon very high fuel pressure during the injection stroke to function correctly. Relatively tiny movements .of the pumping plungers pro duce this pressure and if any air is pres ent inside the high pressure line, then this air acts as a cushion and prevents the correct pressure, and therefore fuel injec tion, from ,being achieved. In consequence it is essential that all air is bled from the system whenever any part of the system has been opened for repair or serv1c1ng. Running out of fuel is a misfortune that also necessitates complete bleeding of the system before the engine can be restarted. The following instructions for fuel system bleeding apply to typical systems using in-line DPA pumps (shown in Figs.l and 2). Before priming and bleeding, insure that the o:utside of the bleed screws and surrounding area is thoroughly clean ~o , prevent dirt and foreign matter entering the system. DPA DISTRIBUTOR PUMPS The following prim ing and venting sequence is applicable to both mechanically and hydraulically govern ed DPA pumps. physical location on ,the pump of the gov ernor bleed screw "D" and this is indi cated in the appropriate illustration, Fig. 1 The only difference is the

14 Fig. I for mechanically governed and Fig. 2 for hydraulically governed pumps. Fig. 2 If the fuel system is fitted with a fuel feed pump, slacken both the filter bleed screw

"A"

and the injection pump fuel inlet union "B", and operate the hand 'priming lever of the feed pump until fuel free from air issues from both the vents. Tighten both the vent connections.' In a gravity fed fuel system turn on the fuel and carry out the same procedure with the bleed screw and fuel inlet. Slacken the vent valve fitted to one of the two hydraulic head locking screws lie" , and the bleed screw

"D"

on the governor housing. Operate the hand priming lever of the feed pump" until fuel free from air bubbles issues from the vent

"C"

and then tighten this bleed screw. . , NOTE: The space within the governor hous ing (vented by screw "D") is, normally filled, and its contents lubricated, by fuel oil back-leaked from the pump 'plungers, the pump rotor and the ad vance device if fitted. This is the normal way in which this space becomes filled with oil and this can naturally take a long time at feed pump pressures. However, if the reason that the pump is being vented is because a pipe line or in jector or filter element has been changed or serviced or the system has run out of fuel, then the governor housing Will still be filled with fuel oil and bleeding by means of the hand priming lever of the feed pump will suff~ce. In this event, close the governor bleed screw

"D"

as soon as fuel free from air issues from the vent. If, however, a new pump has been fitted to the system, then its governor ,housing will most likely be empty of fuel oil and 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 pos ition and turn the engine until fuel free from air flows from the unions. Then re tighten the loosened injector pipe unions. , 'Start the engine and run it at fast idling speed until air-free fuel eXudes from the governor bleed screw

"D".

Tighten this screw and stop the engine. Governing may be erratic during this procedure, therefore stand by to stop the engine should any excessive engine speed develop. RECOMMENDED SPARES Owners are often in doubt as to the amount of fuel injection equipment spares to carry. A great deal depends upon the use of the craft and its location. General coastal use in well populated areas is one thing, but voyaging up the Amazon delta, for example, would be quite different and would require a com prehensive spares kit. Generally speaking, the average boat owner is within relatively easy reach of service centers and requires spares only as insurance 'against breakdown and for general servicing within the scope of the owner or crew. A suitable kit for such a purpose would consist of a replacement filter element and a set of sealing and

"0"

rings for each filter. Spare bleed screws for pumps and filters are also required, for screws are easily lost or damaged in' a boat when bleed ing the system. A full set of high pressure injection pipes should also be carried, for a fractured or cracked pipe could occur at any time and no patching is possible with these pipes. The correct' set of pipes can be obtained from the engine manufacturer's agent or service center and will be supplied already bent' to shape and cleaned intern ally with both ends plugged against the entry of dirt. They will be supplied pack edas a set and it is important to keep them this way until required for use. is vitally important that the internal sur face of the pipe is kept ,scrupulously clean until fitted to the engine. A spare set of fuel injector~ of the right type and correctly set for the par ticular engine together witb a set of the correct seating washers will not only en able defective inj ectors to be changed I~ when required but will also permit engine use while one set is away being serviced.

l~ Do be careful to ,check with the engine parts list regarding whether the engine requires injector seating washers or not. Additionally, spare banjo bolts and washers for back leak pipes and low pres sure pipes, are handy things to have when a joint starts leaking. Remember no equip ment ever breaks down when, it is station ary in port. Breakdowns and trouble occur when the equip~ertt is working -and that means at sea! Do not forget the tools. Always carry the correct spanners for the job - hammers and adjustable wrenches may be all right in some locations, but please, not around your fuel injection equipment on your craft. HINTS AND TIPS It is essential to stress the need for absolute cleanliness of the fuel at all times. This requirement also extends to methods of operating and servic ing the equipment and to precautions about refueling .. A useful hint when changing filter ele ments 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 ele ment, 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 separ ate,d and the base and sealing rings recov ered 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. fuel will be supplied through a hose 'no~fluffy will do far more harm than good. wipe it off right away. ' In the majority of fueling installations always wipe the pump nozzle with a clean piece of cloth before use. None of those grubby old swabs, please - they If you spill any fuel on tank, deck or fittings, Diesel fuel oil does not evaporate as does gasoline, and if left, will gather dirt and grit, will track everywhere and keep on smelling. Be careful where you put down the fuel tank cap when refueling - see that it doesn't pick up dirt or grit - this is how quite a lot of dirt gets into the tank. Avoid dubious sources of fuel. Job lots of unknown origin are not' always the bargain they appear to be and fuel inj ec t ion equipment is expensive to renew when damaged. WHEN ENGINE, STARTS 1. Check Oil Pressure immediately. NormaJ oil pressure is approximately 50 psi a1 operating speeds, 15 psi when idling. (Extremely hot engine.) 2. Check Sea Water Flow. at exhaust outlet. Do this without delay. 3. Recheck Crankcase Oil. After the en gine has run for 3 or ,4 minutes, subse quent to an oil change or new installa tion, stop the engine and check the crankcase oil level. This is import ant as it may be necessary to' add oil to compensate for the oil that is re quired'to fill the engine's internal oil passages and oil filter. Add oil as necessary. , of operation' . . 4. Recheck Transmission Oil Level. (This applies only subsequent to an oil add oil as necessary. chan~ or a new installation.) In such a caSE stop the engine after running for sev eralminutes at 800 rpm with one shift into forward and one into reverse, ther Check oil level each day of operation.' 5. Recheck Expansion Tank Water engine is fresh water cooled. applies after cooling system has been drained or filled for the first time,.) Stop engine after it has reached oper ating temperature of l75 , water to within one inch of top of WARNING: The system is pressurized when overheated and the pressure must be re leased gradually if the filler cap is to be removed. Look for water Check oil level each 0 Leve~, (This F and add tan~ It is advisable to protect the hands against escaping steam and turn the cap slowly counter-clockwise until thf resistance of the safety stops is felt. da~ if Leave the cap in this position until all pressure is released. Press the cap down wards against the spring to clear the safety stops, and continue turning until it can be lifted off. 6. Warm-up Instructions. As soon as pos sible, get the boat underway but at re duced speed, until water temp. gauge indicates l30-150oF. It necessary, en-

16 gine can be warmed up with the clutch in neutral at 1000 rpm. Warming up with clutch in neutral takes longer and tends to overheat the transmission, if partial engagement occurs, which can be detected by propeller shaft rotation. 7. Reverse Operation. Always reduce en gine to idle speed when shifting gears. However, when the transmission is en gaged, it will carry full engine load. NOTE: The SAO transmission requires that, when backing down, the shift lever must be held in the reverse position, since it has no positive overcenter locking mechanism. reading after a stop does not neces sarily signal temp~ratures ala~ against restarting. If there is no functional difficulty, will quickly return to no~al when engine is operating. STOPPING ENGINE 1. Position shift lever in neutral. 2. Move throttle lever to idle position. 3. Pull fuel push-pull STOP control out. (The stop contl'ol functions by cutting off the fuel from the fuel injection pump. ) NOlE: Idle engine for a few minutes to dissipate heat gradually before shutdown. OPERATING PRECAUTIONS 1. Never run engine for extended periods when excessive' overheating occurs as extensive internal damage can be engine. block, or manifold. etc. . clutch engaged. circulation. fuel intake may be uncovered long enough to allow air to enter the quired for priming. full load. This is chamber. ~aused by the metal masses near the combustion engine at idle for a short period caus~d. '2. DQ NOT put cold water in an overheated It can crack cylinder head, . 3. Keep intake silencer free from lint, 4. Do not run engine at high RPM without 5. Never Race a Cold Engine as internal damage can occur due to inadequate oil 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 in B. Do not allow fuel to run low, because system, resulting in lost time re 9. Do not be alanned if temperature gauges show a high reading following a sudden stop after engine has been operating at release of residual heat from the heavy Prevention for this is to run before stopping it. High temperature ! \

TEN MUST RULES

;' ! \, IMPORTANT IMPORTANT ••• for your safety and your engine's dependability. IMPORTANT . 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 190 0 or less. 4. Close all drain cocks a~d 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. S. ·Break the fuel pump seals. 9. Use cotton waste or fluffy cloth for cleaning or'store fuel in a galvanized conta~ner. '10. Subject the engine to prolonged overloading or continue to run it if black smoke comes from the exhaust. 17 ( "'---.

18

YOUR NOTES

/ \

(

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 trans missions. 4. Change engine lubricating oil and oil filter. S. Check for fuel and lubricating oil leaks. Correct if necessary. 6. Check cooling system for leaks and in-· spect water level.· 7. Check for loose fittings, clamps, connections, nuts, bolts, vee belt tensions etc. Pay particular atten tion to loose engine mount fittings. These could cause mis-alignment. DAILY CHECKOUT Do the following: 1. Check sea water strainer, if one has been installed. 2. Check water level in cooling system. 3. Check lubricating oil level in sump. Fill to highest mark on dipstick. 4. Turn down grease cup on water pump, if used, one full turn. S. Check lubricating oil level in trans mission. Fill to highest mark on dipstick. SEASONAL CHECK-OUT (MORE OFTEN IF POSSIBLE) Do the following: 1. Check generator or alternator "V" belt for tension. 2. Check water level in battery. 3. Change oil in sump. Oil may be sucked out of sump by attaching a suction hose (3/8" ID) over the out side of the oil sump pipe, located aft of the dipstick. Figure 1. See Note, next page. 4. Replace lubricating oil filt~r. Fig. 2. See Note, next page. S. Fill sump with approximately 4.5 US quarts of diesel lubricating oil to high mark on dipstick. Do not over fill. See Note next: page-.- - - - FIGURE 1 FIGURE 2 19

20 CAUTION: The use of different brands of lubricating oils during oil changes has been known to cause extensive oil sludg ing and may in many instances cause com plete 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 com pensate 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. IMPORTANT NOTE: IT IS MANDATORY THAT THE CHECKS 3, 4, 5 AND 6 BE ATTENDED TO WHEN TOTAL OPERATING TIME REACHES 150 HOURS. THIS TOTAL I~ IN SOME INSTANCES, REACHED BEFORE END OF SEASON. 7. Clean Air Filter. The time period for replacing the air filter depends on operating conditions, therefore, under extremely dirty conditions, the season al frequency should be increased. The correct time periods for replacing the filter will greatly assist in reducing bore wear, thereby extending the life of the engine. 8. Check engine for loose bolts, nuts, etc. 9. Check sea water pump for leaks. 10. Wash prfmary filter bowl and screen. If filter bowl contains water or sedi ment, filter bowl .and secondary oil fuel filter need to be cleaned more frequently. 11. Replace secondary fuel filter element. 12. Replace air filter. 3. Fill fresh water cooling system with antifreeze of a reputable make. (Refer to Cold Weather Precautions.) 4. Start engine. When temperature gauge indicates l75 0 F, shut engi~e down and drain lubricating oil. Remove and re place filter. Fill sump with High De tergent Lubricating Oil. 5~ Remove air filter. Carefully seal air intake opening with waterproofed adhes ive tape or some other suitable medium. 6. Seal the exhaust outlet at the most ac cessible location as close to the en gine 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. 9. Top off fuel tank completely so that no air space remains, thereby, preventing water formation by condensation. 10. Leave fuel system full of fuel. 11. Change fuel filters before putting the engine back in servic.e. 12. Wipe engine with a coat of oil or grease. 13. Change oil in transmission. 14. Disconnect batte'ry and store in fully charged condition. . every 30 days. 15. Check alignment. Before storing the battery, the battery terminals and cable connectors should be treated to prevent corrosion. Recharge battery ( END OF SEASON SERVICE 1. Drain fresh water cooling system by re moving the surge tank pressure cap and opening all water system petcocks. 2. Remove zinc rod (usually located in heat exchanger) and see if it needs replacing. The zinc rod will take care of any electrolysis that may occur between dissimilar metals. Insert new zinc if necessary.

21 LUBRICATING OILS Lubricating oils are available for Westerbeke Diesel engines which offer an improved standard of performanc'e to meet the requirements of modern operating conditions such as sustained high speeds and temperatures •. These oils meet the requirements of the U. S. Ordnance Specification MIL-L-2l04B (API Service CC). Any other oils which also conform to these specifications, but are not listed here are, of course, also suitable. COMPANY BRAND S.A.E. DESIGNATION OO/45 0 F 45 0 /BOOF OVER BOoF American Oil Co. BP Canada Limited Chevron Oil Co. Cities Service Oil Co. Continental Oil Co. Gulf Oil Corporation Mobile Oil Company Shell Oil Company Sun Oil Company Texaco, Inc. American Supermil Motor Oil BP Vanellus Bp'Vanellus RPM DELO Multi-Service Oil CITGO Extra Range CONOCO TRACON OIL Gulflube Motor Oil X.H.D. Delvac 1200 Series Shell Rotella TOil Subfleet MIL-B Ursa Oil Extra Duty lOW lOW 10W/30 lOW lOW lOW lOW 1210 lOW lOW lOW 20W/20 20W/20 10W/30 20W/20 20W/20 ,20W/20 20W/20 1220 20W/20 20\v/20 20W/20 30, 30 lOW/30 30 30 30 30 1230 30 30 30

22

YOUR NOTES

I

\

Al

ENGINE OVERHAUL

Two series of engines have

be~n

used referred to in the text as MK 3 and MK 4. They can be identified by the 2 letter prefix in the serial number. The MK 3 prefix is SP and the MK 4 is FK.

TECHNICAL DATA Firing order . Camshaft end-flo~t . Connecting rod end-float on cranttpin . Crankshaft end-float Valve seat angle . Valve seat width - inlet and exhaust . Flywheel run out . Oil pressure . • 1,2,4,3 . 0·0025 to 0·0075 in. (0'064 to 0'191 mm.) . 0~004 to 0'010 in. (0'10 to 0·25 mm.) . 0·003 to 0'011 in. (0'08 to 0·28 mm.) . 44 0 30' to 45 0 inlet and exhaust . Tl6in. (1 ·59 mm.) . 0·005 in. (0·13 mm.) maximum . 35 to 40 Ib./sq. in. Projection above block face by piston crown at TOC . Mk 4: 0·010 to 0'026 in. (0·25 to 0'67 mm.) Clearance between block and piston. . Mk 1-Mk 3: 0·025 to 0'043 in. (0'64 to 1·09 mm.) Compression ring to groove clearance Oil control ring to groove clearance. . 0·0016 to 0'0036 in. (0'041 to 0'091 mm.) . 0'0018 to 0·0038 in. (0·046 to 0·097 mm.) Ring gap Valve face angle 0'009 to 0·014 in. (0'23 to 0·36 mm.) . 45 0 to 45 0 15' Valve clearance - inlet and exhaust (cold). 0·015 in. (0'38 mm.J Inlet valve face (fitted) below cylinder head face • Mk 1-Mk 3: 0·050 in. Mk 4: 0·050 in. Exhaust valve face (fitted) below cylinder head face . . Mk 1-Mk 3: 0'025 in above Mk4: 0·050 in. Tightening Torques Cylinder head:

i6

in. (14 UNC) . Main bearing cap:

i6

in. (14 UNC) . Connecting road big end: i . 65 to 70 Ib./ft. (8-98 to 9·67 kg./m.) . 65 to 70 Ib./ft. (8'98 to 9·67 kg./m.) in. (24 UNC). 30 to 35 Ib./ft. (4'15 to 4·84 kg./m.) Flywheel: i in. (24 UNF) . Rocker shaft: i in. (16 UNC) . • 50 to 55 Ib./ft. (6'92 to 7·61 kg./m.) • 17 to 22 Ib./ft. (2'35 to 3'04 kg./m.) Manifolds Bolts: -(6 in. (18 UNC) . • 15 to 18 Ib./ft. (2'07 to 2·49 kg./m.) Nuts: -(6 in. 124 UNC) Front cover:.\- in. (20 UNC) . Sump: 1 in. (20 UNC) . Rear oil seal retainer: -(6 in. (18 UNC) Crankshaft pulley:

i6

in. (20 UNF) • Oil pump: -(6 in. (18 UNC) Camshaft thrust plate: -(6 in. (20 UNC) • 15 to 18 Ib./ft. (2·07 to 2'49 kg./m.) 5 to 7 Ib./ft. (0'69 to 0·97 kg./m.) •

I

6 to 8 Ib./ft. (0'83 to 1'11 kg./m.) 12 to 15 Ib./ft. (1'66 to 2·07 kg./m.) • 24 to 28 Ib./ft. (3'32 to 3·87 kg./m.) . 12 to 15 Ib./ft. (1'66 to 2·07 kg./m.) • 2· 5 to 3· 5 Ib./ft. (0'35 to 0·48 kg./m.) Camshaft sprocket: -(6 in. (18 UNC) . Rocker cover: 1 in. (20 UNC) ~ • 12 to 15 Ib./ft. (1'66 to 2·07 kg./m.) . • 2'5 to 3'5 Ib./ft. (0'35 to 0·48 kg./m.) Chain tensioner to cylinder block: tin. (20 UNF) 5 to 7 Ib./ft. (0'69 to 0·97 kg./m.) Injectors to cylinder head . . 10 to 14 Ib./ft. (1·38 to 1·93 kg./m.)

