Beta Marine Beta 43 User manual

CALIFORNIA – Proposition 65 Warning: Diesel engine exhaust and some of its constituents are known
to the state of California to cause cancer, birth defects and other reproductive harm.
Operator’s
Maintenance
Manual
Heat Exchanger Cooled
Mid Diesel Engine Range
Beta 43, Beta 50 & Beta 60
Operator’s
Maintenance
Manual
Heat Exchanger Cooled
Mid Diesel Engine Range
Beta 43, Beta 50 & Beta 60
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Engine Details IMPORTANT
- Please fill in details at moment of purchase - it really will
help you! (and it will really help us specify the correct spare parts for you).
Engine Type: Power: bhp Speed: rpm
BETA WOC NO: K
Gearbox Type:
Purchased From:
Invoice No.:
Date Commissioned:
Specification / Special Details:
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1
My engine details (to be completed now) Inside front cover
Introduction
Engine identification 2
Initial receipt of the engine 2
Engine storage 2
Safety precautions 3
Technical specifications 4
Section 1: Installation guidelines
Engine mounting 5
Engine alignment - drives, flanges, flexible couplings 6
Exhausts and mounting exhausts 7
Fuel supply and "leak off" 8
Cooling - sea water inlet system 9
Calorifier connections (if fitted) 9
Electrical Installation 10
Section 2: Guidelines for operation of the engine
Important checks prior to initial use 11
Initial start-up and bleeding the fuel system 11
Starting and stopping 13
Section 3: Maintenance & Service guidelines
Maintenance schedule 14
Lubrication - checking and changing oil 16
Fuel system - fuel/water separator, fuel lift pump, fuel filter 18
Cooling - fresh water system, heat exchanger 19
Sea water pump, heat exchanger 20
Belt tensioning adjustment 21
Air filter inspection / replacement 22
Electrical maintenance 22
Laying up - winterising 23
Troubleshooting 24
Torque settings 34
Wiring diagrams and general arrangement drawings index 35
Exhaust Emission - Declaration of Conformity 61
Exhaust Emission - Durability 62
Fast Moving Parts Listing 63
Maintenance record Inside back cover
Contents
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Engine Identification
NOTE: In all communications with the
distributor or Beta Marine, the W.O.C.
and engine number must be quoted.
Beta 43, Beta 50 and Beta 60
The engine serial number is stamped above starter motor on
the port side of the engine, and is shown on the rocker cover
label.
Initial Receipt of the Engine
A full inspection of the engine must be made immediately
on delivery to confirm that there is no damage. If there is
any damage then write this clearly on the delivery note and
inform your dealer or Beta Marine within 24 hours. A
photograph would always help.
Engine Storage
The engine must be stored in a dry, frost free area and this is
best done in its packing case. If storage is to be more than
six months then the engine must be inhibited (contact your
dealer or Beta Marine). Failure to inhibit the engine may
result in the formation of rust in the injection system and the
engine bores, this could invalidate the warranty.
OPERATION AND MAINTENANCE MANUAL FOR THE FOLLOWING
BETA MARINE ENGINES BASED ON KUBOTA SERIES
Beta 43, Beta 50 & Beta 60
2
1
2
This manual has been compiled to provide the user with important information and recommendations to ensure trouble free
and economical operation of the engine.
As manufacturers we have obviously written this “Operators Maintenance Manual’ from our ‘involved technical viewpoint’
assuming a certain amount of understanding of marine engineering. We wish to help you, so if you do not fully understand
any phrase or terminology or require any explanations please contact Beta Marine Limited or its distributors and we will be
pleased to provide further advice or technical assistance.
All information and recommendations given in this publication are based on the latest information available at the time of
publication, and are subject to alteration at any time.
The information given is subject to the company’s current conditions of Tender and Sale, is for the assistance of users, and
is based upon results obtained from tests carried out at the place of manufacture and in vessels used for development
purposes. We do not guarantee the same results will be obtained elsewhere under different conditions.
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3
A Keep the engine, gearbox and surrounding area clean,
including the area immediately below the engine
B Drives - Power Take Off Areas
i) Gearbox Output Flange
The purpose of a marine diesel propulsion engine is to
provide motive power to propel a vessel. Accordingly the
gearbox output shaft rotates at between 280 and 2400
rev/min. This flange is designed to be coupled to a
propeller shaft by the installer and steps must be taken to
ensure adequate guarding.
ii) Forward End Drive
Engines are supplied with unguarded belt drives to power
the fresh water pump and battery charging alternator.
The installer must ensure that it is not possible for injury
to occur by allowing access to this area of the engine.
The three pulleys run at high speed and can cause injury
if personnel or clothing come in contact with the belts or
pulleys, when the engine is running.
iii) Power Take Off Shaft (Engine Mounted Option)
Shaft extensions are available as an option and rotate at
between 850 and 3600 rev/min. If contact is made with
this shaft when the engine is running, injury can occur.