A2 Camshaft Valve timi~g Bearings Oversize bearings available Journal diameter l;nd-float Connecting Rods and Big End Bearings Length between centres . Big end bore . Small end bore Bearing liner wall thickness Undersize bearings available End-float on crankpin Crankshaft and Main Bearings Main bearing journal diameter: Blue Red Green Yellow Regrind diameters: O' 01 0 undersize .. O' 020 undersize Main journal fillet radius: Front intermediate and rear Centre Double radius of . Crankpin journal diameter Crankpin fillet radius Crankshaft end-float Thrust washer thickness . Cvlinder block Standard cylinder bore diameter Cylinder liners available . ·Bore for cylinder liners Flywheel and Ring Gear No of teeth on gear • Ring gear fitting temperature . Maximum run out·. . Pistons Protrusion above block face Piston pin diameter . Clearance in small end bush· Piston ring gap Ring to groove clearance. 17 0 51 0 51° -17 0 , Steel backed white metal bush , 0·020 in, (0'513 mm.) o/s on 00 std,ID 1 '5597 to 1'.5605 in. (39,617 to 39'637 mm.) _ 0'0025 to 0'0075 in. (0·064 to 0·191 mm.) t 4·927 to 4·929 in. 2'0825 to 2'0830 m. · 0-8121 to 0-8125 in. 0·0719 to 0'07225 in. 0'002,0'010,0·020 in. , 0·004 to 0'010 in. · 2 ,1253 to 2 ·1257 in. , 2·1257t02·1261 in. · 2 ,1153 to 2 '1157 in. '. 2·1157t02·1161 in. 2 ,11 52 to 2 ·1157 in. , 2 ·1 055 to 2,1060 in. , 0,080 to 0·094 in. 0'07 to 0,08 in. 1 ·9368to 1·9376 in. · 0,070 to 0'084 in. 0,003 to 0·011 in. · 0,091 to 0·093 in. 3,1881 to 3·1884 in. Std. and 0,020

ols

on outside ~iameter 3·3·115 to 3·3125. std. 110 600 degrees F • 0,003 in. Mk 3: 0,010-0·022 in. Mk 4: 0,010-0,026 in. • 0·8119-0·8123 in. · 0·0001-0'0003 in. Measured in 3 '188 in diameter ring top ring gap 0'013-0'018 in. 2nd ring gap 0'009-0,014 in. 3rd ring gap 0'009~'014 in. Gap increases by approximately 0'003 in. for every O· 001 in. increase in bore above 3 ·188 in. • 0,0015-0·0035 in. / \

A3 Cylinder Head Valve guide protrusion above· spring seats 0·260. (inlet and exhaust) Inlet valve depth below head face Mk 3: 0.·0.50 in. Mk 4: 0·050 in. Exhaust valve depth below head face. Valve spring free length . io Mk 3: 0·0.25 in. above Mk4: 0·050 in. 1 '48 in. Fuel Injection Equipment Please see separate information booklets on overhaul of CAV fuel injection pump and injectors. Maximum gross BHP = 34 at 2,800 r.p.m. (BS649) Rated BHP at 1,200 r.p.m. 10·6 1,400 r.p.m. 1,600 r.p.m. 13·8 16·8 1,800 r .p.m. 2,000 r.p.m. 2,200 r.p.m. 2,400 r.p.m. 2,600 r .p.m. • . Cylinder bore X stroke . . Fuel consumption on full load Ib./b.h.p/hour Lubricating oil. pressure Ib./sq. in. • Lubricating oil capacity pints • 19·4 21·8 23·5 25·6 26·7 81 X77·6 mm. 0'45 35-40. Fresh water capacity pints Exhaust connection . Nett weight of bare engine . Maximum torque • Standard rotation anti-clockwise looking at flywheel . Fuel injection timing (dynam.ic) . Fuel injector pressure Fuel injector type ... ~etting Fuel injector pump type Maximum idling speed . 6 10. 1 -1 in. BSP or 1 tin. 10 hose 372 lb. 68 Ib./ft. at 2,000 r.p.m. Minimum battery capacity in ampere hours Battery polarity Water circulation thermostat . Fuel injection timing (static) . 100 at 12 volt Negative earth • 82 degrees centigrade 14 0 BTDC No. 1 cyl. Mk .4: 12 0 cyl.Mk.3 30 0 BTPC No.1 cyl •. 165 ats . • CAV CAV 3247F161 · 3,000 r.p.m. (normally set by works at 2,500 r.p.m.) BTOC No. 1 Minimum idling speed Firing order • .Alternator type Compression ratio • Swept volume 750 r.p.m. 1-2-4-3 Lucas 17 ACR with machine sensed· regulator • Mk 1-3: 18:1, Mk 419:1 1,599 C.c.

A4 GENERAL DESCRIPTION The engine is a four cylinder, 'in line', overhead valve unit operating on the four stroke cycle w.ith direct flow cylinder head and bowl-in-piston combustion chambers. The cylinder bores are machined directly in. the cast iron cylinder block which is cast integral with the upper half of the crankcase and are provided with full length water jacketing. The cast iron crankshaft runs in five large diameter main bearings fitted with aluminium! tin, steel-backed bearing shells. End-float and thrust are controlled by half-thrust washers located in the cylinder block on either side of the centre main bearing. Seals pressed in the front cover and the rear oil seal carrier prevent oil leaks from the front and rear of the crankshaft. The front seal runs on the pulley hub whilst the rear seal runs on the crankshaf.t flange itself. The connecting rods are 'H' section forgings having separate big end caps retained by two bolts and located by hollow dowel pins. Big end bearing shells are, again, steel-backed aluminium/tin. The small ends have steel-backed bronze bushes. Solid skirt aluminium alloy pistons with two compression and one oil control ring situated above the piston pin bore are used. The combustion· chamber is machined in the piston crown. The piston pins are fully floating and are retained in position by circlips installed in grooves at each end of the piston bore. The camshaft is driven at half engine speed ·by a single r·ow chain and sprockets from the crankshaft. This timing chain is automatically tensioned by a snail cam bearing against a pivoted tensioner arm. A skew gear and an· eccentric, machined integral with the camshaft, drive the oil pump and the fuel lift pump. A thrust plate bolted to the cylinder block front face and located between the front bearing journal and the sprocket flange retains the cam shaft. A duplex chain and sprockets driven at half engine speed drives the distributor type fuel in jection pump and sea water circulating pump. Overhec;td valves are mounted 'normal' to the cast iron cylinder head in val~e guides and are ope'rated by rockers, push rods and tappets from the camshaft. The rockers are mounted on a shaft supported by four mou'nting posts bolted to the cylinder head. Valve clearances are adjusted by screws in the rocker arms. A cast iron flywheel is mounted on the crankshaft flange and, ensures a smooth running en gine. A drive plate is fitted to the crankshaft flange or flywheel to couple the engine to the gearbox. The drive for the starter motor is provided by a steel ring gear shrunk onto the fly wheel periphery. The sump is a steel pressing and has a well for the lubricating oil. The engine lubrica tion ·system is the force feed type incorporating a full flow oil filter. The oil pump, which is mounted externally on the engine, may be of the eccentric. bi-rotor type or the sliding vane type. Both types of pump incorporate a non-adjustable plunger type relief valve. An oil filler cap is located in the rocker cover and also incorporates a filter gauze for crank case ventilation. Crankcase ventilation is by semi-closed positive systems. Four-point mounting for the engine and gearbox assembly is provided. Sandwich type rub ber flexible mountings are available. CYLINDER BLOCK The cylinder block is cast iron and is cast integral with the upper half of the crankcase. Internally the crankcase incorporates-- five main bearings with removable caps retained by bolts fitted without lockwashers. The intermediate and rear caps are identical, but their positions must not be interchanged. When dismantling these caps ensure that their positions {

\

{ \.

AS

are marked. this is normally done, in production. by a number

2

stamped on the front inter mediate 'cap . and 4 on the rear intermediate cap. The rear cap is not marked. All caps must be fitted with the cast arrows pointing forwards. The crankshaft bearing. liner parent bore in the cylinder block may be either standard or 0'015 in. (0·38 mm.) oversize. Where the bore is oversize the bearing caps and inside the crankcase are marked with WHITE paint spots. The camshaft bearing parent bore may be 0·020 in. (0·51 mm.) oversize but in this case the block is unmarked. Tappet bores may also be 0'004 in. (0·10 mm.) oversize and the cylinder block in this case is marked with WHITE paint adjacent to the tappet bores. The cylinder bores are 'machined directly intp the cylinder block. Cast iron dry type cyl . inder liners, however, may be fitted and two sizes of liner are available, a standard size and one 0·020 in. (0·508 mm.) oversize C?n the outside diameter. To remove and replace. the cylinder liners, a cylinder liner remover and replacer ring should . be made' to the dimensions shown. Locate the remover in the bottom of the cylinder liner" . I . with the cylinder block inverted. and press the liner out on a suitable press. When teplacing or fitting a liner, ensure that th~, cylinder bore is machined to the correct size (sei"Service Data section). Place the remover a'daptor in the rJ!placer ring an~ locate in the cylinder liner. which should be lubricated on the outside with tallow (no other lubricant should be used). Press 'the liner into the bore from th'e to.P on a suita'ble press. Cut the connecting rod ciear ance slots in the ba$e of the liner and machine the bore 'to give the correct clearance for the piston being ~ned. . i-in.-~~­ (3'18 mm.) ' j ~in.-­ (63'50 mm.)

----,-------

___ L __ 3'30 in. (83'82 mm.)

: ---1---

I , ' f!in.

---_i_~~·~~~~l_

, I I I zin.~ (12'70 mm.) ; I I 3,14 in. (79'76 mm.) I :"-liin.~ ; (44'45 mm.) . ~ .' J .-~- .--~-- . ~ I ' 0 0 4 . I lin. (12'70 mm.) I 4 lin. (101'60 mm.)

.,

.1 ----_1 __ Cylinder Liner Remover Replacer Ring CYLINDER HEAD . The cylinder head is made of cast iron. Ten bolts are used to retain the ,cylinder head, 3·79 in •. (96·3 mm.) long. The cylinder head gasket is:

steel

faced. . '-.' . The valves operate in guides fitted directly in the cylinder head. When fitting valve guides, press each new guide into the cylinder head until the upper end protr.udes above the spring seat face the correct distance (see Service Data section). . . ' After fitting new valve guides or reaming the valve stem bore the valve seats must be recut to ensure that the seat is concentric with the valve stem bore. . . 11", 1."

A6 The valve seats may be re-faced 'witl.1 a cutter tool with an included angle of 90° 'and the pilot diameter of the cutter should be 0·310 in. (7·S7 mm.); ,INLET MANIFOLD The inlet manifold is of cast aluminium, and has separate ports for each cylinder. A tap ped hole is incorporated in the air cleaner mounting flange for the engine ventilation system vacuum connection. The manifold gasket is of a composition type material. A cold starting aid is fitted below the air filter. EXHAUST MANIFOLD/HEAT EXCHANGER A cast aluminium exhaust mani,fold combined with heat exchanger and header tank 'is fitted. The heat exchanger tube stack is retained by two neoprene end c'overs and worm drive clips. Raw water is fed into the forward end cover and discharged from the rear, cover normally direct to the engine exhaust system. A 4 lb., pressure cap is fitted to the header tank. A drain plug is located at the lowest point. An air bleed valve is fitted at the forward end to assist fil-

ling with fresh water.

.::fJ:;:' The manifold gaskets are of c9mpressedifit;»re~ Enstire- that. the centre gasket· i,sfltied the correct way up as the centre flange is' not -symmetticai. . , .. . - - - FRONT COVER, The front cover is an aluminium gravity die casting bolted to the front face of the cylinder block. A composition gasket ensures an oil tight joint. To prevent oil leaks around the crank shaft pulley boss, an oil seal is pressed in the front co~er. A timing mark is incorporated on a pad on the front cover to facilitate injection timing at 12° BTOC No.1 cy.linder. ' FUEL INJECTION SYSTEM Injectors. Fuel' injectors have long stem four hole' nozzles set to between injector face and cylinder head ensures a' 170 gas tight joint. ats. A copper washer fUEL INJECTION PUMP The rotary distributor type fuel injection pump is retained to the rear face of the timing cover by 3 studs and nuts iJnd (' paper joint ensures an o,iI tight seal: Injection timing is adjustable by rotating the pump b9t1i1y within the limits of the slots in the mounting flange. Timing marks are provided on a machined pad on the rear face of the front cover arid on the adjacent in jection pump flange. Injector pipes should always be fitted c"refully, ensuring that there is no undue ,strain on any connection. Pipe nuts should not be over-tightened in an attempt to cure a leak. Always fit a new pipe if a sound joint cannot be obta~ned. FUEL FEED SYSTEM Fuel oil is fed to the engine by a diaphragm type mechanical lift pump operated by an eccen tric on-'the--caJ'll'sha~. A non-return ~alvET on the inlet connection to the pump prevents the pos sibility ot-fuel·'-syphoniflg--back- t-o-the . tank. The lift pump feeds fuel to the injection pump via a disposable cartridge type filter. The filter is constantly vented of air by a bleed valve located .on the filter head. This vent, combined with injector leak off, is connected to a high point on the main fuel tank. The fuel injection pump is lubricated entirely by fuel oil and the excess is fed back to the filter via a non-return valve. A final filter is fitted beneath the ,inlet connection of the fuel injection pump. ( \ ( \

(

·1

I. .A7 REAR OIL SEAL CARRIER The crankshaft rear oil seal is pressed into an aluminium carrier which is bolted to the cylinder block rear face, and fitted with a composition type gasket. The oil seal runs on the periphery of the flywheel mounting figure. After removing the carrier, the oil seal can be easily re placed. ·When fitting the carrier the seal must be aligned concentrically with the crankshaft if oil leaks are to be avoided. SUMP The pressed steel sump has a well and is bolted to the base of the cylinder block. A drain dip stick tube is located on the starboard side. The gaskets are made of cork and aluminium. When fitting the sump ensure that the front face "is flush with the block face before tight ening up. Hylomar non setting jointing compound should be used. ROCKER COVER The rocker cover is a steel pressing retained by screws and plain washers ar~und the flanged edges. A cork and rubber gasket is set into the rocker cover flange to prevent oil leaks. This gasket should give satisfactory service for up to ten removals of the rocker cover. Re place the gasket when it no longer provides an effective seal. VALVES AND SPRINGS The valves, which have 45° seats, are mounted vertically in the cylinder head. The valve positions are: inlets 2,· 3, 6 and 7 and exl:lausts 1, 4, 5 and 8. The valves all bave the same head diameter but are not interchangeable. The inlet valves are 0·125 in. (3·17 mm.) longer than the exhausts. Valve stems are phosphate coated to improve durability and pre vent scuffing during 'running in'. A neoprene oil seal is fitted to each valve stem immedi at~ly below the valve spring retainer. The valve springs are·of a symmetrical design and can be fitted either way round. Valve spring retention is by a steel retainer and tapered collets, which have three ribs locating in corresponding grooves in the valve stem. The collets do not grip the valve stem, but allow the valve to rotate during engine operation, thus reducing wear anti promoting longer life. ROCKER SHAFT AND TAPPETS The rocker shaft assembly is retained by four bolts fitted with plain wash~rs. The rocker arms which are banded are arranged in pairs with rockers on either side of a rocker shaft support. A compression spring between each pair holds them against the sup ports, the end rockers being retained by the washers and split pins at the ends. The chilled cast iron tappets can only be removed from the crankcase after removing the camshaft. Rockers are fitted at No; 2 and No.7 with a radius ground to clear the rocker cover. CAMSHAFT AND TIMING CHAIN The camshaft used can be identified by the number 109E cast on the shaft at the rear end and by a band of paint (B-LUE). The camshaft runs in three steel-backed white metal bushes, which may have a standard size or a 0·020 in. (0·51 mm.)·oversize outside diameter. The bushes available in service are pre sized ~rtd require no machining after fitting. When one bush requires replacement it. is ad visable to replace all three bushes as camshaft alignment .nay be affected if only one bush is changed. Remove the bushes using camshaft bearing remover Tool No. P.6031 with adaptor set P.6031-3. Locate the remover and guide detail '-3a' adjacent to the collar and with the spigot in the bearing. If the centre liner is being removed also use the centraliser detail '-3d'. Remove the bush by screwing down the wing nut.

AS The camshaft front and rear bushes are both approximately i in. (19·1 mm.) wide, the front one having an additional oil hole for the rocker shaft oil feed, and the centre bush approxi- , mately i in. (15·9 mm.) wide. Fit the bushes using a replacer detail '-3b' in addition to the adaptors previously used. Ensure that the oil holes in the bushes and cylinder block are correctly aligned before fitting and that the splits in the bushes are upward~ and outwards at 45° to the vertical. A, line scribed on the remover and guide detail '-3a' can be used as a guide to facilitate oil hole alignment. The camshaft is retained by a sintered iron thrust plate bolted to the cylinder block front face and located in a groove behind the camshaft flange. A single row timing chain, with an automatic mechanical tensioner, is used. This tensioner consists of spring-loaded snail cam bearing against a pivoted tensioner arm. The timi'ng chain runs across a synthetic rubber pad on the tensioner arm and in use the links wear two grooves in the pad so that the chain runs directly on the rollers. DO NOT dress the surface of the pad to remove the grooves. T.D.C

(

B.D.C. Nominal Valve Timing Diagram The sprockets incorporate timing marks to facilitate correct valve timing. Note the identifica tion pin on the crankshaft sprocket. The crankshaft sprocket can be removed with re mover Tool No. P.6116 and replaced with replacer Tool No. P.6032A or B. ' ,CRANKSHAFT AND BEARINGS The cast iron dynamically balanced crankshaft runs in five aluminium/tin main bearings. The shaft is heat treated to improve fatigue strength. In new engines the crankshaft may be either standard or 0'010 in. (0'25 mm.) undersize on the main bearing journals and crankpins. The crankshaft main bearing journals .are graded, the standard crankshaft webs being marked, adjacent to, the journal, with a paint spot, BLUE for the smallest grade and RED for the largest. Where the crankshaft is 0·010 in. (0-25 mm.) undersize the grades are GREEN and YELLOW respectively. The crankshaft main bearing journals may be ground 0-010 in. (0-25mm.), 0'020 in. (0-51 mm.), undersize and the crankpins to 0'030 in. (0-76 mm.) undersize. When grinding crank shafts undersize it is important to maintain the correct fillet radii at all times. Re grinding will remove the benefits of heat treatment and thus reduce the life of the crankshaft.

i

{ \ A9 ·The centre main bearing journal has a double radius of 0,070 in. (1'78 mm.) and 0·080 in. (2 ·03 mm.) and the rear main bearing has a double fillet radius, the inner radius of which must .be maintained at 0·100 to 0·110 in. (2' 54 to 2·79 mm.) when regrinding. The remain ing main journal fillet radii are 0'080to 0·094 in. (2,03 to 2·39 mm.). The crankpin journal fillet radii are 0·080 to 0,094 in. (2,03 to 2·39 mm.). The crankpin journal fillet radii are 0·080 to 0·094 in. (2·03 to 2·39 mm.). Grind the crankshaft revolving anti-clockwise when viewed from the front. Ensure that the fillet radii are smooth and free from visual chatter marks. The main bearing journal length between the thrust faces can be increased by up to 0,020 in. (0,51 mm.) providing an equal amount is machined from each face and the corresponding oversize thrust washers fitted. The crankpin length must not exceed 0·010 in. (0, 25 mm.) oversize . . Main bearing journal and crankpin ovality should not exceed 0·0004 in. (0,010 mm.) TIR and taper 0·0005 in. (0'013 mm.). The centre main bearing run - out relative to the front and rear journals should not exceed 0·002 in. (0'05 mm.) TIR. The crankpins should be parallel to the main journals within 0,001 in. (0'02 mm.) and be within 0·005 in. (0·13 mm.) on either side of the centre line through No.1 crankpin and main journal. The thrust faces should be smooth and square to the bearing journal within 0·0005 in. (0·013 mm.) TIR. After grind ing, crankpins and journals should be polished, with a fine lapping paper and the crankshaft revolving clockwise to produce a good surface finish. Grinding will remove the surface heat treatment and reduce the overall life of the crankshaft. Crankshaft thrust is taken by steel-backed white metal half thrust washers located in the cylinder block at the centre main bearing. Standard size washers and 0·0025 in. (0'064 mm.), 0·005 in. (0'127 mm~), 0·0075 in. (0'191 mm.) and 0·010 in. (0·254 mm.) over size washers are available. CONNECTING RODS Connecting rods are H section steel forgings with detachable big end caps. The caps are located by two hollow dQwel pins pressed into the connecting rod and retained by two bolts fitted without lockwashers ... The connecting rod can be identified by the number forged on the web. An oil squirt hole machined' in the connecting rod feeds oil from the crankpin to the non-thrust side of the cylinder bore. The steel-backed big end bearing liners have aluminium/tin bearing surfa.ces. The upper liner which locates in the connecting rod incorporates an oil hole, the lower liner being plain. Undersize liners are available in 0,002 in. (0,05 mm.), 0,010 in. (0·25 mm.), 0·020 in. (0·51 mm.), 0,030 in. (0,76 mm.) and 0·040 in. (1,02 mm.) sizes. Cranklhaft Fillet Radii

A10 The connecting rod small end bearing is a steel-backed bronze bush, which is not available in service, the connecting rod being serviced with the bush already fitted. When dismantling an engine examine the piston markings to ch~ck the connecting rods for straightness. A heavy marking on the piston skirt above the pin on one side together with a correspondingly heavy marking below the pin on the other side indicates a bent connecting rod which should either be straightened 'or a replacement fitted. The connecting rod small and big ends should be parallel and square to the longitudinal centre line within 0·005 in. per inch (cm.) length. When assembling a connE!cting rod to the piston ensure that it is fitted the correct way round. The marking 'FRONT' is embossed on the web to facilitate this.

CONNECTING ROD NUMBERING

Connecting rods are numbered when installed in the engine during manufacture, to facilitate correct reassembly should tr.ey be dismantled. The number is stamped on the camshaft side of the big end so that a cap replaced with the numbers together must be in its original position. Never reassemble a bearing cap to another connecting rod. It is advisable when removing connecting rods from an engine to check that the connec ting rods have been colour codsd correctly. The connecting rods are colour coded as follows , Red, 2 Yellow, 3 Blue, 4 None.

PISTONS, PISTON PINS AND RINGS

The pistons are made of an aluminium alloy and are of the solid skirt type with thermal slots in the oil control ring groove and the upper part of the piston skirt. The combustion cham ber bowl is machined in the piston crown. The piston should be fitted with the combustion chamber bowl offset to the left side of the engine, when facing the flywheel. The piston pin is offset in the piston 0·04 in. ('·0 mm.) towards the thrust side of the engine. The tubular steel piston pins are fully floating and are retained in position by circlips installed in grooves at each end of the piston pin bore. The piston pins are selected to give the correct fit in the piston pin bore and small end bush in tr.e connecting rod. Pistons are only supplied in service complete with the piston pin, to ensure the correct fit. The piston pins should not be interchanged. Three piston rings' are fitted, two compression and one oil control ring. The lower compres sion ring is stepped externally on the bottom face and the upper ring is chrome plated and tapered on the periphery. Both rings are marked 'TOP' and must be fitted this way round. The oil control rings have narrow ring lands and may be fitted either way round. (

\ (' All Oversize pistons and rings are not available and replacement cylinder liners should be fitted. Pistons graded to cylinder bore size are fitted to new engines. One grade only is supplied for spares. FLYWHEEL AND RING GEAR The cast iron flywheel is located concentrically on the crankshaft flange and retained by six bolts fitted with washers and Loctite. A drive for the engine starter motor is provided by a ring gear shrunk onto the flywheel. An additional steel or cast iron weight is dowelled and bolted to the flywheel to increase inertia and provides a smooth r~nning engine at low speeds. The flywheel ring gear locates in a retention groove and can be removed by c.utting between two adjacent teeth with a hack saw and splitting the gear with a chisel. In no circumstances should pressure be applied in an attempt to dismantle the ring gear for repositioning on the flywheel. When replacing the ring g~ar it must be heated evenly to a temperature not exceeding 600°F (316°C) or the ring gear wear resistant properties will be destroyed. If the ring gear is heated by a naked flame place the ring gear on a bed of fire bricks and then play the flame in a crr cular motion onto the bricks about 1t in. (38-1 mm.) from the inside of the gear until it reaches the required temperature. The correct temperature can be detected by using a special type of temperature sensitive crayon, or alternatively by pol~shing a section of the ring gear and heating until it turns dark blue. Fit the ring gear with the chamfers on the leading faces of the gear teeth relative to the direct"ion of rotation. Allow the ring gear to cool' naturally in air, DO NOT QUENCH; The flywheel and ring gear assembly are dynamically balanced to close limits. The weight is 16cated on the flywheel by three dowels and is retained by si,x bolts with spring washers. THE OIL PUMP The oil pump and filter assembly is bolted to the right-hand side of' the cylinder block and can be removed with the engine ,in place. The oil pump, which is driven by a skew gear on the engine camshaft, has the full flow ~Iement type filter bolted to a mounting flange in tegra I with the oi I pump body. Oil is sucked from the sump through a tube pressed into the cylinder block sump face. A spring-loaded filter gauze located on the end of this tube pro,vides primary filtration. The gauze can be removed by bending back the retaining lug and sliding the gauze out sideways. A pres sure relief valve oil return pipe is also pressed into the cylinder block sump face parallel to the inlet tube. ';; Eccentric Bi-rotor Type 011 Pump , : ,'#,,,1 :·~;:::.. O . :-:.':. . : .... : ... "

A12 THE OIL FILTER The full flow type oil filter is screwed to a mounting flange integral with the oil pump body and is of the disposable cartridge type. VENTILATION SYSTEM A semi-closed positive ventilation system is fitted as standard and consists of a breather and oil separator and a connecting tube to the inlet manifold.

ADJUSTING VALVE CLEARANCE

Valves Open

1 Exhaust and 6 Inlet .. . 3 Inlet and 8 Exhaust .. . 2 Inlet and 4' Exhaust .. . 5 Exhaust and 7 Inlet .. .

Adjust

3 Inlet and 8 Exhaust 1 Exhaust and 6 Inlet 5 Exhaust and 7 Inlet 2 Inlet and 4 Exhaust

1- ADJUSTING SCREW 2-

VALVE ROCKER ARM

3-

FEELER BLADE

2 Venting the Fuel System 1. Open the throttle to maximum, ensure the stop control is in the run position. 2. Operate hand primer with filter vent open. 3. Slacken high pressure pipe unions on injectors. 4. Unscrew the vent screw one turn located on the side of the fuel injection pump and operate hand primer for a few seconds. When fuel issues free of air bubbles when the fuel lift pump hand primer is operated tighten the vent screw. Refer to illustration Fuel Injection Pump , No.2. 5. Operate the starter and observe the high pressure connections on the injectors when fuel issues from all four, tighten connections on injectors. 6. Start engine in normal way, using cold start device if fitted. /

\

( \ A13 MAINTENANCE AND REPAIR Section A TOP ENGINE OVERHAUL - DECARBONISE CYLINDER HEAD AND REGRIND VALVES

Ope No.

A 1 A2 A3 A4 A5 A6 Disconnect battery. Shut off fuel supply. Turn off seacock. Drain cooling system. Drain taps are located on port side of cylinder block and underside of heat exchanger. Disconnect sea water outlet hose on top of sea water pump. Disconnect exhaust pipe from exhaust manifold,' also throttle cable. Remove all four injector high pressure supply pipes (tin. AF unions) and protect ex posed unions on injectors and pump with plastic caps. A7 A8 A9 Loosen hose clips on two hoses connecting exhaust manifold to engine. Remove two 1 in. AF. bolts from thermostat housing and detach complete with thermo stat. Remove six 1 in. AF bolts securing manifold to cylind~r head and remove manifold~ A10· Remove all injector leak off pipes

(l;;

in. AF) and fuel filter vent to No.4 injector. A11 Disconnect alternator tensonerbracket tin. AF and slacken alternator mounting bracket and remove drive belt. A12 A13 A14 A15 Remove five tin. AF bolts securing inlet manifold to cylinder head and leave manifold in position. Remove four 1 four T96 in. UNC 'posidrive screws and detach cylinder head cover. Remove in. AF bolts evenly and remove rocker assembly. Remove eight pushrods and retain in assembly order. Slacken ten

H

in. AF cylinder head bolts evenly until loose, remove bolts and cylin der head. Place head on a suitable working surface taking care not to damage the protruding injector nozzles. A16 A17 Remove eight tin. AF nuts and washers and withdraw injectors and copper seating washers from cylinder head. Using a valve spring compressor witgdraw all valves and retain in assembly . order. Thoroughly clean cylinder head of all dirt and c~rbon, paying particular attention to inlet and exhaust ports and injector holes. If' possible clean the inlet ports with a rotary wire brush to give a polished finish. particularly in the area around the valve throat where the airflow fin is at its widest point. A smooth unobstructed· surface in the inlet ports will ensure highest engine performance. Clean all valves of carbon de posits and re-cut seats if necessary to limits outlined in reference data. Lightly re grind all valves before assembly. ' A18 Re-assemble valves in cylinder . head, if new valve guides have been fitted the valves should be reseated with lapping compound then smear an anti-scuffing compound such as colloidal graphite on valve stems. fit new stem oil seals and assemble springs, retainers and split cones.

A14

A19 Check valve rocker oil feed hole is clear of obstruction, hole is located at No. 1 rocker pillar base. A20 Clean tops of pistons of carbon and remove all traces of old cylinder head gasket from top of cylinder block. Thoroughly clean out exhaust manifold. Check injector sprays and pressure setting. Take care no gasket material enters push rod holes. A21 Fit new gasket and carefully position head on engine, replace the ten bolts and tighten evenly in the order below to 65-70 Ib./ft. A22 Reassemble engine in reverse order A 1-A16 using new joints and copper seating washers where applicable. TO SERVICE FUEL INJECTION PUMP

Ope No.

B1 Disconnect battery. B2 B3 B4 B5 B6 Shut off fuel supply. Remove fuel injector high pressure pipes. Disconnect fuel feed aOnd return pipes from top of injection pump. Disconnect stop cable and return spring, also throttle cable from pump. Remove three i in. AF nuts securing· pump to chaincase and withdraw pump to the rear, note position of master tooth on drive shaft for e~se of re-assembly. Note: It is necessary to remove the port bearer before removing the fuei injection pump. B7 B8 Service pump in accordance with Lucas-CAV schedule. (Lucas-CAV agent). Reassemble pump in reverse order and vent system before attempting to start engine. Ensure timing marks on pump flange and chaincase are aligned as in illustration No.2. TO SERVICE FUEL INJECTION

pulVip

DRIVE CHAIN AND SPROCKETS 0

Ope No.

C1 Carry out operations 81-86. C2 Drain fresh water from cylinder block. C3 C4 C5 Remove alternator drive belt, fresh water pump pulley (4Xi in. AF bolts) and crank shaft pulley tin. AF bolts). Remove sea water pump (i in. AF bolts) and drive coupling to pump and swing pump out of the way still attached to hoses .. Remove twelve

if

in. AF bolts and one tin. AF bolt from chaincase cover and care fully lever off cover from either side taking care to leave the twQ locating dowels in position. C6 e7 C8 C9 C10 Fit the crankshaft pulley bolt and a suitable spacer to prevent damaging the thread in the crankshaft and turn the crankshaft until the removable link in t~e duplex chain is in the position shown in illustration No.3 below. Withdraw the link and remove the chain. Remove the

if

in. AF bolt and ball race retainer. Apply heat to the chaincase in the area around -the driven sprocket. When approxi mately 100°C carefully lever out sprocket and ball race assembly. Using crankshaft sprocket remover tool No. S2340 locate on sprocket and draw off sprocket. Locate new sprocket on crankshaft, align keyway with crankshaft key and drive sprocket on with a suitable brass or aluminium drift. Fit sprocket dowel. ( \

A15 .

THROTT LELEVER VENT SCREW FUEL

INJECT.ION

PUMP

VENTING AND

TIMING DETAIL

Tighten the bolts as shown in Fig. 1. This should preferably be done with the engine hot, using a Torque wrench and repeating the sequence in . stages until the correct torque figure of 65/70' valve clearances. Ib./ft. (8-9-9-7 kg./m.) is achieved.' After this operation it- will be necessary to reset the FiC I CYLINDER. HEAD BOLTS .