C Exhaust Outlet
Diesel marine propulsion engines emit exhaust gases at
very high temperatures - around 400 - 500°C. Engines
are supplied with either wet exhaust outlet (water
injection bend) or dry outlet (dry exhaust stub) - see
option list. At the outlet next to the heat exchanger /
header tank, the exhaust outlet can become very hot and
if touched, can injure. This must be lagged or avoided by
ensuring adequate guarding. It is the responsibility of the
installer to lag the exhaust system if a dry system is used.
Exhaust gases are harmful if ingested, the installer must
therefore ensure that exhaust lines are led overboard and
that leakage in the vessel does not occur.
DFuel
i) Fuel Lines
Diesel engines are equipped with high pressure fuel
injection pumps, if leakages occur, or if pipes fracture,
fuel at a high pressure can harm personnel. Skin must be
thoroughly cleaned in the event of contact with diesel
fuel.
ii) Fuel Supply Connections
Engines are supplied with 8mm compression fittings. The
installer must ensure that when connections are made,
they are clean and free of leaks.
EOil
The Beta propulsion unit is supplied with 2 dipsticks, one
for the engine and one for the gearbox. Ensure dipsticks
are returned and secure after checking, if not oil leaks can
cause infection when touched. All oil must be removed
from the skin to prevent infection.
F Scalding
An engine running under load will have a closed circuit
fresh water temperature of 85° to 95°C. The pressure
cap on the top of the heat exchanger must not be
removed when the engine is running. It can only be
removed when the engine is stopped and has cooled
down.
G Transportation / Lifting
Engines are supplied on transportable pallets. Lifting eyes
on engines are used for lifting engine and gearbox
assembly only, not the pallet and associated kit.
GENERAL DECLARATION
This machinery is not intended to be put into service until it
has been incorporated into or with other machinery. It is the
responsibility of the purchaser / installer / owner, to ensure
that the machinery is properly guarded and that all necessary
health and safety requirements, in accordance with the laws
of the relevant country, are met before it is put into service.
Signed:
J A Growcoot, C.E.O,
Beta Marine Limited
NOTE: Recreational Craft
Where applicable, the purchaser / installer / owner and
operator must be responsible for making sure that the
Recreational Craft Directive 94/25/EC is complied with.
Safety Precautions!
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Maximum Angle of Installation: Trim 15°; Roll 25° (intermittent) or 20° continuous, see page 6.
Rotation: Anti-clockwise on flywheel, clockwise on output gearbox flange for use with right hand propeller in ahead, on
mechanical gearboxes. Hydraulic gearboxes can be left or right handed. Diesel fuel must conform to BS2869-1970 class A1
or A2. The fuel must be a distillate and not a residual oil or blend.
Lubricant:
Engine - engine oil must meet API Classification CF (CD or CE), See section 2 for details
Gearbox - see gearbox operator’s manual for the gearbox oil type and capacity
Oil pressure - minimum (tickover) 0.5 bar
Power outputs: These comply with BS EN ISO 8665:1996 crankshaft power
Note: Declared Powers to ISO8665:1996
1. The declared powers are at the same engine speed as the ISO 3046 figures. This speed is the speed related to the
outputs / powers shown.
2. Declared powers are at the gearbox coupling (coupling to the propeller shaft) as per clause 3.2.1 with standard
specifications as per our current price lists. Additional accessories or alternative gearboxes may affect the declared powers.
3. Operation at parameters outside the test parameters may affect the outputs / powers which in any case are subject to the
ISO tolerance bands.
Standard Engines Beta 43 Beta 50 Beta 60
Cylinder 4 4 4
Bore (mm) 83 87 87
Stroke (mm) 92.4 92.4 102.4
Displacement (cc) 1999 2197 2434
Combustion 3 Vortex 3 Vortex 3 Vortex
Cooling Water Water Water
Starter voltage (V) 12 12 12
Starter output (kW) 1.4 1.4 2.0
Starter alternator output (Amps) 65 (standard) 65 (standard) 65 (standard)
Glow plug resistance (each) 1Ω1Ω1Ω
Engine speed (RPM) 2,800 2,800 2,700
Power output to ISO3046 (BHP) 43.0 50.0 56.0
Declared power ISO8665 (kW) 31.0 36.1 40.6
Compression Ratio 23.0:1 23.0:1 23.0:1
Fuel timing BTDC 18° 18° 18°
Capacity of standard sump approx. (litres) 9.5 9.5 9.5
Capacity of shallow sump approx. (litres) 7.0 7.0 7.0
Nett dry weight with gearbox (kg) 270 300 310
Fuel Diesel fuel oil No.2D
Coolant 33%-50% maximum antifreeze:water
Coolant capacity approx.. (H/E litres) 7.4 7.4 7.4
Min. recommended battery capacity 12V, 120Ah (600 CCA Min)
4
Technical Specifications
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5
Installation Recommendations
The installation details are basic guidelines to assist installation, however due to the great diversity of marine craft it is
impossible to give definitive instructions. Therefore Beta Marine can accept no responsibility for any damage or injury incurred
during the installation of a Beta Marine Engine whilst following these guidelines.