A16

C11 C12 C13 C14 C15 C16 C17 To replace ball race on driven sprocket, drive off old race with a drift and press on re placement ensuring that ball race is properly seated against shouider. . To replace needle roller inner race use tool No. 52350 and draw off race and press on replacement flush with end of sprocket hub. To replace needle bearing outer race in chaincase cover press out race with tool No. 52360 and with the tool fit replacement as shown in illustration No.4 below. If necessary overhaul fresh water pump as outlined in Section 0 below. Heat chaincase again and press in sprocket assembly ensuring that it is fully seated against shoulder. Check this by placing a straight edge on sprocket face and measur ing "gap between straight· edge and chaincase joint face at three different points. As semble ball race retainer and bolt. Turn crankshaft until timing mark on camshaft sprocket is opposite dowel on crank shaft sprocket, fit duplex chain and position pump sprocket so that its timing mark is opposite right hand dowel on chaincase and chain ends are in position to accept joining link." See illustration No.3 below. Fit joining link and retaining clip with open end facing opposite direction of rotation. Remove bolt from crankshaft and reassemble in reverse order See illustration No.5, illustration No. 3 and No.4 and No.5. C1-C5 and 81-86. TIMING DETAil FOR FUEL INJECTION PUMP AND CAMSHAFT.

o

I i ~ IMPLE ( \ DOWEL PIN.

The #1 cylinder is at the flywheel end.

( \ CHAINCASE COVER / NEEDLE ROLLER OUTER RACE FLUSH WITH BOSS FACE SECTION OF CHAINCASE COVER FITTING JOINING LINK TO FUEL PUMP DRIVE CHAIN

A17

JOINING LINK

Al8

TO SERVICE FUEL INJECTOR PUMP DRIVE CHAIN ONL V Ope Nos C1-C6 and C16-C17. Replace chain if wear greater than ,002 in. per link. TO SERVICE FRESH WATER PUMP

Ope No.

01 Carry out operations C2-CS. 02 03 D4 05 06 07 Withdraw fresh water pump pulley flange from pump shaft, after removing drive pin when fitted. Remove bearing retaining clip if fitted and press out pump and bearing assembly from front to rear. Draw off impellor and remove venturi ring and thrust spring. Heat the chaincase cover and press in replacement bearing and shaft assembly using Loctite or equivalent compound. Fit the pump seal over the shaft and locate in the chaincase then fit seal thrust washer. Press on pump impellor with spring and venturi ring in position shown. Press on pulley flange to correct dimension and replace drive pin when fitted. Check dimensions again before reassembling cover to engine. Ensure correct alignment of locking screw to flat on shaft. See illustration No.6. Reassemble in reverse order C1-CS. When tightening 3 bolts around the pump ensure the impellor turns freely in the timing case. VENTURI,ING SPRING \ . ( \. ASSEMBLY DETAIL OF WATER CIRCULATING PUMP .-., I I :

:

:

I

{"--..... ··l· ~ i

,

L. _____ , I 1'''37'' --..; 11·10mm . I ! I I !....! ! i SECTION OF CIRCULATING PUMP ASSEMBLY

A21

GS G9 Carefully align the pivot pin hole of yoke with pivot pin hole in end bracket by mov ing solenoid assembly and fit pin (with head uppermost when installed on engine). Note: A new pin MUST be used after dismantling a starter. Fit the two bolts retaining the solenoid ensuring that the rubber sealing diaphragm is properly seated in the recess and fully tighten bolts. TO SERVICE INJECTORS H1 H2 H3 H4 Carry out operations A6, A10, A16. Insert plugs in cylinder head injector holes to avoid ingress of dirt. Service injectors in accordance with Lucas - C.A.V. schedule (Lucas-C.A.V. agent). Replace copper seating washers and reassemble in reverse order. TO CHANGE FUEL FILTER J1 J2 J3 J4 J5 J6 J7 J8. Turn off fuel supply. Unscrew the securing bolt and remove the filter bowl and element. Discard the elements and upper and lower sealing rings. Wash out bowl with clean fuel oil. Do not use a cloth. Unpack the new element and rings and fit new sealing bowl. Reassemble bowl. Bleed system. Run and check for leRks. ring~ to filter head and filtet

A22 DIESEL .ENGINE . FAULT FINDING CHART ENGINE OVERHEATS ________________ - r ENGINE KNOCK~ MECHANICAL Insufficient water: Insufficient lubricating oil: Fan belt slack or broken: Thermostat sticking: Injection timing incorrect: Water pump needs attention: Engine needs top overhaul. ~--~~~----------------~ Bearings worn: Piston slap: Sticking valve rocker(s): EXHAUST EMITS EXCESSIVE SMOKE _ _ _ _ _ _ _ Broken valve spring(s): ENGINE MISFIRES __________________ ENGINE STARTS AND STOPS Maximum stop screw out of adjustment: Poor compression. ____ Sticking valve( s): Sticking piston rings: Engine needs top overhaul: Broken injector pipe. Valve(s) sticking: Governor idling setting incorrect. E"GINE DOES NOT GIVE FULL POWER ENGINE IDLES IMPERFECTLY Sticking valve(s): Engine overheating: Engine misaligned. . Worn piston rings and bores: Incorrect valve clearance; Sticking piston rings: Injection timing incorrect; Governor idling setting incorrect: Injection timing incorrect: Air leak in governor system: Sticking valve(s): Broken valve spring(s). FUEL Faultv injector(s) Faulty injector(s): Atr in system. Incorrect Pump Timing: Faulty injector(s); Faulty pump. Faulty Injector(s): Air in system: Faulty pump. Air in system: Faulty lift pump: Fuel filter restricted: Insufficient fuel in tank. Air In system: Faulty lift pump; Fuel filter restricted: FaulW InJector(s): Insufficient fuel in tank: Dirty air cleaner: Stop control pulled out slightly. Air in system: Fuel filter restricted: Faulty injector(s): Faulty lift pumr: Insufficient fue In tank: Faulty pump. ( \ Battery run down; Faulty isolation switch: Faulty starter motor. ENGINE WILL NOT START

I

Starter does not I Starter cranks engine I Starter cranks . L §~Batterv partlY. run down: Connections dirt)': Wrong grade engine Faulty starter motor. 011: 'MECHANICAL Poor cylinder compression: + ____ ... Insufficient fuel in t a n § Blocked fuel pipeline; Faulty lift pump: Restrtcted fuel filter; Air leaks in pipeline. I Fuel Not Reaching InJecti"! Pump FUEL TSTEM

I

Fuel Reaching Injection Pump Air in Fuel System. Stop control on or partially on._ Faulty Injecto. ( "'--

A19 . TO SERVICE SEA WATER PUMP

Ope No.

E1 E2 Shut off seacock. Remove hoses. from pump. Remove two tin. AF bolts and withdraw pump and drive coupling. E3 Remove pump cover plate. E4 E5 E6 Pull out shaft with impellor and remove cam if worn. Replace seals and refit shaft and replacement impellor and cam. See" section through sea water pump to ensure seals and iO' ring are fitted in correct relationship to each other. Check cover for wear marks, either replace cover "or machine flat and square with bush. Check gasket and refit cover. Replace pump and drive coupling. (

SECTION OF WATER PUMP

TO SERVICE CRANKSHAFT, BEARINGS, PISTONS AND CAMSHAFT

Ope No.

F1 Carry out operation A 1-A15 inclusive. F2 F3 I F4 "Carry out operation 81-86 inclusive and C2-C5 inclusive. Drain lubricating oil and remove dipstick and extension tube. Disconnect fuel feed from lift pump to filter and crankcase breather to inlet ma"nl fold. Remove inlet manifold complete with fuel filter. F5 F6 F7 Fa Remove wiring harness and alternator. Disconnect fuel supply from lift pump and remove pump (two tin. AF bolts). Remove three 1 in. AF bolts and withdraw oil pump and filter. Remove starter motor

(2X",

in. AF bolts). Remove two T 7 , face of flywheel housing and remove cover plate. in. AF bolts from forward

A20 F9 F10 F11 F12 F13 F14 F15 F16 F17 F18 F19 F20 F21 Remove gearbox if fitted and flywheel housing (6Xr, in. AF bolts). Remove flywheel and stubshaft (r6 in. AF nuts) or flywheel inertia weight (6Xt in. AF bolts) and drive plate if hydrauli.c ge~rbox is fitted. Invert engine and remove sixteen

1,

in. AF bolts securing sump. Remove two remaining

16

in. AF bolts from chaincase and remove chaincase com plete with duplex sprocket and chain. ' Bend over lock tabs and remove two tin. AF bolts and camshaft sprocket and chain also chain tensioner pad. Remove four tin. AF bolts and crankshaft rear oil seal housing. Remove eight T 9 , in. AF connecting rod bolts and remove the bearing caps and retain in assembly order. Remove ten

it

in. AF bolts and remove main bearing caps and place in assembly order. Withdraw crankshaft and thrust bearings. Push out piston/connecting rod assemblies through top of cylinder block. Remove circlips from pistons and push out gudgeon pins, retain pins with pistons. Remove two bolts securing camshaft thrust retainer and camshaft thrust bearing. Withdraw camshaft. Remove tappets (Cam followers). Refer to dimensional data in this manual and check all wearing surfaces for deviation. Refer to earlier pages for information on the replacement of cylinder liners, connecting rod small end bushes and camshaft bushes. Re-assemble engine in reverse order F1-F21 with the following addition: 1. Ensure that the connecting rods are placed the correct way on the piston - one side of the con. rod is marked 'front'. Space the piston ring gaps at 120 degrees between each, liberally oil the assemblies and fit to the cylinder bores using a piston ring clamp. 2. When replacing chaincase ensure that the sump face is flush with the cylinder block sump face and position fuel pump. drive sp~ocket centres using tool No. 52370. This will en sure correct chain tension and centering of the crankshaft pulley oil seal. 3. When fitting gearbox stub shaft to flywheel check runout on ground diameter. This must not exceed 0'003 in. Lightly tighten nuts and tap with hammer and drift until within above limit. Tighten nuts to 50 Ib./ft. A special spanner is available for the purpose Part No. 52380. TO SERVICE STARTER MOTOR Service as for Lucas 25689F starter with the exception of pinion drive assembly as follows: G1 G2 G3 G4 G5 G6 G7 Remove starter from engine and ,clamp in a vice. Unscrew and withdraw long clamping bolts. Remove yoke pivot pin. Remove two bolts and remove solenoid assembly. Withdraw end bracket. Drive the circlip locking ring off the circlip towards the pinion and lever the circlip off the shaft. Remove the .Iocking ring and then the pinion. assembly. Fit a replacement pinion assembly on shaft and ensure that the yoke is facing the cor rect way - the radiused portion of the arm must face towards the solenoid. Fit the solenoid assembly over the yoke arm and then fit the circlip and ring and end , bracket to the starter body and tighten the two clamp bolts. / f \

OTHER OVERHAUL

CONTENTS SECTION MARINE ENGINE ELECTRICAL SYSTEM •••••••••••••••••• Q PAGE Activation by Fuel Pressure •••••••••••••••••••••••••• Q.2 Activation by Lube Oil Pressure •••••••••••••••••••••• Q.4 COOLING SYSTEM (EXTEBNAL) •••••••••••••••••••••••• R TRA,NSMISSIONS •••••• • ,_ •••••••••••••••••• -•••••••••• S Type SAl Manual •••••••••••••••••••••••••••••••••••••• S.2 'Type SAO Manual •••••••••••••••••••••••••••••••••••••• S.9 SAl and SAO Clutch Adj ustments. ' ••••• '. • • • • • • • • • • • • • • •• S. 21 SAl and SAO Reduction Units •••••••••••••••••••••••••• S.23 Type RB - Freewheeling ••• ' ••••••••••••••••• '. • • • • • • • • •• S. 25 Paragon P-21 Series, Hydraulic ••••••••••••••••••••••• S.29 Warner Hydraulic ••••••••••••••••••••••••••••••••••••• S.35

SECTION

Q

Q.2

MARINE ENGINE ELECTRICAL SYSTEM

ACTIVATION BY FUEL·PRESSURE (Push Button Start) This system is supplied on all four and six cylinder Westerbeke engines beginning January 1975. Basically~ the ·system is very simple and eliminates the need for a separate switch position to activate the engine alarm system, when supplied. Starting is accomplished by operation of the. start push button which causes the starting motor to crank • . Once the engine is running, fuel pres sure developed in the low pressure side of the fuel injection pump operates a fuel pressure switch. instruments. hea~ing NOTE: ,s~pplied Voltag~ ~s .then applied to the alarm system (if su·pplied) and to the alternator for excitation and for all When the engine is stopped, fuel pres sure drops and the fuel pressure switch removes voltage from these devices. When an 'engine is supplied with a pre device, the device is energized by a separat·e push button. I t is important that your engine' installation includes fuses or circuit breakers,a.s described under "Ownership Responsibility" on the wiring diagram with your engine. \

DRWG 19201 DE' 1~ INSTRUMENT PANEL A5SEM8LY 'IltA. YIIE-' r------------~--· I ~W,T,G, @ _ _ _

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I I I I I I 1 __ _ sa MOTE-" AcnYATION BY FUEL PRESSURE (PUSH BurrON START) I I I 1 r~® I 't'~IONAL I ALARM I.,. I I I

I

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Q.4 .

Marine Engine Electrical System

ACTIVATION BY LUBE OIL PRESSURE (Keyswitch Start) This system is supplied on all 4 and 6 cylinder Westerbeke diesels produced prior to January 1975. Operation is very simple. Putting the start switch in the Run posi tion energizes an alarm system (when sup plied). Returning the start switch to Off position de-energizes the alarm. Turning the start swit.ch to Crank posi tion 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. When ever the engine stops, loss of oil pres sure r.emoves voltage from these devices. When an engine is furnished with a pre heating device, it is energized by a sep arate 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 in stallation includes fuses or circuit breakers, as described under "Owner's Res ponsibility" on the wiring diagram supplied with your engine. / \

SECTION R COOLING SYSTEM (EXTERNAL)

1. DESCRIPTION The Four Marine Diesel Engines are equipped with a fresh water cooling system. Transfer of heat from the fresh water (closed system) circuit to the sea (raw) . water is accomplished by a heat exchanger, similar to an automobile radiator. It differs because raw water, not air, cools the engine's, fresh water. An unrestricted fast-flowing stream of sea water flows through the tubes of the heat exchanger while the fresh water flows rapidly under low pressure around the tubes of exchanger. The raw. water and fresh water never mix so the water cooling passages in the engine stay clean. th~ ~eat the fresh water. The freshwater flows from the exp~nsion culates around the tank to the heat ex changer; 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 centrif ugal fresh water pump. Openings in the water jacket around the cylinder bores connect with corresponding openings in the cylinder'head, where the fresh water cir va~ves and fuel inject ors. When the engine reaches its opera ting temperature, the fresh water then passes out through the thermostat into the expansion tank and the circuit repeats. 2. FRESH WATER SYSTEM Heat rejected in combustion, as well as heat developed by friction is absorbed by 3. SEA WATER SYSTEM The engine is indirectly cooled by the unrestricted fast-flowing stream of sea water which absorbs the heat from the fresh

SURGE

TANK

EXHAUST

MANIFOLD

H ~ ~ER

J" '

EXCHANGER

-.. , ):::

SEA

COCK

RAW' WATER ,PUMP OIL FILTER

t 0 -~-

FROM SEA

COCK

_

> ~-

-

_

I' '-~ HYDRAULtCGEAR/':n"~ C Qll. COOL.~R. 'tf

RAW WATER

>FRE5H

WATER

~-

ENGINE OIL

IUSED ON HYD RAULIC. GEAR

ONLY

R.l

R.2 water via the heat exchanger. This raw water is picked up from the sea by a power ful neoprene impeller sea water pump, and passes through the oil cooler to the heat exchanger. After passing through the heat exchanger (and transmission oil cooler if installed), the raw water is then piped overboard. The oil cooler conducts heat away from the bearings and other friction surfaces by the lubricating oil, which is circulated by the oil pressure pump and cooled by the flow of sea water through the tubes of the oil cooler. When the engine is equipped with a water cooled transmission for a hy draulic or RB sailing gear the sea water is also circulated through the tubes of a transmission oil cooler, and then piped overboard. In this sense both the engine oil cooler and ·transmission oil cooler are heat exchangers. 7. IMPELLER REPLACEMENT a. Remove front end cover and gasket. b. Remove impeller. c. To replace the neoprene impeller coat the impeller and impeller chamber with TEXACO Regal Starfak No. 2 grease only. d. Align impeller key way with shaft key. Care should be taken that the impeller blades all lie in tbe same direction relative to the rotation of the pump, i. e., blades trailing. e. Secure end cover and gasket with four screws and lockwashers. f. In the event of wear being present on end cover, the cover may be reversed. 4. SEA WATER PUMP The water pump is mounted on the front of the timing cover and is driven from the fuel pump gear. The water pump is a self priming, positive displacement rotary pump, with a brass case and a neoprene impeller. The impeller has 'fle'xible vanes which wipe against a curved cam plate in the impeller housing, producing the pumping action. NOTE: As the water pump contains a neo prene impeller, on no account should it be run in a dry condition. Always carry a spare impeller and gasket. 5. DRAIN COOLING SYSTEM Remove the pressure cap from expansion tank and open pet cock on left hand side of cylinder block below the air left side of heat exchanger. filter~ cocks counter-clockwise to open.) and the fresh water drain pet cock on bottom (Turn pet 6. FILLING COOLING SYSTEM Ensure the petcock on left hand side of cylinder block and petcock on bottom of heat exchanger is closed. (Turn clockwise to close.) Open air vent pet cock on top of heat ex changer. Remove fill cap on top of expan sion tank and pour coolant into system until coolant free of air bubble$ t"ssues from vent petcock. Close air vent pet cock on top of heat exchanger and completely fill system to within one inch from top of tank. 8. T~RMOSTAT a. Drain cooling system (approximately two quarts). b. Remove the nuts retaining the ostat housing to the cylinder head and lift-up housing. c. Lift out thermostat. d. Test the opening temperature by placing the thermostat in water. Raise to the temperature stamped on bottom of thermostat. e. If thermostat fails to open, fit new thermostat. Allow the temperature to cool. If it sticks open, renew new thermostat. f. Install thermostat with new gasket and secure thermostat housing to cyl inder head. the~ I. ( g. Replace coolant, remove, or if system was drained, fill expansion tank to within one inch from top of tank with clean fresh water and a suitable cor rosion inhibitor or antifreeze solution. h. Start engine and run until normal'op erating temperature is reached. Stop engine, carefully remove expansion tank filler cap and add coolant as required. 9. REMOVE SEA WATER PUMP a. Remove hoses from pump. b. Remove the four bolts securing pump to adapter plate, and pull p~p away from plate. c. Remove drive tang between water pump ( coupling an"d fuel pump drive gear. \ d. To' replace the pump, reverse the '" procedure above, using sealing co~ pound. (Rector seal or its equival ent on inlet and discharge hose con nections to prevent air leaks. Secure with hose clamps.)