Engine Mounting
To ensure vibration free operation, the engine must be
installed and correctly aligned on substantial beds, extending
as far forward and aft as possible, well braced and securely
fastened to form an integral part of the hull.
The engine must be installed as low as possible on the
flexible mount pillar stud. This will limit vibration and extend
the life of the flexible mount. To assist with engine
replacement we offer ‘Special Engine Feet’ manufactured to
your dimensions, as an optional extra to suit your existing
engine bearers and shaft alignment/installation.
Warning
(1) Do not set the engine feet high up the flexible mount
pillar stud. This will cause excessive engine movement
and vibration. Pack under the flexible mount with steel
shims securely bolted into the engine bearer.
(2) The pillar stud on the flexible mount is secured into
position by the lower locknut, do not forget to tighten
this. Also ensure that the stud is not screwed too far
through the mounting body so that it can touch the
bearer. This will cause vibration and knocking noises
which are very hard to find!
Section 1
Flexible Output Couplings
A flexible coupling should be mounted on the gearbox output
flange and is strongly recommended in almost every case.
Flexible couplings do not accommodate bad alignment, they
are designed to absorb torsional vibrations from the propeller
(transmitted along the propeller shaft).
3
• All engines shall be placed within an enclosure separated
from living quarters and installed so as to minimise the
risk of fires or spread of fires as well as hazards from toxic
fumes, heat, noise or vibrations in the living quarters.
• Unless the engine is protected by a cover or its own
enclosure, exposed moving or hot parts of the engine that
could cause personal injury shall be effectively shielded.
• Engine parts and accessories that require frequent
inspection and / or servicing must be readily accessible.
• The insulating materials inside engine spaces shall be
non-combustible.
• Adequate ventilation must be included with every engine
installation. It is very important that the engine
compartment is ventilated, as the engine will produce
radiated heat - approximately equal to 1/3of the engine
output power. Also the 65 and/or 100 amp battery
charging alternator/s create lots of heat. In yachts we
recommend forced ventilation using an extraction fan to
draw out the hot air and limit the maximum engine
compartment /room temperature to 60°C. This can be
checked with a thermometer on a hot day - the cooler the
engine compartment the better. A symptom of overheating
problems is black belt dust. It is normally best with two
ventilation holes; an inlet of at least 300 cm2allowing
colder air to enter near to the alternator and drive belts
and a second outlet (a third bigger than the inlet) for the
hot air to rise and ventilate out from the top of the engine
compartment using the cooling fan.
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4Angular Mis-alignment
Angular Mis-alignment
Engine / gearbox
flange
Propeller
shaft
Alignment
To obtain accurate alignment the flexible mountings must be
adjusted until alignment is attained, and the mountings must
be locked in position.
The engine/gearbox unit has to be aligned with the propeller
shaft in two ways. The traditional engine alignment method
involves measuring with either feeler gauges or a DTI (Dial
Test Indicator) mounted on a magnetic foot so that they are
aligned within 0.125mm (0.005”).
The engine mountings and the couplings must now be tightened in position and the alignment re-checked.
6
Engine Installation at an Angle
Beta Marine propulsion engines can be installed at angles up
to a maximum of 15° flywheel up or flywheel down when
static, or can be run at up to 25° when heeling. When our
engines are installed at varying angles of inclination the
normal markings on the dipstick should be disregarded.
It is probably better to totally drain the lubricating oil from the
sump, replacing the oil filter with a new one; then add the
recommended amount of lubricating oil – noting its position
on the dipstick – and then marking the dipstick. If in doubt
ask Beta Marine.
Angular Alignment
5Parallel Mis-alignment
Parallel Mis-alignment
Engine / gearbox
flange
Propeller
shaft
Parallel Alignment
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Typical Yacht Exhaust Installation
Warning
(1) One of the most common problems with engine
installations (and possibly expensive), is water entering
the engine exhaust manifold from the exhaust system by
syphoning when the engine is switched off. This can
occur when the point of water injection "X" on the engine
is close to or below the water line. Water entering the
pistons can cause bent con rods, emulsified engine oil
and a wrecked fuel pump! It’s best avoided!
(2) This diagram shows a typical exhaust installation.
The rubber hose connecting the heat exchanger to the
injection bend must be replaced by a hose (a) of
sufficient length, connecting to a "T" piece or anti-syphon
valve that is above the maximum seawater level when
heeled (at least 30 cms / 12 inches above the water line)
on the centre line of the boat. The pipe then returns to
the injection bend and the seawater is pumped down the
exhaust pipe.
(3) The exhaust back pressure should NOT exceed
62 mm Hg (2.4 inches Hg).
Exhausts
(a) An engine correctly installed in accordance with this
handbook will meet the emission requirements of the
RCD (see page 64).
(b) Keep dry exhaust systems to a minimum length and have
swept bends (NOT right angle elbows). Exhaust back
pressure is increased by longer exhaust length and sharp
bends. Back pressure should be measured; with the
complete exhaust system connected and the engine
running at full speed; and should NOT exceed 62 mm
Hg (2.4 inches Hg). The correct measuring point is before
the injection bend (at the manifold flange).
Wet Exhaust hose should be matched to the injection
bend sizes detailed below.
7
Exhaust Beta 43 Beta 50 Beta 60
Standard 50 mm 50 mm 50 mm
High rise water 50 mm 50 mm 50 mm
injection bend SS
Cross over water 50 mm 50 mm 50 mm
injection bend SS
Normal Seawater Level
Anti syphon valve or
T piece fitted here
Propeller Clearance:
between tip of propeller blade and underside
of hull should be at least 10 percent of the
propeller blade diameter If a rope cutter is fitted, allow approximately 1/2”
for movement of engine, see manufacturer’s literature
30 cm
minimum
Maximum Seawater level
when heeled (measured on
the centre line of the boat) 40 cm
minimum
a
X
5 cm
minimum Waterlock
Silencer
6
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8
Fuel supply & leak off
Fuel tank
Stop tap/valve Fuel/water
separator
Fuel filter
Fuel lift pump
Fuel injection
pump
Engine (All Fuel Connections Supplied)
Flexible Fuel
Connections
to be used
Fuel injectors
7
Notes:
1) A fuel/water separator must be installed.
2) The mechanical fuel lift pump is fitted to all engines as
standard, but if a suction head of 0.25m or more is
required, then an electric fuel lift pump must be fitted
(ask your dealer or Beta Marine).
3) It is very important that the excess fuel from the injectors
is fed back to the fuel tank and not back to any point in
the supply line. This will help prevent air getting into the
system.
4) The fuel return (leak off) pipe must loop down to be level
with the bottom of the tank before it enters the top of the
tank – see drawing. This prevents fuel ‘drain down’.
5) Fuel lines and hoses connecting the fuel tank to the
engine, must be secured, separated and protected from
any source of significant heat. The filling, storage,
venting, fuel supply arrangements and installation must
be designed and installed so as to minimise the risk of
fire. When connecting the engine to the fuel supply and
return lines, flexible fuel hoses must be used (next to the
engine) and must meet the requirements set in standard
ISO7840:1995/A1:2000 and/or as required by your
surveyor / authority.
6) Any fuel leaks in the system when static are likely to
cause poor starting and erratic running and must be
corrected immediately. These leaks will allow air to be
sucked in when the engine is running.
Engine Connections
Actual Connector: Required Pipe Size:
Fuel supply and fuel leaf-off connections are 8 mm conex with olives 8 mm O.D piping for both with flexible section
Seawater cooling pump connections are 28 mm OD Engine Inlet = 28 mm I.D hose
Water injected exhaust elbow outlet 50 mm OD Flexible exhaust rubber pipe to correct quality
- 50 mm OD
Vent
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Your engine is fitted with a gear driven sea water pump which
sucks in seawater (raw water) to cool the closed circuit system
via the heat exchanger.
1. It is very important that the seawater inlet should have
a strainer system either built into the sea cock or a high level
system with visual inspection glass (as shown) mounted just
above the water line.
2. The inlet sea cock and pipe work to the sea water pump
should be 25 mm ID or 1” minimum.
3. Good access to the inlet sea cock is essential so that plastic
bags or seaweed trapped in the intake can be poked out.
4. All pipe work should have approved marine grade stainless
steel hose clips. Any loose clamps or bad connections can
cause flooding and sinking of the vessel
5. If water is required for stern tube lubrication then this should
be taken from a ‘T’ piece in the pipe going from the heat
exchanger outlet to the water injection bend.
6. Scoop type water pickups should never be used, as water will
be forced through the pump and into the exhaust system
whilst the vessel is sailing. This is very dangerous as the
exhaust will eventually fill and sea/raw water will back up into
the engine through the exhaust valve. Catastrophic failure will
result as soon as the engine is
restarted. Note: The maximum
lift of the sea water pump is 2m
when primed.
Calorifier System
All Beta engines can be fitted with the calorifier connections to allow the hot water from the closed fresh water / antifreeze system to
circulate through a calorifier tank, which in turn heats up domestic water. Calorifier connections on this range of engine are shown.
1. The big problem with a calorifier is to remove all the air from
the system. If this is not achieved then they don’t work!
2. Try and keep the supply and return pipes either horizontal or
sloping down in a continuous fall towards the calorifier. This
avoids air pockets being created.
3. Extra care must be taken when first filling the calorifier circuit
system with 50% antifreeze to water solution as the engine
may appear to be full but it soon disappears into the calorifier
pipe work. Run the engine off load for 10 minutes then check
the level as described in ‘Filling The Fresh Water System’.
Also check to see if the pipe going to the calorifier is getting
warm.
Top up the water level as required and run for another
ten minutes then repeat.