SECTION S L25 TRANSMISSION

MANUAL MARINE REVERSE GEAR

SPECIFICATIONS O/A Length (Direct Drive) 0/ A Length (Reduction 2: 1 ) Maximum Width Weight (Direct Drive) Weight (Reduction . 2:1) H.P. Rating Torque Capacity Maximum R.P.M. Astern Revolutions . Lubrication - Splash Oil Capacity: Direct Drive 2:1 Reduction . 10 in. 121 9! in. in. 28t lb. 41t lb. 1·5 h.p. per 100 r.p.m. 50 Ib./ft. 4,000 r .p.m. 79% of Ahead S.A.E. 30 Oil 1 pint 1t pint

DESCRIPTION

The Forward Drive is engaged by .·.mQving . the gear . lever forward which engages the double friction clutch. The opera tion takes place through a ball-bearing control operating a system of toggles which force home a set of plungers, thus clamping together a series of hardened steel friction discs which are interleaved, alternative plates being attached to the engine shaft anc;l propeller shaft. Additionally, at the engine end a split cone clamps the engine shaft and frictiona lIy locks the epicyclic gearing to it. The double clutch arrange ment eliminates entirely the slight rattle at low speeds noticeable in the normal type of epicyclic gear. The Neutral Position is obtained with the lever midway between forward and reverse. the forward and reverse' drives are then released and permit the gearing to run idle. The Reverse Drive is obtained by drawing the lever right back. This releases the forward drive and contracts a lined brake band by means of a cam, thus clamping the outer portion of the gear and causing a reverse motion of the propeller shaft through epicyclic gearing. The reverse drive is approximately 79% of the engine speed. IMPORTANT: See that oilleve. is maintained in the reverse gear and reduction drive, if fitted. ADJUSTMENT OF GEAR First remove Inspection Cover of Gear Box. AHEAD CLUTCH (Ref: Plate "M") Rotate the drum M4 until the locking tab M20 is observed. This tab locks the aft part of drum to the forward part and engages in castellations cut in the forward portion. Lock the drum by pulling the Gear Control Lever into reverse and slack off the set screw M22 securing locking tab. Take care not to slacken too far and drop the screw into the gearbox. Lift tab out of the slot. Tighten the Ahead Clutch by turning the aft portion clockwise one or two divisions. Do NOT overdo this, otherwise you may burst the drum since tre mendous pressure can be exerted by the leverage obtained through the toggles. These toggles M23 must throw over dead centre and are thus self-locking in Ahead. There must be NO continual strain on the Operating Collar such as would be caused by constant pressure on the gear lever. The lever is held lightly in position in neutral by means of a roller which engages the indent in the cam plate. See illustration on page:S2 REVERSE BAND If the gear slips in reverse, remove Inspection Cover. Tighten the hexagon lock nut M43 slightly so that drum is locked when lever is pulled right back. Do NOT overtighten or the reverse band will drag in Neutral and Ahead. This will cause overheating and lose of power. When the correct adjust ment is found, replace top cover. If the lock nut is slack remove and give a sharp blow to the top locking portion and re-assemble. REDUCTION GEAR The drive is by triple roller chain and all bearings are Ball Bearings. THERE ARE NO ADJUSTMENTS. Careful align ment with the Propellor Shaft is VERY IMPORTANT. The Gear Box and reduction gear have a common lubricating system. CHANGE the oil once per season or every 500 hours, whichever is the more frequent. To DRAIN OIL, attach sUI!lP pump to tube on side of gearbox having first removed the hexagon plug M49.

SERVICE INSTRUCTIONS

Normal adjustments for the reverse gear are given on page S2 and particular attention is directed to notes on remote gear controls given below. 90% of all gear troubles can be traced to distant controls which are either badly designed, are too flimsy, or cause the cam roller to ride out of the indent in the camplate in Neutral. Ahead. Do NOT use long or heavy levers and try to arrange that the remote lever is upright in the Neutral position, otherwise it may dra.g on the gear shift and cause the reverse band to bind in Neutral. It will also impose a constant load on the' operating collar which will heat and then wear from undue friction when running in IF G~AR TROUBLES SHOULD DEVELOP, first make an examination and find if:

(a) (b) (c) (d) (e)

The controls have bends which will flex and weaken, or Have elbows or joints which strike against the floor or bulkheads or adjacent parts, thus preventing full pressure and throw at the gear. See that joints are not stiff or rusty and keep them lubricated. See that control handle does not strike the dash or pull loose from the bracket so that full travel and pressure fail to reach the gear. See that the controls do not cramp, rub or stick so as to maintain a constant pressure against the trunnions of the operating collar and so cause heat and wear from undue friction when running in Ahead.

82

(f)

Check the adjustments of both to see that these are correct. AH~AD and REVERSE

(g)

Check for worn or unevenly adjusted Toggles and Toggle Links. These may have been replaced at sorne time and were not correctly adjusted to produce even pressure on the clutch plates through the plungers. Examine the links: they should all come into correct closed position at 'A' as shown in Sketch Fig. 1. Should one of the links close up and two remain open as in

Fig.

equally at this point when closed. blies comprisirtg Parts Numbers 2, then the link that shows correct should be filed slightly at 'A' until all bear If two links show correct and the third open, then both closed ones must be filed slightly until this space is closed by all three toggles. As this is most important when fitting new toggles it is best to order three" complete sets of toggle assem M24, M25, M28, M23, M26 and 27. When adjustment is fairly tight, "the lever should throw in with a snap and require a sharp pull to disengage the toggles. FIG I IMPORTANT Ahead clutch must not be adjusted so tight that toggles wi" not close up with links at 'A' Fig. 2. Fig. 1 shows correct position with central pin just past dead center and therefore locked in ahead without constant pressure on the control lever and operating collar. ~ FIG 5 ADJUSTMENT OF AHEAD DRIVE Turn drum so that tab ' C' is at top position. See

Fig.

3. by See Pull control lever aft so as to lock drum. screw'S', lift tab 'C' out of slot. Tighten ahead clutch turning

Fig.

ment.

2.

S~ack clockwise off aft J)ortion that carries toggles. Correct adjustment is im portant. If too tight gear "will not remain in ahead. If too slaCk the clutch will slip under load. A notch or two either way will make all the difference. Note the tab is offset and can be" reversed for closer adjust FIG 2 REVERSE FIG'" FIG 3 ADJUSTMENT OF REVERSE BAND Pull control lever aft until rollers rests on cam at 'D', see

Fig.

4. Now tighten nut sufficiently to lock drum. Do not overtighten the nut so as to cause the band to pinCh the drum as the roller rides out of neutral notch between 'E' and • F'. Figures 4, 5. and 6 show relative positions of the cam roller and cam plate in reverse, ahead and neutral. THIS SHArT MUST RUN WITHIN ·cor AFTER IT IS eeL Tf:D TO rLYWH££L" FIG? PRUM rIG.S VIEWED FROM rORWARD END ( "

SJ (

\

GEARBOX AND REDUCTION GEAR

Plate

L1 L2 L3 L4 L5 L6 L7 L8 L9 L10 L11 L12 L13 L14 L15 L16 L17 L18 L19 L20 . L21 L22 L23 L24 l25 L26 L27 L28 L29 L30 L31 L32 L33 L34

Description

Gearbox Joint, s~.,ort flange to gearbox CroBs ahaft seal Dip-stick, gearbox Drainplug, tearbox . Set screw, and anti-rattle Lock nut I nspectlon cover Joint, Inspection cover to gearbox Stud Nut 011 filler plug, Fibre washer, 011 011· ins~8Ctlon filler lev.1 ~Iug Engine identification label cover Brass pin, securing label Joint gearbox/reduction also used on DO Ball bearing, main shaft Support bracket rear engine, vertical (Wolf) Stud securing aft bearer Spring washer for stud Nut for stud 011 seal, aft end cover or bearer DO o ring coupling . Washer co~lIng Half coupling, gearbox Half cO~lIng, gearbox for fle~ coupling Key, aha to coupling Nut, securing coupling to main shaft Register, coupling Shaft· half coupling {state bore} Bolt, coupllnl Nut, salf loc Ing for bolt Shaft lock screw Gear laver socket Gear Lever assembly Clamp bolt gear lever Ory. , 2 1 1 1 6 8 1 2 1 1 1 1 1 1 4 4 1 1 1 .. 1 1 1 1 1 1 1 1 1 3 3 2 1 ,

Plate

L35 L36 L37 L38 L39 L40 L41 L42 L43 L44 L45 L46 L47 L48 L49 L50 l51 l52 L53 L54 l54 L55 L55 l56 l57 L58 l59 Lao

Description

S.L. nut for clam~ bolt Transax pin secur ng lever Reduction gear housing Cover, reduction gear ouslng. Joint, reduction gear cover to housing' as required Socket screw Spring washer for socket screw . ' .. Bolt securing reduction case to GB Stud securing reduction case to GB Spring washer Nut Elbow Pipa (drain) Clip Set screw Washer Drive sprocket Spacer for drive sprocket Ball bearing, aft top Triple chain, 50 links/ or "\ Trl~le chain, 46 links Dr ven sprocket 38T

lor

Driven sprocket 31 T Lower ihaft, reduction gear K:YJ for driven sprocket Ba I bearing, lower shaft ClrcUp 011 seal. . ' Aft end cover, reverae gearbox Support bracket rear enSlne, vertical (Tiger) Eltiow Straight connector Drain plug aft bearer Fibre washer for drain plug

r r

1 for water cooled J GB • Not Illustrated

Oty.

1 1 1 1 1 1 1 2 1 1 1 1 1 8 8 3 3 8 3 1 1 1 1 1 1 1 1 1

S4

PLATE -M-

7? /

Plate Description

M1 M2 M3 M4" M5 M6 M7 M8 M9 M10 M11 M12 Stud. short pinion Long pinion with bush Bush only, long pinion Short pinion with needle roller M13 M14 Needle roller Thrust disc M15 " Head M16 M17 M18 "M19 M20 M21 M22 M23 M24 M25 M26 Gear, forward stub shaft Pilot bush for gear Cone key for gear Drum Drum bush Split cone Forward push plate Stud. long pimon Clutch disc with lugs Clutch disc with teeth Clutch disc with lugs. thick Drum arm n,ate Adjusting c ip Spring washer Set screw for clip Toggle only } Toggle assembly with plunger Toggle Jinl(s only (set of 3) Pin only toggle and plunger

(

Oty.

1 1 1 1 1 2 2 2 2 2 2 1 1 4 4 1 1 1 , 1 3 3 3 6

CLUTCH

M27 M28 M29 M30 M31 M32 M33 M34 M35 M36 M37 M38 M39 M40 M41 M42 M43 M44 M45 M46 M47 M48 M49 M50 M51 M52 M53 M54 M55 Plunger only Pin Split pin Operating collar assembly Control shoe Fork lever Transax pin. Cross shaft pair Camp"late Split pin Cam shoe Camshaft with roller and pin Cam roller only Pin only .for cam roller Brake bands with link pins Spring for brake band AdLusting nut. brake band S/L Lin pin. starboard Split pin for link pins Link pin only, port (short) Transax pin for link pins, pair Link plate Cross shaft/link spacer

D.O. Main

shaft/or } Reduction main shaft Key, main shaft to gear and coupling Gear. main shaft Ball bearing. drum arm plate Circlip Bush for main shaft 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 2 2 3 3 6 1 2 1 2

,

(

f

\ { \

(h)

Check for badly worn Split Cone M6 The gear may have been allowed to slip continuously in Ahead" due to neglect to adjust the clutch when it became necessary. This would cause wear on the split cone which later adjustment might fail to correct until a 'new split cone had been fitted. It is possible that the corresponding recess in the drum may also have become badly worn so that the drum requires replacing or re-bushing. Clutch plates may also become worn or the, surface torn, which would necessitate renewal. In order to test for a split cone which might require replacement: Adjust the Ahea.d Clutch so that the toggles snap over dead center by moderate pressure of the gear lever and without undue force, then the split cone should grip the sleeve of Gear M1 so that there is no end play of the Drum. Such end play can be observed when the Inspection Cover is removed and indicates that the cone is worn too much to still grip the sleeve. It must be replaced. When reassemb ling the gear it is important to see that the Key M2 engages the keyway in the cone and NOT the split in the cone. See

Figs.

7 and

S.

TO REMOVE THE REVERSE GEAR FROM ENGINE

(Reference: Plate "Mil) Disconnect tail shaft coupling and slide well aft. The gearbox is secured by two nuts outside and two similar nuts inside. Remove gearbox lid, undo nuts and slide gearbox off.

CA UTION:

Observe the condition of the gear on the forward stub shaft and also the bronze pilot bush inside the gear. If either is worn the stub shaft must be removed. When re placing, it is very important that the shaft must run true within '002 in. after it is bolted to the flywheel. This should be checked by means of a dial indicator before finally fitting the reverse gear assembly. REMEMBER ALSO WHEN PUSHING THE ASSEMBLED DRUM OVER THE GEAR M1, TO ENTER THE CONE KEY IN THE KEYWAY AND NOT THE SPLIT IN THE BRONZE SPLIT CONE M6. See Figure 8. Another point: if it is intended to completely dismantle the reverse gear. it is better to slack off . the nut L27 which secures the coupling BEFORE commenc ing to remove the gearbox as it is then so much easier to lock the shaft M50 to prevent it from turning.