4. If the water level is steady but no warm water is getting to the
Calorifier (then with engine stopped) very carefully remove the
pressure/filter cap using a large rag/cloth to protect you hand
from scalding. Now very carefully open the Calorifier bleed
valve (see manufacturers instructions) or if none is provided
then very carefully loosen the jubilee clip securing the supply
pipe to the Calorifier. Air should escape. Refasten securely
when no further bubbles are seen.
Caution: Do not do this when the engine is hot as scalding
hot water may be forced out of the pipe.
Seawater Inlet System (Heat exchanger Cooled Engines)
9
910
Calorifier
supply
Calorifier
return
Water Level
8
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10
Electrical Installations
Beta Marine has 6 control panels: A, AB, ABV, ABVW B or C.
The Beta 43, Beta 50 and Beta 60 use the ABV, ABVW, B
and C control panels.
The engine harness is common to all.
1. These control panels must not be installed where sea
water spray can get at them. A suitable flap or cover
must be fitted.
2. Control Panels must be fitted in a location where the
helmsman can either see or hear the alarm system.
3. For standard wiring diagrams see pages 39 to 63.
4. Our standard wiring harness has a 3 metre loom.
As an optional extra, Beta can provide various lengths of
extension looms for runs of over 3m, but this kit includes
a start relay to overcome the voltage drop (See drawing
300-58520).
5. All electrical equipment must be protected from sea water.
Sea water or rust in the starter will invalidate the
warranty. Care must be taken when pushing the two
halves of the plug together to ensure that individual pins
do not fall out.
To prevent corrosion and assist in assembly we
recommend that the plug is packed with petroleum jelly
(Vaseline) and then carefully pushed together. The plastic
boots should cover both halves and overlap. A cable tie is
then put around to hold the two halves in position and
help prevent any ingress of water.
6. All cables must be adequately clipped and protected from
abrasion.
7. Electrical systems shall be designed and installed so as to
ensure proper operation of the craft under normal
conditions of use and shall be such as to minimise risk of
fire and electric shock.
8. Attention shall be paid to the provision of overload and
short circuit protection of all circuits; except engine
starting circuits, supplied from batteries.
9. Ventilation shall be provided to prevent the accumulation
of gases, which might be emitted from batteries. Batteries
shall be firmly secured and protected from ingress of
water.
Typical Starter Motor Ratings
Starters used in Kobuta engines have the following
standard capacities:
Engine Starter Capacity (kW)
Less than 700cc 0.8 - 1.0
700 to 1,500cc 1.0 - 1.4
1,500 to 3,000cc 1.4 - 2.0
Over 3,000cc 2.0 - 2.5
Suggested Minimum Engine Starter
Battery Size
Engine Typical Battery Typical C.C.A
Capacity (AH) Cold Cranking
at a 20hr Rate Amperage
Beta 10, Beta 14, 35 - 50 AH 350 - 400
Beta 16, Beta 20
Beta 25, Beta 28,
Beta 35, Beta 38, 65 - 75 AH 450 - 540
Beta 43
Beta 50, Beta 62 100 - 120 AH 580 - 670
Beta 75, Beta 90 150 - 180 AH 1050 - 1200
Keyswitch Terminations
The standard panel keyswitch can be used to tap off a
switched positive ignition feed to power additional gauges. In
this way these gauges will only be live whilst the engine is
running, the engine is starting or the heaters are being used.
For silver keyswitches, the terminal to achieve this ignition
switched positive is marked ‘AC’. For black keyswitches, the
terminal to achieve this ignition switched positive is marked
‘15/54’. For panels without any keyswitch, gauges can be
driven from the 1 mm2brown wire which terminates at
11 way connector terminal 4. This is a lower power switched
positive, any additional power required from this connection
must be feed through a relay, as noted below.
Note: these keyswitch terminals are rated at 10 amps
maximum, since they are already utilised for panel and
alternator feeds Beta Marine recommend any additional
requirements from these terminals must be fed through a
relay. This relay should then be connected to it’s own fused
positive supply directly from the engine battery. Beta drawing
202-06421 illustrating the wiring of a typical electric fuel lift
pump with ignition switched relay can be supplied upon
request.
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11
Guidelines for Operation of Engine
Important Checks Prior to Initial Use
1. Generally, a new engine has the oil and anti-freeze
removed after the works test. Fill the engine with the
correct oil and antifreeze (see sections on Engine oil and
Cooling). Check gearbox oil level - see gearbox ‘Owners
Hand Book’.
2. Ensure the engine is free to turn without obstructions.
3. Ensure battery is fully charged and connected with the
battery isolator in the ‘ON’ position.
4. Ensure "Morse" speed and gearbox cables are fitted
correctly and that cable travel lengths are correct.
Gear selection lever - all mechanical gearboxes: care must be
taken to ensure that the remote control cable is adjusted so
that the selector lever on the gearbox moves FULL travel and
brought "hard up" against its end stop in both directions.
Failure to achieve the correct adjustment will reduce
efficiency of the clutch and may cause slippage at low revs.
Warranty will not be accepted on gearboxes returned in the
warranty period for failure due to incorrect adjustment.
5. Open the sea water cock.
6. Bleeding the fuel system for initial start up.
a) Open the fuel stop tap/valve and bleed the fuel/water
separator of air as shown in manufacturer’s literature.
b) Fuel should now be at the fuel lift pump and fuel filter.
c) Open fuel bleed screw on fuel filter by 1 to 2 turns,
see diagram 12.
d) Move the hand priming lever on fuel pump up and
down (see photo 11) until fuel with “no bubbles”
comes out of the bleed screw (see diagram 12).
The hand priming lever normally has about 90°
travel; but the camshaft lobe may block this travel
requiring you to rotate the engine to obtain full
travel.
e) Shut/tighten the bleed screw. Clean area thoroughly
with tissue paper.
f) Continue to hand prime for 30 seconds to push fuel
through the fuel pump.
7. Ensure engine is out of gear and set to 1/3throttle -
see "single lever control" instructions/manual.
8. Start engine (see normal starting). Note the engine may
have to be turned over with the starter for a few seconds
before it fires. Do not run the starter for more than 20
seconds. If the engine has not started after 20 seconds
then disengage the starter and continue to hand prime for
a further 30 seconds, then repeat. If engine does not start
after 3 attempts then allow 5 minutes for the starter to
cool down before repeating (c) to (h). Note: The starter
motor windings can be burnt out with continuous
cranking.
Caution. To avoid personal injury:
• Do not bleed a hot engine as this could cause fuel to spill
onto a hot exhaust manifold creating a danger of fire.
• Do not mix petrol/gasoline or alcohol with diesel fuel.
This mixture can cause an explosion.
• Do not get diesel fuel or oil on the flexible mounts - they
will deteriorate rapidly if soaked in these.
• All fuel must be removed from skin to prevent infection.
Section 2
11
12
Fuel bleed screw
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To operate the engine: with the engine out of gear, set speed
control lever to 1/3 throttle.
1) Turn key anti-clockwise to ‘HEAT’ position and hold for
ten seconds.
2) Turn key clockwise to ‘RUN’ position. At this stage the
instrument panel should illuminate:
• Red lamp for ‘low oil pressure’ should illuminate.
• Red lamp for ‘high engine temperature’ should not
illuminate (when engine is cold / cool / warm). This lamp
will only ever illuminate if the engine is over temperature.
• Red lamp for ‘no starter battery charge’ should illuminate.
• Red lamp for ‘no domestic battery charge’. Only fitted with
panels AB and C and will illuminate only if 2nd ‘domestic’
alternator is fitted.
• Green lamp for panel ‘power on’ should illuminate.
• Buzzer should sound.
3) Turn to ‘START’ position and engine will motor, hold in
position until engine fires (see initial start-up section for
maximum time starter can be used).
4) Release key (when engine has started) to ‘RUN’ position.
• All red warning lamps should extinguish and buzzer should
stop sounding. The oil pressure lamp may take a few
seconds to switch off and the charge fail lamp may remain
on until engine rpm is increased to approximately 1,000rpm
if the engine was started on tickover.
• Green lamp for ‘panel power on’ should still function.
• If the ‘charge fail’ lamp remains on then “blip” the engine
speed up to 2000 rev/min and it will go out (split charge
relay drain).
12
Beta Control Panels - A, AB, ABV, B and C Deluxe - with keyswitch.
Beta Control Panel ABVW - Keyless (without keyswitch)
This panel controls the engine with three water resistant push
buttons instead of a keyswitch, and is less prone to damage
and corrosion from sea water spray.
To operate the engine: with the engine out of gear, set speed
control lever to 1/3 throttle.
1) Press and hold ‘HEAT’ button for ten seconds maximum.
• Red lamp for ‘no starter battery charge’ should illuminate.
• Red lamp for ‘high engine temperature’ should not
illuminate (when engine is cold / cool / warm). This lamp
will only ever illuminate if the engine is over temperature.
• Red lamp for ‘low oil pressure’ should illuminate.
• Green lamp for panel ‘power on’ should illuminate.
• Buzzer should sound.
2) Press ‘START’ button and hold in position until engine
fires (see initial start-up section for maximum time starter
can be operated). Release button (when engine has
started)
• All red warning lamps should extinguish and buzzer should
stop sounding. The oil pressure lamp may take a few
seconds to switch off and the charge fail lamp may remain
on until engine rpm is increased to approximately 1,000rpm
if the engine was started on tickover.
• Green lamp for ‘panel power on’ should still function.
3) To stop the engine press the ‘STOP’ push button, hold in
until engine stops. This button also switches the power off
to the gauges, engine and ‘power on’ lamp.
4) To re-start the engine, simply repeat steps from ‘1’ above,
there is no need to switch battery isolators off whilst
remaining on board.