TO DISMANTLE THE REVERSE GEAR

(Reference: Plates ilL" and "M") Clamp the gearbox firmly ,in portion at the bottom behind the drain plug; proceed as follows:

a.

bench vice, gripping that 1. The Drum Assembly may be removed. after the adjus~ing clip M20 has be~n lifted clear of the notch, by unscrewing anti-clockwise away from the Drum Arm Plate M19 The clutch plates can then be removed and examined. See Item 5 for removal of gears, thrust plates, etc. 2. The Brake Band Assembly can now be removed after slacking the Nut M43 sufficiently to Plate M35. It is not necessary to withdraw the cam plate from the assembly, but if this is done be careful not to lose the Cam Shoe M37 . slid~ out the Cam 3. To remove Operating, Collar Assembly. This necessitates removal of Main Shaft M50. Undo Nut L27, draw off Coupling L25 with a coupling drawer and remove Key 126. Move the Fork Lever so as to free the shoes off the Operating Collar MOO The shaft may now be driven out by means of a rubber hammer. Press off gear M52 and release M30 Take care not to lose the shoes M31 • 4. The Ball Bearing should be driven out with a suitable brass punch from inside the box but the Aft End Cover must first be removed; six set screws secure this. If it is only required to replace the Oil Seal disturb the keys if t~e L23 , this cover can be removed after pulling the coupling. It is only necessary to shaft is to be driven out. 85

CA UTION:

If Either the Coupling L25 or the Reduction Drive Sprocket L51 has been removed from the Shaft M50, great care must be taken in replacing; first that the Key M51 does not trip or fall into the reduction drive housing, and second, that something heavy like a block of lead or brass is held against the forward end of Shaft M50 to take the thrust when the coupling or sprocket is driven There should be ~ck into place. This operation must not be attempted when the gear is fully assembled or when the reverse gear is fitted to engine. After replacing the coupling or sprocket, check to see· that the ball bearing is tight against the circlip on the shaft. If there is a gap here it means that Thrust Disc M14 will be pinched because the Gear M52 is too far forward. assembled. as Item 1, M18 and Head M15 n in. to -h in. of end float on tile Thrust Disc M14 between the two Gears M52 and M1 when correctly 6. To remove Cone M6 or Planet Gears M10 and M12 proceed then, after lifting out the Clutch Plates M17. M16. the pinion studs should be pressed inwards when the gears will come free and the Cone also. If the Cone is worn or scored it must be replaced and the correspo'nding surface in the Drum should also be examined for similar wear. When the Cone and Forward Push Plate M7 are in position there should be studs.

n

in. to l in. clear ance between the Plate and the Drum to permit the Cone to be forced forward and close tightly on the Gear M1 When reassembling, the pinion studs are er.tered from the forward end of the Drum. Begin with the two short studs. These should eliter the holes adjacent' to the two flats on the forward boss. Turn the Drum over and place the Cone in position, followed by the Forward Push Plate M7, then drop the two short pinions over the studs. Next press these short pinion studs' home flush. Now enter the long pinion studs, small end first, hold the pinions in place and press these studs home. Assemble the Thrust Disc M14 and drop the Head in position over the ends of the pinion When reassembling Clutch Plates in the Drum the seouence is: Head M15, Plate with Lugs M16, Plate with TeethM17and alternately thereafter, finishing with Pressure Plate, i.e. Thick Plate with LugsM18. It will be found easier to assemble the drum into gearbox by tilting the box and entering the gear M52 into the splined plates, finally screwing home the Drum ,Arm PiateM19When replacing the coupling L25 before fitting the key to the shaft slide the '0' ring upto the bearing, having first checked there are no cuts in the ring. Next slide on the washer then fit the key. Slide the coupling on past the key then mQve the washer into the recess in the face of the , coupling. A little grease placed in the recess helps to ensure that the washer will not be displaced when pushing the coupling home.

TO DISMANTLE REDUCTION DRIVE

WHEN FITTED TO REVERSE GEAR 1. Drain the oil by removing the bottom bolt holding the cover to the housing, or the drain plug, then remove the remain ing cover bolts or drain with a sump pump. 2. Remove the nut securing the coupling to the lower shaft. Draw off the coupling with coupling drawer. 3. Warm the cover around the ball-race housings which should allow them to be drawn away from the housing. It may be necessary to tap the bolt bosses lightly with a rubber hammer by making a glancing blow in the direction the cover is required to,go. 4. After removal of the cover, in order to remove the triple chain which is endless, it is necessary to remove both sprockets evenly and at the same, time. The top sprocket is withdrawn by means of two bolts screwed evenly home. i diam and length 2 in. to 3 in. The sprocket is already threaded for these bolts and will be forced off the shaft as both these bolts are 5. To remove the lower sprocket complete with shaft, warm , forward ball-race, then ease the shaft from the case at the same time as the top sprocket is being withdrawn.

S6 6. If it is desired to remove the housing from the' gearbox, undo the six bolts or nuts which will allow it to come clear from the ball beari.ng which forms a spigot between the two castings.

TO FIT REDUCTION DRIVE CASE TO REVERSE GEAR

1. Offer the top sprocket to the gearbox shaft and see that the key is fitting the keyway. Do NOT fit the sprocket just yet. 2. Bolt the reduction housing to the gearbox. 3. See that both the sprockets are perfectly clean and free from any burrs. Fit the ball-races to the lower shaft. 4. Fit the chain over both the sprockets and tap the top sprocket on to the gearbox shaft approximately two-thirds of the way when the ball-race on the lower sprocket will enter its housing, then tap both the sprockets home evenly. When home, sprockets· should be t face of the housing. See 'Caution', page in. outside' the 12. Fit the bearing L53 to the end of the M50 shaft. S. Fit the oil seal to the cover and fit the cover to the housing.

NOTE:

Immersing the cover in hot water will cause the casting to expand and allow the cover to be tapped easily over the ball-races. 6. Screw up cover evenly and test to see that reduction drive turns freely. It is sometimes necessary to fit an extra joint between the faces of the housing and the cover to give perfect freeness. When replacing the coupling L25 before fitting 'the key to the shaft slide '0' up to the bearing having first checked there are no. cuts in the' ring. Next slide on the washer then fit the key. Slide the coupling on past the keyway then move the washer into the recess in the face of the coupling. A little grease placed in the recess helps to ensure that the washer will not be displaced when pushing the coupling home.

NOTE:

These Fitting Instructions are for Gearboxes which already have had a Reduction Drive fitted. If a Reduction Drive is to be fitted to a direct drive gearbox, the' gearbox shaft must be changed for a MSO shaft before commencing the operation described above, and oil transfer holes must be drilled in the aft end of the gearbox case to correspond with those in the front face of the reduction case. . \.

SECTION V

SERVICE -BULLETINS

The following Bulletins contain supplementa~y and up dated information about various components your engine and its support systems. ~nd service pro cedures which are important to the proper functioning of You should familiarize yourself with the subjects and make su~e that you consult the appropriate Bulletin(s) whenever-your engine requires service or overhaul.

WESTERBEKE

MARINE ENGINE PRODUCTS

SERVICE BULLETIN #69 Subject: Exhaust system failures Models: All marine generators and marine engines When engine sea water is fed into an exhaust system so that the full stream strikes a surface, erosion may cause premature failures. Proper design of either a water jacketed or a water in.jected ("wet

ll )

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 advan tageous to divide the sea water flow at the point of entry to the exhaust system so that only a portion of it enters th'e exhaust system. The remainder is normally piped directly over the. side. The proper proportion of the sea water flow to pass through the exhaust system can only be determined by trial and error. The goal is to prevent excessive exhaust temperatures with the least amount of sea water.

( "

PN 19149 May 6, 1974

J H. WESTERBEKE CORP.' AVON INDUSTRIAL PARK· AVON, MASS. 02322 U.S.A.' TELEPHONE: 6i7 588·7700· TELEX: 92·4444· CABLE: WESTCORP.

WESTERBEKE

SERVICE BULLETIN #81 REISSUED: SUBJECT: MODEL: October

3, 1975

Hydro-Hush Muffler Installation All DISTR: All The diagram on the reverse side shows a proper installation of the Hydro Hush stainless steel muffler. Make sure installation is such that water cannot enter engine at any

an~le

of heel or pitch. Muffler remains aporoximately twenty-five percent full of water after· engine is shut down with maximum thirty-three inch lift used. Muffler must be installed as close to fore-aft centerline of boat as possible. . There must be an unblocked vent to atmosphere at the high point of the sea water circuit (where it oasses above the waterline) to break the vaccuum which would encourage siphoning through the sea water circuit 'upon engine shutdown. Such siphoning would fill the engine with sea water throuqh its exhaust. Pipe the air vent with aporoximately

r~nning. it

will drain upon engine

shu~down

by venting the sea water circuit to atmosphere.

3/16·

copper tubing to discourage water flow through it when the engine is If water flows through the air. vent when the engine is runni.ng, D1pe it over the side or into the transon exhaust outlet. But be sure and function properly as a siphon break Use as few right angle fittings as possible. If there is any question as to back pressure, check your engine manual. Exhaust· line diameters indicated are minimums. Refer to engine manual for soecifics

regardin~

run lengths and sizes greater than indicated. The installation tips given are to be used as a guide only. We cannot be resDonsible in any way for muffler installation. We presume basic understanding of good marine practice on the part of the installer.

J H WESTERBE.KE CORP.· AVON INDUSTRIAL PARK· AVON. MASS 02322" U.S A.· TELEPHONE: 617 588·7700· TELEX 92·4444· CABLE: WESTCORP.

PN 19468

10/3/75

Page 1/2

HYDRO-HUSH BELOW ENGI NE . AIR VENT • • PH.llI7" H'tDRO HU$H 3J"MA.\. SEE WATER PUMP II

:,

II I EXHAUST OUTLET. Drwg F.: .. :r"':'::. ~=-

r-._--

~ ~,~, -·1~~\1 r._

I

\ I I

I/~Jr--:.~

, ' : l ) " II

I..... .

11:1 ~INSULATION.

It::].

---'if'

(:' ~! \ \ \~ \ ...i.\J(J" L . \\ \ ""/ \ L.U.L ~ 10 . ' 15294 "-.. __ .,, • PN.13171 HYDRO-HUSH .. AIR VENT NU~T IE INSTALLED AT HIGHEST POINT AND AIOVE WATER IN SEA WATER CIRCUIT TO eR~AIC VACUUM AFTER EN&INE SHUT DOWN, PREVENTING SIPHONING or SEA WATER INTO E"51"!. HYDRO-HUSH ABOVE ENGI NE .

Page 2/2

WESTERBEKE

MARINE ENGINE

PRODUCTS / \ ISSUED: SUBJECT: MODEL: DISTR: SERVICE BULLETIN #82 May 7, 197; Battery Recommendations All Owners, Distributors, Dealers, ~~anuracturers BATTERY RECOMMENDATIONS MODEL Vire, 7 Horsepower, gasoline ns, 5 Horsepower, diesel BATTERY AMPERE HOURS 40-60 60-90 Pilot-10, 10 Horsepower, diesel Four-60, 1; Horsepower, diesel 90-125 90-125 Pilot-20, 20 Horsepower, diesel Four-9l,. 2; Horsepower, diesel 125, 25 HorsepOwer, diese 1 . 90-125 12;-150 12;-150 Four-107, 37 Horsepower, diesel WPDS-l;, 1; Kilowatt, diesel 12'-1'0 12;-1'0 Four-l'4, 53 Horsepower, diesel WPOO-20, 20 Ki1~att, diesel' 1'0-170 150-170 Four-230, 75 Horsepower, diesel -170-200 Performer-Six, 115 Horsepower, diesel 200 minimum The ampere hour range . shown is minimum. There . is no real maximum. VOLTAGE 12 V.D.C. l2 V.D.C. 12 V.D.C. 12 V.D.C. l2 V.D.C. 12 V.D.C. 12 V.D.C. l2 V.D.C. 12 V.D.C. 12 V.D.C. 12 V.D.C. 12 V.D.C. 12 V.D.C. J H WESTERBEKE CORP· AVON INDUSTRIAL PARK· AVON. MASS 02322 USA . TELEP~ONE: 617 588·7700· TELEX 92-4444· CABLE WESTCORP PN 20442 Page 1/1

WESTERBEKE

MARINE ENGINE PRODUCTS

SERVICE BULLETIN #83 SUBJECT: MODEL: DISTR: Short Profile Sailing Gear WESTERBEKE L25, 30, 40, 50 All transmission Shipments, Distributors DESCRIPTION The short profile sailing gear is a helical gear transmission shifted via a mechanical friction clutch. The housing is made of high strength aluminum resistant to sea water. Helical gears are shaved and case hardened and their shafts run on heavy duty roller bearings. Mechanical gear shifting requires little movement and minimum effort, a truly firiger tip control. LUBRICATING OIL TYPE Type A transmission fluid is strongly preferred but HD engine oil, SAE 20 or 30, may be used if engine speed never exceeds 2800 RPM. Multi grade engine oil is NOT acceptable. LUBRICATING OIL LEVEL The circular marking ring on the dipstick indicates the HIGHEST allow able oil level. The bottom of the diostick.indicates the LOWEST al lowable oil level. The level is measured on a dry dipstick by rest . ·ing the tnreaded plug on top of the housing.- i t must not be threaded into the housing at all. . , MAINTENANCE Check the gearbox oil level at monthly intervals. same type oil when adding oil. The gearbox oil should be changed af·ter the first hundred hours of operation. every season. Air Vent Hole in diostick cover must be kept clean and open-at all times for proper operation of the transmission, to prevent blowing the rear seal. . Always use the Then it should be changed LONG TERM STORAGE If. the gearbox is put out of operation for a prolonged period of time, ( the best procedure to protect it from corrosion is to fill it com \",. pletely with .oil of the same type normally used. Don't forget to drain to normal level before next start. J H. WESTERBEKE CORP.' AVON INDUSTRIAl. PARK· AVON, MASS 02322 U S.A ,TELEPHONE, 617 588·7700· TELEX 92·4444· CABLE' WESTCORP PN 20629 7/16/75 . . . . ' rev'd 11/22/77 Page 1/2

S~RVICE BULLETIN #83 can't INSTALLATION ANGLE The installation angle must not exceed 18 0 to the horizontal. ROTATION This transmission turns a RIGHT HAND propeller on the above engine models. OPERATING TEMPERATURE This transmission is air cooled and proper ventilation of the engine compartment is required. The operating temperature of the trans mission oil should not exceed escape of heated air. 230 degrees F. This figure will gen erally not be exceeded if the engine compartment is vented for Higher Temperatures risk oil seal damage. SHIFT CONTROLS By loosening its retaining screw, ,the shifting lever can be rotated into any posititin required for the control cable. in neutral position. furthest from the shaft. The control cable must be at right angles to the shift lever when the shift lever is The control must allow 1 3/8" 1-iINIMUM travel either side of neutral position, measured at the shift lever hole When the shift lever is vertical as in the photog~aph produces REVERSE, while shifting towards the propeller end produces FORWARD. below, shifting the lever toward the flywheel end If the shifting lever is in the down position the opposite effect occurs. Shifting the lever toward the flywheel end produces FORWARD while shifting aft produces REVERSE. : , ";. .., ~:}" ~, . ;: ., PN 20629

\l

Page 2/2

WESTERBEKE

MARINE ENGINE PRODUCTS

ISSUED:

SU8J~CT:

MODEL: DISTR: September

18,

SERVICE BULLETIN #87 1975 Alternator Output Splitter All Marine Engines 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 battery.

120

amp and, at the same time, iso lates each battery so that discharging one will have no effect on the other. Changing rates are in proportion to the batteries' voltage (state of discharge). This method precludes the necessity, and even the desir- .. ability, of a rotary switch for se·lecting which battery is to be charged. It also assures that ships' services. cannot drain the engine ·starting . INSTALLATION: 1.

2. 3.

·Mount splitter on a metal surface other than the engine, preferably in an air stream if available. Do not install near engine exhaust system. Install with cooling fins aligned vertically. Be sure to use a wire size appropriate to the output of the associ ated alternator. In full power systems number 4 wire b a t t e r i e s ; · , .

is

recommended from the alternator to the splitter and from the splitter to the Connect the alternator output tenninal to the center splitter tenninal. 4. Connect one splitter side terminal to

5. onebattery(s)~

Connect the other splitter side tenninal.to the other battery(s) . . . TEST INFORMATION: When the engine is not running, the minals should read the

volta~e

of the respective battery. The center splitter terminal should read zero voltage. .

side:spli~ter

ter With the engine runnina and alternator charging, the side splitter terminals should.read the· same voltage which should be the voltage of the regulator or somewhat less. The center splitter terminal should read

.82

vo1,ts

hi~her

than the readinqs of the side terminals. This unit is sealed for maximum life and is

no~

repairable. Conti nued-Reverse Si de

( \ J H WESTERBEKE CORP, AVON INDUSTRIAL PARK, AVON, MASS. 02322 U.S.A.' TELEPHONE: 617 588-7700' TELEX 92-4444· CABLE: WESTCORP, PN

20701 9/75

Paae

1/1

BY-PASSING SPLITTER: directly from alternator. by· connecting either splitter terminal 'lor #2 to terminal

A.

In the event of failure, batteries may be charged bYDassing the splitter .i·tself. This should not be done simultaneously for both batteries unless they are, and will remain at, the same voltage (state of charge) •

t

\ ALTERNATOR .sPLITTER I . DRWG -Z0701 A PN206S4 2 8+ STARTING. BATTERY(S) FUSE

8+

.5ERVI CE BA1TERY(S) -

SHIP'S

SERVICE ·LOADS -

1

PpWER

DISCONNECT SWITCH 9/75

WESTERBEKE

MARINE ENGINE PRODUCTS

SERVICE BULLETIN 94 ISSUED: September

9. 1976

SUBJECT: Fuel Pressure Switch Installation MODEL: DISTR: All Distributors, Shipments Overleaf is a parts list and an illustration showing the proper installation of the fuel pressure switch used 'on most of our 'engine products.

PIN 21564 , 9/9/76 J H. WESTERBEKE CORP.' AVON INDUSTRIAL PARK· AVON. MASS. 02322 U.S.A.' TELEPHONE: 617 588-7700' TELEX: 92-4444' CABLE: WESTCORP. ( \~.