5) If leaving the boat, isolate start battery from engine and
panel, to prevent accidental start up of engine and stop
power leakage.
Normal Starting
13
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Stopping
Every propulsion engine is fitted with a stop solenoid.
To stop the engine simply press stop push button, hold in
until engine stops, then turn key from ‘RUN’ to ‘OFF’ position.
Do not turn the key to the off position when the engine is
running, this will not allow the alternator to charge the
battery.
Warning!
Do not leave the key in ‘HEAT’ position for more than
15 seconds - this will damage the heater plugs and
eventually lead to poor starting.
When leaving the boat for an extended period:
• Turn off sea-cock (heat exchanger cooled engines).
• Turn off battery isolator.
Notes for all panel types: Do not depress the stop button
for more than ten seconds as this will lead to overheating
and failure of the solenoid. These engines are equipped with
a mechanical stop lever in the event of electrical system
failure. This lever is located on the starboard side of the
engine below the speed control lever. See illustration below.
Move the stop lever aft to stop the engine then return it to the
run position.
15
Speed lever
Stop lever
Fuel pump
bleed screw
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Maintenance Schedule
Daily or every 8 hours running
• Check engine oil level.
• Check gearbox oil level.
• Check coolant level.
• Check battery fluid.
• Check drive belt tension
• Ensure raw water inlet strainer is clear.
• Check stern gland lubrication (if used).
• Drain off any water in fuel/water separator.
After the first 25 hours running
• Change gearbox lubricant (See separate gearbox manual).
• Check that all external nuts, bolts and fastenings are tight.
See table for torque values. Do NOT over tighten. Special
attention should be paid to the flexible mount lock nuts,
these should be checked for tightness, starting with lower
nut first in each case. If the lower nuts are found to be
very loose, then the alignment of the shaft to the gearbox
half coupling should be re-checked. Poor alignment due
to loose flexible mount nuts will cause excessive vibration
and knocking.
• Check the belt tension on any second alternators fitted
and adjust, see page 11.
• Check ball joint nyloc nuts for tightness on both gearbox
and speed control levers. Grease both fittings all over.
After first 50 hours
• Change engine lubricating oil.
• Change oil filter.
• Check for leaks on header tank tubestack. Tighten end
cap bolt if required.
• Drain off any water in fuel/water separator.
Every 150 hours
• If shallow sump (option) is fitted, change engine
lubricating oil and filter.
Every year or 250 hours if sooner
• Change engine lubricating oil (standard sump)
• Change lubricating oil filter
• Check air cleaner element
• Check sea water pump impeller and change if worn.
• Check wasting anode condition, replace when necessary.
In some environments this may be six monthly or less.
• Remove heat exchanger tube stack, by undoing the bolt
each end of the tube stack. Remove end cover, pull out
tube stack and clean. Replace rubber ‘O’ rings and re-
assemble. Top up with antifreeze. Immediately engine is
started check for leaks.
• Spray the key switch with WD40 or equivalent to
lubricate the barrel.
• Check that all external nuts, bolts and fastenings are tight.
See table for torque values.
• Check ball joint nyloc nuts for tightness on both gearbox
and speed control levers.
Every 750 hours (In addition to 250 hours maintenance)
• Change air cleaner element.
• Change fuel filter.
• Change antifreeze.
• Change gearbox oil.
• Check electrical equipment, condition of hoses and belts,
replace as necessary.
Section 3
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Maintenance Schedule
Daily or After After Every Every Year Every
every 8hrs first first 150hrs with or 250hrs 750hrs
running 25hrs 50hrs shallow sump if sooner
Check engine oil level
Check gearbox oil level
Check engine coolant level
Check battery fluid
Check drive belt tension
Ensure raw water inlet
strainer is clear
Check stern gland lubrication
Drain off any water in fuel /
water separator
Change gearbox oil See separate gearbox manual
Check all external nuts, bolts and
fastenings are tight. Check belt
tension. Check for leaks
Change engine oil
Change oil filter
Lubricate keyswitch on control
panel with “vaseline” or WD40
Check coolant ”sacrificial” zinc
anode and replace if necessary
- sometimes frequently
Check general condition
Remove heat exchanger tube stack
and replace rubber O-rings
Check sea water pump impeller
and change if worn
Check air cleaner element
and change if required
Change air cleaner element
Change diesel fuel filter
Change gearbox oil
Drain and replace engine
coolant / anti-freeze
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Lubrication
Engine oil: Engine oil quality should have the minimum
properties of the American Petroleum Institute “API”
classification CF (CD, or CE). The following table gives grades
of oil viscosity required for various ambient temperature
ranges.
Note: A good quality SAE 15W/40 mineral based multigrade
oil as used in most car diesel engines will meet requirements.
Do not use ‘Turbo Diesel Oil’ or additives, and the use of
synthetic oil is not recommended.
Checking engine oil level
For quantities of oil required see section marked ‘Technical
Specification’, page 4.