//0___.,

-..

=;::,:,~~.,,:::_ PD • • ......------., -1-1 •• V rUY"I-1 CW. FUEL INJECTION PUMP. (ON ENGINE) !!) d 7 ~

5 4 .3 2. I 19187

/9442 /

if!) 320 11.383 1"1 fDI5 /9321 ·/918S 192GI 19204 licK NO. SCREW 1="/.,#/7 WASHER "0" RINt:;

}("

OeD. FUEl. PRESSURE

SWlr~H

PLUt; ·0· RINd: -Ii,

o.

D.

ADAprE~ COPP£~

iAlllSHee SCRew ASs'), (/II.£eD) I

~

I I , , , , , ITEN PAllr NO. DESCH'IPTION QTY

·~':=IIJ·

H.

WJ~STERBEKE

CORP.

AVON. MA. 02lZZ MCI."" t """" •• ACTIDMAL t ~ 0;:~_7c;r"A."'."U"."

21743

t r ",-,

MAD . . . . II.a.A.

(

{ \ \. (

PARTSLIST CONTENTS WESTERBEKE L25: BLflCK WESTERBEKE L25: HEAD - MANIFOLDS WESTERBEKE L25: PUMPS - COVERS - ALTERNATOR WESTERBEKE L25: FUEL SYSTEM WESTERBEKE L25: BACK END - STARTER WESTERBEKE L25: ELECTRICAL SYSTEM

J

TYPE MANUAL TRANSMISSION: EXTERNAL - REDUCTION

J

TYPE MANUAL TRANSMISSION: INTERNAL - CLUTCH SUPERCEnF.D

PART~

USED PRIOR TO SN 5375

101 105 109 113 117 119 121 125 128 (

100

f

\ (

WESTERBEKE L251 BLOCK

~r. F' PN

NAME

1 2 3 4 ., 5 6 8 9 10 1t 12 13 14 15 16 17 18 19 2121 21, 22-1 22-"2 23 .. 1 2~-2 24·1 ~4-2 25-1 25-2 2(1\ 27 28 29 " 32 33 34 31) 36 37 !B 39 5~ 51 52

;3

54 55 ;"~

;7

58 59-1 59-2 59-3 21224 21225 21226 21227 21228 21229 212321 21231 21232 21233 21234 21235 21236 21237 21238 21239 2124Z

8LOCl< Pl.UG PLUG PLUG PIPE SUPPORT BOLT GASKET SEAL.

PUMP"

GASKET F"ILTER SWITCH CRANKSHAF"T STUD NUT

21241 21242 21243 21244 21245 21391 21.246 21392 21247 21393 21248 21394 21249 212521 21251 21252 21255 " 21256 SHAF'T KEV

BEARING BEARING

ROO

BEARING ISOLATOR PISTON BOLT RING LOCKWASHER CAMswArT WA"SHER BEARING BEARING BEARING SPROCKET BEARING RETAINER

CHAIN

TENSioNER

21257 21258 21259 212621 21261 21262 21275 PAD

BOLT BOLT FOLLOWER

Pl.UG 21276 21277 21278 21219 " 21280 21281 21282 21283 21284 21285 21286 O-RING

DOWEL SPROCKET MOUNT MOUNT BOLT WASH£R PETCOCK SUMP SUMP PL.ATE REMARKS CYLINDER-BARE CORE DIPSTICK BORE CORE OIL PICK-UP OIL SEAL OIL SEAL SUPPORT OIL SEAL. SUPPORT a I"L OIL OIL

PUMP

OIL OIL PRESSURE STUB SHArT STUB SHAFT STUB CRANKSHAFT CRANKSHAFT-HALr ONLY THRUSTwCRANKSHAFT CONNECTING CONNECTING ROD-HALF" ONLY ASSEMBLV I SOL"A"TOR " PI ST"ON·COMPLETE SET FOR ONE PISTON ISOLATOR BOLT FLAT-ISOLATOR-BOLT CAMSHAfT

F'RONT

CAMSHA'T CENTER CAMSHAFT REAR CAHSHAf'T THRUST .. CAMSHAF'T " CAHSHArT THRUST BEARING CAMSHAFT "CAMSHA'T CHAIN CAMSHAFT "CHAIN TENSIONER CAM BI.OCK REAR FACE CRANKSHAFT F'RONT LEF"T F'RONT RIGHT MOUNT CYLINDER BLOCK DRAIN F'RONT Q'\JAN

"4 4 4 1 4 1 1 11 2 4 8 1 3 1 1 1 1 4 1 1 1 1 1 1 1 6 6 1 4 8 1 1 1 1 1 1 2 1 1 1 8 1 1 1 1 1 1 1 1 1 1 1 8 101

~ESTER8EKE

L251 BLOCK

102 ( ~ ..

( \ \ ~F"F' PN ·NAME

;q.4

60 61 S2 63 S4 65 66 67 sa 69 70 71 12 73 74 75 7ts 71 7R 79 9~ 21287 21288 21289 21290 21291 21292 21293 21294 21295 21296 21297 21298 21299 21300 21301 21302 213~3 21304 21.305 21306 21307 213~8 NUT SEAL SCREW GASKET ADAPTER ELBOW OIPSTICK TUBE BRACKET TUBE· PLUG wASHER WASH[R TURE BOLT LOCKWASHER . WASHER WASHER WASHFR ROLT WASHER WASHE·R WESTERBEKE L251 Bl.OCK REMARKS SUMP REAR SUMP SUMP-ONE PAIR SUMP Pl.UG SUMP PLUG DIPSTICK DIPSTICK TUBE DIPSTICK EXTENSION OIL GALLERY ASSY-OIL PUMP RETURN PICK-UP TO BLOCK SUMP SUMP PI.UG BLOCK QUAN 1 1 3 3 3 2 1 1 1 16 1 1 1 1 1 1 4 1 18 1 1 1 103

104

WESTERBEKE L25. HEAD -

HANI~OlDS . ( (

(, 1'1 18 19 20 21 22 23 ,'; ~rF" 6 '1 8 9 10t 11 1 2 3-1 3-2 4 C; PN

NAME

21088 21089 21090 21396 212191 21~92 21093 21094 21a95 21a96 21097 21098 21099 21100 211eJl

HEAD ROLT GASKET

F"LANGE

VALVE VALVE: SPRING RETAINER SPLITCONE SEAL COREPLUG PL.UG SHAfT PL.UG

PIN

WASHER WASHER ROCKER ROCKER SPACER SPRING SUPPORT BOLT LOCKWASHER PUSHROD COVER GASKET

SCREW

CL.AMP WASHER THERMOSTAT HOUSING GASKET

BOLl'

HOSE CLAMP CAP HOSE NAMEPLATE RIVET MA·N I

~OLD SCREw

GASKET ELBOW PLUG F'ILTER STUD SCREW MAt-.llrOLD

SCREW

LOCKWASHER GASKET CLAMP WESTERBEKE

L251

HEAD - MANIFOLDS REMARKS CYLINDER CYLINDER HEAD CYLINDER HEAD EXHAUST INLET EXHAUST VALVE VALVE SPRING VALVE SPRING OIL-VALVE STEM CYLINDER HEAD AFT TEMPERATURE SENDING TAPPING ROCKER ROCKER SHAFT END COTTER .. ROCKER SHAFT ROCKER SHAFT END ROCKER SHAFT END ARM-RIGHT HANO ARM-LEFT HAND ROCKER ROCKER ROCKER SHAFT ROCKER SHAFT. SUPPORT ROCKER SHAFT SUPPORT BOLT VALVE VALVE COVER VALVE COVER

HOSE~BR£ATHER

HOSE AT VAl.VE COVER. VALVE COVER SCREW THERMOSTAT THERMOSTAT HOUSING THERMOSTAT HOUS1NG THERMOSTAT HOUSING HOSE,THERMOSTAT HOUSING BREATHER BREATHER "WATERHOTA"-VALVE COVER VALVE COVER NAMEPLATE INTAKE INTAKE MAN!;OLO INTAKEMANlrOLD BREATHER HOSE TO

F'ILTE~ AIR

INTAKE AIR FILTER AIR rILTER BRACKET EXHAUST EXHAUST HANIF'OLD MOUNT INC EXHAUST MANIF'OLD

HO~NTING

EXHAUST MANIFOLD-CENTER PORT HOSE-MANIFOLD OUTLET

QUAN 1 1 1 2 1 2 1 1 1 1 1 1 1 6 1 1 1 4 1 5 6 1 1 1 10 1 1 4 4 8 8 16 8 1 1 1 2 2 4 2 4 4 4 3 4 4 4 e 1 1 4 1 4 105

106

WESTERBEKE L251 HEAD - MANIFOLDS

{

i

\ WESTERBEKE L251 HEAD • HANlrOLDS ~rF" PN NAME 59 SC'I Si S' S3 S4 S5 S~ S1 SA 51 5~-1 52.2 53 54 55 56 57 ;A 21139 19438 21141 21142 21143 21144 21145 21146 21147 21148 21149 21150 21151 21152 21153 21154 21155 21156 21157. GASKET ElPOW INLET GASKET SCREW EYE GUIDE LOCKWASHER LOCKWASHER LOCKWASHER LOCKWASHER NUT PLUG ELBOW

CI.AMP

CLAMP EXCHANGER CAP ADAPTER REMARKS EXHAUST MANlrOLO-rRONT AND REAR PORTS EXHAUST-WATER INJECTED EXHAUST ELBOW EXHAUST F'L.NGE EXHAUST F'LANGE llF'TING VALVE THERMOSTAT HOUSING BOLT EXHAUST FLANGE CAPSCREW INTAKE MANIFOLD SCREW AIRrlLTER BRACKET SCREW AIR CLEANER STUD THERMOSTAT TAPPING MANIF'OLO INLET.MOLDED MANIF'OLO ELBOW HOSE-MANIFOLD INLET BUNDLE· ONL y F"JlI..ER BREATHER HOSE TO rILTE~ ELBOW QUAN 5 1 1 1 1 1 1 1 1 1 2 1 1 1 4 1 8 2 4 ( 107

WESTERBEKf L25, PUMPS - COVERS. ALTERNATOR

(

( \ (, WESTERBEKE L2S: PUMPS - COVERS • ALTERNATOR ~F' r PN NAME 1 3 4 5 6 7 A~l ~-? 9 1V! 11-1 11-2 1:2-1 21158 21160 21161 21162 21163 21164 21.165 21386 21166 21161 21168 21387 21169 1'-2 21388 1~ .. 1 13-2 211721 21;389 14-1 21171 14-~ 2139fZJ 15 1'; 17 1R 19 21172 21.173 _2:1174 21175 21116 ~{)) 21 2' 2~ 24 .25 2(' 27 2~ 29 3~-1 3OJ-2 31. .. 1 31 .. 2 3' 33 34 3t; 36 37 3R 4" 41 4' 43 21117 21178 21179 21180 21181 21182 21183 21.1R4 21185 21186 21187 21253

211R9

21254 21190 21191 21192 21193 21194 21195 21196 21191 2j.198 21199 212~0 44 4S 4~ 41 4A 212"1 212"2 212QJ3 21224 21205 CASE BOLT SCREW SPROCKET RACE RETAINER BEARING Al.TERNATOR RACE ROl.T CHAIN BOLT BRACKET NUT BOLT STRAP PLUG ROLT COVER GASK'ET PUMP CLIP RING SPRING PULLEY F"LA-NGE ROLT ROlT LOCKWASHER BOLT BOLT WASHE'R ROlT WASHER 80LT WASHE:R RETAINER nowEl PULLEY BOLT WASHER SEAL SPROCKET PIN HOSE CLAMP TUBE: PUMP

OR

I·VF Ke:y GASKET BOLT WASHER REMARKS CHAIN BRACKET TO CHAIN CASE PUMP DR'I VE RALL BALL' RACE NEEDLE ROLLER INNER BALL RACE RETAINER DUPLEX AL TE'RNA TOR ALTERNATOR AI.TtRNATOR HOLT ADJUSTING CHAIN COVER AOJU5TING STRAP CHAIN CASE CHAIN CASE COVER ASSEMBLY ... WATER-CENTRIF"UGAL LOCATING VENTURI WATER PUMP WATER PUMP PULLEY 'WATER PUMP PULLEY FLANGE CHAIN CASE COVER CHAIN CASE COVE'R CHAIN CASE COVER CHAIN CASE CHAIN CASE COVER CHAIN CASE CAMSHAPT GEAR .. WATER PUMP PULLEY CAMSHAF'T GEAR BOLT CHAIN CASE COVER CRANKSHAF'T CRANKSHArT PULLEY CRANKSHAFT PULLEY BOLT OlL-F'RONT CRANKSHAFT O-R I VE MOLDED HO.SE HOSE CONNECTING SEA WATER SEA WATER PUMP

nRIVE

SEA· WATER

PUMP

SEA WATER PUMP SEA WATER PUMP TO COVER QUAN 1 1 1 1 1 2 2 5 3 7 1 12 1 1 2 4 1 2 1 1 1 1 1 1 2 4 1 1 2 1 1 1 1 1 1 1 1 1 1 2 2 1 1 1. 1 1 1 1 1 1 1 1 4 109 .

.,10

W£STERBEKE L25; PUMPS

~

COVERS. ALTERNATOR

\ { ~F' F' 49 5~ 51 52 53 54 55 56 57 5A 59 S~ S1 52 53 S4 55 59 WESTERBEKE L25: PUMPS - COVERS - ALTERNATOR PN NAME 212~6 212C!J7 21208 21.209 21210 21211 21212 21213 21214 21215 21216 21217 21218 21219 21220 21221 21222 21223 HOSE CL.A.MP CL.AMP BELT BUSHING LOCKWASHER LOCKWASHER SEARING I~PELLER SEAT SEAL SLINGER IMPELLER SHAF"T SEAL O-RING GASKET WASHER REMARKS SEA WATER PUMP OUTLET HOSE-SEA WATER

LINE

HOSE-SEA WATER rROH PU"'1P HOSE RtlNFORCING ASSEMBLY.FRESH WATER F"RESH WATER PUMP F"RESH WATER PUMP F"RESH WATER PUMP F"RESH WATER PUMP SEA WATER.PUMP SEA WATER PUMP PUMP ASSEMBLY·SEA WATER PUMP SEA WATER PUMP SEA WATER PUMP FRONT COVER CHAIN CASE COVER BOLT QUAN 1 1 1 1 1 ·2 1 1 1 1 1 1 3 1 1 1 1 1 111

112

WESTERBEKE L25: FUEL SYSTEM

(

, .

(

( '-. ~F'r PN NAME 1-1 21.313 1.-2 2 3 4 r; 6 ·7 A 9 1'" 11 l ' 13 14 15 17 18 19 2~ 21 22 23 24 25 26 27 29 29 3()J 31-1 31.-2 31-3 32-1 3'·2 3'-3 21348 33-1 21349 3~-2 34 3" 3R 39 4" 41 42 43 44 45 46 47 48 21314 21315 21316 21317 21318 21319 21320 21321 21.322 21323 21324 21325 21326 21327 21328 21329 21330 21331 21.332 21333 21334· 21335 21336 21337· 21338 21339 21340 21341 . 21342 21343 21344 21345 213~6 21347 2135Z 21351 213a;2 21353 21.354 21355 21356 21357 21358 21359 2136~ 21361 21362 21363 PUMP PRIMER GASKET SCREW LINE F'ILTER BRACKET ELEMENT SCREW LINE LINE VALVE VALVE ROLT PLUG KIT PUMP STlJD WASHER NUT GASKET LINE

LINE LINE LINE

CLAMP I N.JECTOR STUD NUT WASHER LINE

LINE

BANJO LINE

LINE BANJO

LINE LINE BOLT WASHF.R WASHER WASH£R TERMINAL CARLE CLAMP ARM BRACKET SPRING NUT. F'ERRULE . WASHER 49 ;~ 21364, 21365 NUT LOCKWASHER WESTfRBEKE L251 FUEL SYSTEM REMARKS FUEL LI,T F'UEL LIFT PUMP FUEL LIFT PUMP FUEL LIFT PUMP MOUNTING LIFT PUMP TO FILTER r:UEl LIFT PUMP FUEL F'ILTER FUEL FILTER MOUNTING FILTER TO INJECTION PUMP INJECTION PUMP DRAIN TO FILTER NON-RETURN CONSTANT BLEED BANJO.rlLTER VENT FILTER DIAPHRAGM .. Llf'T PUMP INJECTION INJECTION INJECTION P~HP INJECTION PUMP MOUNTING INJECTION PUMP HOUNTING

PUMP

MOUNTING

#1

#2 #3 #4 r:UEL LINE (PAIR) INJECTOR INJECTOR ·SEAT ASSEMBLY-INJECTOR RETURN RETURN-INDIVIDUAL EXCL BANJO'S ASSEMBLY-RETURN FROM INJECTOR TO FILTER RETURN·tXCL BANJO'S RETURN LINE-INJECTOR TO FILTER ASSEMBLY-CONSTANT BLEED CONSTANT BANJO BLEED~EXCL BANJO-INJECTOR BANJO-F'ILTER BANJO'S BANJO-F'ILTER HEAD ATTACHMENT TO FUEL F'UEL PUMP STOP CABLE THROTTLE , THROTTLE STOP CABLE F'UEL LINE F"U£L LINE

RETURN

PUMP QUAN 1 2 4 8 8 4 3 3 7 1 1 1 1 1 4 12 1 3 2 1 1 1 1 1 6 6 2 2 2 3 1 1 1 1" 1 1 1 2 1 1 1 1 1 1 1 1 2 1 1 1 1 3 3 113

,,4

WESTERBEKE L251 FUEL

SYSTEM

~rr 51 52 53 54 56 57 58 59 SOl 51 52 53 54 55 PN NAME WESTERBEKE L25a FUEL SYSTEM REMARKS. 21366 21367 21368 21369 2137ra 21371 21372 21373 21314 21375 21376 2t377 21378 21379 WASHER BOLT LOCKWASHER WASHER SCREW LOCKWASHER PIN PIN SCREW BOLT NUT LOCKWASHER NOl~LE COVER SHAKEP'ROOF'

SPLIT

ANCHOR

CLIP

EXTENSION EXTENSION BOLT INJECTOR INJECTION

PUMP

QUAN 2 2 2 8 2 2 2 1 1 2 2 2 1 1 115

116

WESTERBEKE L25. BACK [NO • STARTER

/ \ ( "-.