When checking the engine oil level, do so before starting, or
more than five minutes after stopping.
1. To check the oil level, draw out the dipstick, wipe it clean,
re-insert it, and draw it out again. Check to see that the
oil level lies between the two notches.
2. If the level is too low, add new oil to the specified level -
Do not over fill.
Important: When using an oil of different make or viscosity
from the previous one, drain old oil. Never mix two different
types of oil. Engine oil should be changed after first 50 hours
running time and then every year or every 250 hours if
sooner. Oil filter is a cartridge type mounted on the starboard
side of the engine.
Ambient Temp. Single Grade Multi-Grade
-30°C to 0°C SAE 10W S AE 10W/30
-15°C to +15°C SAE 20W SAE 15W/40
0°C to +30°C SAE 30 SAE 15W/40
25°C and above SAE 30 SAE 15W/40
Changing engine oil
(1) Run the engine for 10 minutes to warm up the oil.
(2) Your engine is provided with a sump drain pump.
Unscrew the end cap on the end of the pump spout,
turn the tap to ‘on’. Use the hand pump as shown to
pump out the oil into a bucket. Turn the tap to off
position and replace end cap. See photo 18.
(3) Unscrew the oil filter and replace with a new one.
See photo 19.
Note: It is best to have a plastic bag wrapped round the
filter to catch any oil left in the system. (Always keep
your bilges clean!) Before screwing in the new filter
spread a thin film of oil round the rubber gasket
to ensure a good seal and screw in - hand tight.
(4) Fill the engine with new oil as described on the previous
page.
(5) Run the engine and check for oil leaks.
16 17
Dipstick
Oil goes in here
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Checking Gearbox oil level
1) The gearbox is fitted with a dipstick and oil filler plug,
see photo 20.
2) Each engine is supplied with a gearbox ‘operators
manual’ which specifies the type of lubricating oil to be
used, the capacity and frequency of changing of the oil.
3) New engines are normally supplied with the gearbox
topped up with lubricant but check the level before
starting the engine for the first time.
4) The oil can be changed via the drain plug at the bottom
of the box or sucked out with a hand pump via the filler
plug.
5) A guide to the type of oil to be used is as follows:
Gearbox Lubricant Capacity (approx.)
ZF12M Use ATF Oil 0.55 litres
ZF15M Use ATF Oil 0.55 litres
ZF25M Use ATF Oil 0.75 litres
ZF25 (Hydraulic) Use ATF Oil 2.00 litres
ZF25 ’A’ (Hydraulic) Use ATF Oil 1.80 litres
TMC60M Use ATF Oil 0.50 litres
TMC260M Use ATF Oil 1.20 litres
PRM150 Use Engine Oil 15W40 1.40 litres
PRM260 Use Engine Oil 15W40 1.50 litres
PRM500 Use Engine Oil 15W40 2.00 litres
Note: ATF is Automatic Transmission Fluid.
For additional information see: www.prm-marine.com
18 19
20
End cap
Sump pump
Dipstick
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Fuel Filter Replacement
1. The fuel filter is a spin on type. Remove by turning anti-
clockwise when viewed from below.
2. Replace the fuel filter cartridge every 750 hours or every
2 years. See photo 21.
3. Apply fuel oil thinly over the gasket and tighten into
position - hand tight.
4. Bleed as detailed - see ‘initial start up’.
5. Check for leaks.
6. Do not get fuel on the flexible mounts, this will degrade
the rubber.
21
22
Heat Exchanger Cooled
Fresh water circulates through the engine and on to a heat
exchanger where it is cooled by sea water which is pumped
through the cooling tubes. The sea water is then injected into
the exhaust system (see diagram).
Fuel System
Important
• Always fit a fuel/water separator in the fuel supply
system. Water in the fuel can seriously damage the
injection system.
• If a fuel supply shutoff valve is fitted do not use a taper
tap, only use a ball valve tap. The ball valve type are
more reliable and less likely to let air into the fuel system.
• Be sure to use a strainer when filling the fuel tank. Dirt or
sand in the fuel may cause trouble in the fuel injection
pump.
• Always use diesel fuel. Do not use paraffin / kerosene,
which is very low in cetane rating, and adversely affects
the engine.
• Bio-diesel fuel can be added to the normal diesel fuel up
to a maximum limit of 5% without affecting the warranty.
• We know that some customers are using 100% Bio-
diesel fuel, Important; Beta Marine warranty will not
cover fuel equipment when more than 5% Bio-diesel is
used. If you use Bio-diesel fuel you must fit an electric lift
pump into the fuel supply line and the fuel filter and oil
filter must both be changed together when the oil filter is
normally replaced.
• Be careful not to let the fuel tank become empty, or air
can enter the fuel system, necessitating bleeding before
next engine start.
• The fuel lift pump will only lift fuel through 0.25m.
If this is insufficient then an electric fuel lift pump must
be fitted. Drawing 202-06421, illustrating recommended
wiring for this pump can be supplied upon request.
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