( "

WESTERBEKE L251 BACK END - STARTER

~'F" IlN NA~E t 2 3 4 5 15 16 17 26 40 41. 4' 43 44-1. 44-2 44-3 44-4 46 41 4B 49 77 ~OJ 91 9~ 93 94 2138Z 21382 21383 21384 21385 21238 21239 21240 21395 21263 21264 21265 21266 21267 21268 21269 21270 21271 21272 21273 21274 21305 213~a 21309 21310 21311 21312

MOTOR BOLT

NUT

LOCKWASHER

p.1 N I ON

STUD

NUT

SHAFT BOLT FLYWHEEL WEIGHT BOLT DOWEL HOUSING HO.US I NG HOUSING HOUSING BOLT

P~AT[

SCREW SCREW . LOCKWASHER LOCKWASHER SEAL STUD LOCKWASHER

NUT REMARKS

STARTER STARTER HOUNTING STARTER MOUNTING BOLT ASSEMBLY STUB SHAFT STUB SHAFT STUB STUD STARTER MOUNTING FLYWHEEL, FLVWHEEL, ..

J

FLYWHEEL .. BW TYPE FL,YWHEEL. ..

i

HOUSING HOUSING COVER HOUSING COVER PLATE HOUSING TYPE TYPE FLYWHEEL HOUSING FLYWHEEL HOUSING FLVWHEEL HOUSING STUD FLYWHEEL HOUSING STUD

QUAN 1 2 2 6 2 1 4 4 4 1 1 1 1 6 1 1 1 2 1 6 6 3 1 1 ., 1 1 / 117

·118

WESTERBEKE L25. ELECTRICAL SYSTEM

r------------a.;:--·---l

l~ fllUII Yllt-' 1 ,~W.T.G. I I I , , I I I

__ _

METER @ I

I

I I I

I

ORWG 19201 DEC n !oil NOTE-" _ - - - - - - - . . , " 1 , ~ I ALARM I 1 ® OPTIONAL 1 1 I I 'I 'I ... la.A WIRING IN¥!!! VOl! L-l! STARTEA MOTOR. J------~ II

I

sec NOTI"",

_+

~WI-I I I I .

IT __

.1 . J ~ rAINS O"OIl.L ..... t.r"N!>!~ • ~ + ~

i

:I i ti , 1 • I • GIIN

-.1

I

__

...

...

.

--.------ -- -

-

----------- -

--------

... -( "- ..

. ~F'F" 1 2 3 4 (, 8 it 12 13 20 25 26 27 29 30.1 31 32 33 39 4t 42 44 45 46 PN

NAME WESTERBEKE L251 ELECTRICAL SYSTEM REMARKS

19165 11917 19166 19168 1j.957 21386 11383 19167 19169 21380 192"9 192r2J8 19206 12885 .

192013

11615 11532 11432 16323 19205 19216 2~654 20946 20947

AMMETER TACHOMETER GAUGE GAUGE SWITCH Al.TERNATOR SWITCH SENDER SENDE:R MOTOR CABLE HARNESS CARl.E PANEL PANEL CABLE KIT LAMP RING HARNESS HOLDER SPLITTER BREAKER BREAKER HOUR METER OIL PRESSURE WATER TEMPERATURE PUSHBUTTON rUEL N.O. OIL PRESSURE WATER TEMPERATURE STARTER INSTRUM.ENT PANEL ENGINE-INSTRUMENT START

I

NG P·ANEL LESS INSTRUCTIONS START-PREHEAT ALTERNATOR TO REGULATOR SUPPRESSION-ALTERNATOR

ADAPTER

ENGINE-STARTING LAMP OPTIONAL CIRCUIT ...

1il

AMP CIRCUIT-40 AMP QUAN

1 1 1 1 2 1 1 1 1 1 1 1 1 1 1 1 1 4 3 1 4 1 1 1 119

120 J

TYPE MANUAL TRANSMISSIONI EXTERNAL. REDUCTION

fi ( \

I

\ ( , PN J TYPE MANUAL TRANSMISSIONI EXTERNAL. REDUCTION NAME ~F'F' 1. 2 3 4 101 11 8 9 ? 6 , 4' 43 44 45 46 41 4A 49 ;P.I ;1 l ' 1~ 14 15 16 17 1A-1 tA .. 2 lA-3 19 2VJ 21 22 23 24 25 26 21 ~8 29 3VJ 31 32 33 34 35 36 31

3R

39 4~ " 41. 21416 21404 20992 21tJ986 21443 21022 21~23 21rzJ24 21025 20989 20993 21401 2098.9 20987 214~2 21418 21419 21408 21420 21026 21~2~ 21319 21421 21~18 2~991 21ZOJ7 20985 21311 212)12 21401 20987 21~02 21a03 217J13 2j~1Z 21Z09 2til994 21441 21439 21438 214OJ1 20989 20987 2!?J996 212100 212'01 20999 21060 20998 291997 20990 20992 2~986 HOUSING GASKET SEAL DIPSTICK PLUG SCREW NUT COVER GASKET STUD NUT PLUG WASHF.R NAMEPLATE PIN GASK[T

BEARING

MOUNT MOUNT ADAPTER STlID LOCKWA"SHER NUT SEAL COUPLING COUPLING COUPLING KEY NUT RING COUPLING BOLT NUT SCREW BUSHING BOLT NUT P.IN HOUSING COVER GASKET SCREW LOCKWASHER BOLT STUD LOCK WASHER NUT EI.BOW PIPE: CLIP SCREW WASHER SPROCKET REMARKS rOR TRANSMISSION SUPPORT FLANGE TO TRANSH HSING CROSS SHAFT TRANSM HSING OIL LEVEL DRAIN-TRANSM HSING SET-SAND ANTI-RATTLE LOCK INSPECTION INSPECTION COVER TO TRANSM HSING OIL rILLER-iNSPECTION COVER FIBER-OIL FILLER PLUG ENGINE .IDENTIFICATION BRASS,SECURING NAMEPLATE TRANSMHSING/REDUCT ALSO USED RALL-MAIN SHAFT REAR - LOW REAR - HIGH USED WITH 21439 MOUNT ·StCURES AFT BEARER rOR STUD rOR STUD OIL-AF'T END COVER OR BEARER DO a-RING WASHER" ON DO HALF"TRANSM HSING SHAFT TO COUPLING SECURES COUPLING TO MAIN SHAFT COUPLING-PILOTING SHAFT HALF COUPLING . SELF'-LotKING-'n~ SHAFT LOCK SHIrT LEVER CLAMP.SHIFT LEVER BOLT SELF-LOCKINGwFOR CLAMP TRANSAX.SECURES LEVER REDUCT TRANSMISSION

BOLT

REDUCTION TRANSM HSING REDUCT TRANSH COVER TO HSING RUSHING rOR BUSHING SCREW SECURES REDUCT CASE TO GB SECURES REDUCTION CASE TO GB DRAIN SET

DRIVE QUAN

2 ·1 1 1 1 1 1 1 8 8 .3 3 6 1 1 1 1 .1 1 1 1 1 1 1 6 6 6 1 1 3 3 1 1 2 1 1 1 1 1 1 4 4 1 1 1 2 3 1 1 1 1 1 1 121 .

122 J

TYPE MANUAL TRANSMISSIONI EXTERNAl

~

REDUCTION

(

J TYPE MANUAL TRANSMISSIONI EXTERNAL. REDUCTION ~rr PN NAME ;~ 53 54-1 ;4 .. 2 55-1 55-2 56 57 SA

;9

SOl St S~ S~ S4 S5 S~ S7 SA S9 21028 21~27 21~05 21006 21Z30 212131 21029 21Z60 21a04 21033 212134 21398 21417 21008 21412 21397 21415 21413 21399 2140.10 SPACER BEARING CHAIN CHAIN SPROCKET SPROCKET SHAFT KEY BEARING CIRCLIP SEAL COUPL I N.G LEVER COVER BRACKET BRACKET EI.BOW CONNECTOR PLUG WASHER REMARKS QUAN FOR DRIVE SPROCKET BALL .. AF"T TR I

TOP

PLE-.512J LINKS TRIPLE-46 LINKS DRIVEN-J8T . OR I VEN-3'1 T LOWER~REOUCT GEAR FOR ORIVEN SPROCKET BALL-LOWER SHAFT

OIL

HALF-TRANSH HSING FOR

FLEX

COUPLING SHIFT ASSEMBLY AFT END~REVERSE TRANSM HSING SUPPORT.REAR ENGINE-VERTICAL SUPPORT-REAR ENGINE-STARBOARD FOR WATER COOLED STRAIGHT~FOR DRAIN-AFT BEARER-rOR WATER COOLED

FIBER-FOR

WATER COOLED TRANSM DRAIN TRANSH PLUG~rOR WATER 1 1 1 1 1 1 TRANSM 1 COOLED TRANS 1 1 1 1 1 1 1 1 1 2 1

1

1 123

/ I

\, J

TYPE MANUAL TRANSMISSION' INTERNAL. CLUTCH

~~,

·PN NAME

1 ~ 3 4 a; ~ 7 A 9 1C'J 11 12 13 14 15 i6 11 1A 19 2~ .- 21. 3t1l 32 33 34 3'5 36 37 22 23 24 25 26 27 2A 2Q * 38 39 4D1 41 4' 43 . 44 4'5 46 21061 21053 21045 21Z86 20988 21087 21074 212169 21070 21072 210821 212'71 21073 21a78 21405 21442 21414 212168 210·51 21Z·84 212162 21063 212143 21044 21Z54 212149 21048 21047 212'61 21064 212165 21066 21079 21Z50 21~52 21051 21071 21083 21085 21058 21076 212'75 21055 212157 212156

GEAR BUSHING KEY DRUM BUSHING CONE PLATE

STUD

STUD· PINION BUSHING PINION ROLLER OISC HEAO DISC OISC OISC PL.ATE CLIP LOCKWASHER SCREW TOGGLE TOGGLE TOGGLE PIN· PL.UNGER PI·N PIN COLLAR LEVER PIN SHAFT CAMPLATE PIN SHOE CAMSHArr ROLLER PIN

BANDS

LOCK NUT P.I N PIN

PIN *31 21406 SHOE

REMARKS rORwARD STUB SHAFT PILOTING.FOR GEAR CONE-FOR TRANSMISSION DRUM SPLIT

F'ORW~RD

PUSH LONG PINION SHORT PINION LONG-WITH BUSHING LONG PINION SHORT-WITH NEEDLE ROLLER ·NEEDLE THRUST CLUTCH-WITH LUGS CLUTCH-WITH TEETH CLUTCH-W.I TH THICK LUGS DRUM ARM ADJUSTING . SET-FOR CLIP ASSEMBLY.WITH PLUNGER LINKS .ONLY ("SET 3) rOR TOGGLE AND PLUNGER SPLIT ASSEMBLY"OPERATING FORK TRANSAX-PAIR CROSS SPLIT CAM WITH ROLLER AND PIN

CAM

rOR CAM ROLLER BRAKE-WITH LINK rOR BRAKE BANO PINS ADJUSTING-BRAKE BAND LINK .. STARBOARD SPLIT-rOR LINK PINS LINK-PORT (SHORT)

S/L

( QUAN 1 1 1 1 1 1 1 1 1 1 1 1 1 6 3 3 6 1 1 2 1 1 1 1 1 3 3 3 1 1 3 1 1 1 1 2 2 2 2 2 2 1 1 4 4 125

( J

TYPE MANUAL

TRANSMISSION' INTERNA~ .. CLUTCH ~F"r PN NAME 47 4A 49 50)-1 5t'J·2 ; i

;'-

;3 54

;5

21444 21QJ81 21082 21216 21017 21a60 21059 21a46 21015 21014 PIN

PLATE SHAf'T

SHArf SHAFT KEY

GEAR

BEARING . C I RCL IP BUSHING REMARKS TRANSAX .. F'OR

LINK

LINK

CROSS/LINK SPACER

MAIN-DO .

PINS

·MA IN-REDUCT 1 ON MAIN SHAFT TO TRANSH MAIN SHAFT

BAlL .. DRUM

ARM

PLATE

(PAIR.) & COUPI.ING MAIN SHAF'T QUAN 2 2 1 1 1 1 1 1 1 1 127

SUPERCEDED PARTS USED

PRIOR

TO SN ~375 Pt~ ~E'F"

NAME

1~ 1t

l '

1J 14 15 tA 1'7 1A

lq

2CJJ 21 ?' 2:J 24 213 '-~ '-7 . 2A

'-9

3" 31 3' 33 34 3'5 36 37 ~ 1 , R Q 4 5 6 , 21441 21432 21.427 2140.19 21Z40 EXCHANGER BRACKET OUTLf.T MANIPOLD EL.BOW

REND

214"3 21410 21429 21423 2~984 21338 212'38 21428 21422 AL.TERNATOR BRACKET RELAY STARTER SOLENOID SWITCH DRIVE ALTE~NATOR 21435 BRACKET 20995 . REGULATOR

211J39

SOLENOID 21341 21433 21188 . 212135 21.425 214~7 21436 21431 PULLEY ROLT BOLT STRAP HOUSING FL.ANGE COUPLING HOUSING 21Z42 21037 21437 21426 21036 ·GASK.r.1 21434 21430 ALTERNATOR STARTER HOUSING COVER STue NUT 21Z21 21Z32 21424 21445 21446 SEPARATOR HOSE" CAP SLEEVE PU~1P REMARKS r:ORWARO (SN 172 .. 3372) F"ORWARO HEAT EXCHANGER (SN 172 .. 3372) rORWARO HEAT EXCHANGER (SN 172-·3372) EXHAUST (SN 172 .. 3372) EXHAUST ~ANI'OLO (SN 172~3372) EXHAUSTMANIFOLD-45 DEGREE (SN 112-3372)

12/24

VOLt SYSTEM (SN 172-6073) ALTERNATOR (SN 172.6013) STARTER-12/24 VOLT SYSTEM (SN 172-6013)

12/24

VOLT 5YST~H (SN 172-6013.)

STARTER-12/24 VOLT SYSTEM (SN 172-6073) SERIES-12/24 VOLT SYSTEM (SN 172-6073)

ASSEMBLY-TACHOMETER (SN 112-6073r 24 VOLT SYSTEM (SN 6173-16974) ALTERNATOR-24 VOLT SYSTEM (SN 6173-16974) 24 VOLT SYSTEM (SN 6173-16974) START£R-24 VOLT SYSTEM (SN 6113-16974) ALTERNATOR~24 VOLT SYSTEM (SN 6173-16)74) CHAINCASE DOWEL (SN CHAINCASE (SN 112~17374) 172~17374) ALTtRNATOR ADJUSTING (SN 6013-16974) TACHOMETER DRIVE (SN 6~73·1~974) TACHOMETER DRIVE (SN 6~73-16914) TACHOMETER DRIVE (SN 6073-16974) FLYWHEEL (SN 172~16974) 12 VOLT SYSTEM (SN 17074~4175)

12 VOLT SYS-BTM MTD SOL (SN 17P74-21475)

rLYWHEEL (SN 17~74~21475) ROCKER (SN 172-23074) ROCKER COVER (SN 172w23074) ROCKER COVER (SN 172-23074) ROCKER COVER (SN 172R23074) OIL (SN 172-4075) RREATHER (SN 172"4075) OIL rILTER (SN 172-4075) OIL FILTER CAP (SN 172~4075) rUEL INJECTION (SN 172.4075) QUAN 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 / \ 128

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