Lehman SP90 User manual

A2
Dear Lehman Owner:
WelcometothegrowingfamilyofLehmanPowerMarinedieselengineusers.You'll behappy
toknowthatyouhavechosenanenginewhichisheartilyendorsedbyleadingboatbuilders
for its quality, performance, fuel economy and long life. Your engine is simple but highly
efficient.Itspower,staminaandfueleconomywilldelightyou
- especially if you'vepreviously
operated gasoline power.
To obtain the best performance and the longest life from any machine, it must be serviced
properlyandregularly.Filtersshouldbechanged,coolantchecked,oilchangedatspecified
times,etc.Followthesuggestedscheduleshownherein
- itwilladdtoyourboatingsafety,
economy and enjoyment.
Perhapsthemostimportantsinglerecommendation
I canmaketothenewengineowneris
" donottinker " ! If theunitisrunningwell - leave it alone!Adjustmentsandrepairsshouldbe
performed only by a competent diesel mechanic who has the proper knowledgeand tools.
Manytimeswearerequested
to assistanownerwho hasattemptedhisownrepairs.Unless
you know what you're doing, please
" hands off!
Lehmanhasaworld - wideServiceNetworkof DistributorsandDealers.Gettoknowyourlocal
onethroughtheLehmanStartUpProgramandtheywillbeonhandtohelpyou,shouldyou
need it.
Finally,alwaysinsistongenuineLehmanParts.Therearemanyexamplesofgoodboating
daysruinedbytheuseofspuriousengineandcoolingcircuitparts.AlwaysspecifyLehman
parts.
If you have difficulty in obtaining them, please contact Lehman.
With proper care your Lehman Power engine will provide many hours of carefree boating.
ThanksfortheconfidenceyouhaveshowninourCompanybyselectingourequipment.You
will not be disamointed.
/

I
A9
Installation drawings and power curves
Super 275 DIN 6270
Super 275 SAEJ270
Fuel consumption fl
or typical Hull
SpecificationLehman Super 275
TYPE - 6 cylinder, 4 cycle overhead valve diesel engine. Turbo charged and
twin flow intercooled.
BORE/STROKE - 4.125 ins x 4.524 ins; 105 x 115mm.
DISPLACEMENT - 363 cu ins; 5.95 liters.
GROSS POWER
- 275 bhp at 2500 rpm.
FUEL
- ASTM D975 Class 2D or BS2869 Class A1 .
OIL CAPACITY - 24 US quarts: 22.5 liters (initial fill)
OIL FILTER
- full flow, disposable cartridge, spin on.
FUEL SYSTEM
- in line fuel injection pump, engine oil lubricated,with
mechanicalgovernor, and flexible braidedfuel supply line.
ELECTRICAL SYSTEM
- 12 volt negative ground with stop solenoid, 24 volt
negativegroundandinsulatedreturn12or 24volt,arealsoavailableatextracost.
STARTINGMOTOR
- 12volt electricalsolenoid,24volt alsoavailableatextra
cost.
ATLERNATOR
- 70 amp with voltage regulator.
RAWWATER COOLINGSYSTEM
- cupro - nickelheatexchangerwithzincanti -
corrosion pencil.
RAW WATER PUMP
- gear driven high flow rubber impeller type.
FRESHWATER COOLINGSYSTEM
- pressurizedfreshwatercircuitfor engine
and exhaust manifold.
FRESH WATER CAPACITY
- 24.3 US quarts; 23.0 liters.
ENGINEMOUNTINGS
- inline,adjustablehighgradeanti - vibrationmounts -
see price list.
MAXIMUM INSTALLATIONANGLE
- 15" rear down. 4 " front down.
EXHAUST OUTLET
- 5 inch water cooled exhaust elbow.
TRANSMISSIONS
- Twin Disc, PRM - others available on request.
FINISH
- Lehman Red, with chrome rocker box, and filler caps
APPROVALSTANDARDS
- Lloyds,RINA,DNV,ABS, JCIandothersavailable.
COMPRESSION RATIO
- 14.711
DRY WEIGHT LESS TRANSMISSION - 1574 IbS; 714 kg.

A1 0
Specifications
TYPE 254cu/in.4Cyl. 380cu/in.6Cyl. 363cu/in6Cyl.Turbo.
MODEL 4 CYCLE, OVERHEAD VALVE, DIRECT INJECTION
MODEL(LEHMAN) 2722E 2725E 2728E 2728E
COMPRESSIONPRESSUREMIN
and6Cyl.TurboAnt.
SP90 SP135 SP185 SP225/SP275
~3001bsper sq. in in1 at 215 rpm +. 80 PSI between Cyl .
FIRINGORDER 1 - 2 - 4 - 3 1-5-3-6-2-4 1 - 5 - 3 - 6 - 2 - 4
CRANKSHAFTROTATATION
c.c.w fcw&m fl\nrihnnl __
GOVERNEDSPEED(Max)NOLOAD 2850
UNDERLOAD 2600
IDLINGSPEED
t -
EXHAUSTSIZE 3.5” ID HOSE: ISE
EXHAUSTBACKPRESSURE(Max) 1 1h Ib/sc -
COLDSTART Auto Excess fuel device
VALVES Free turr
-
VALVECLEARANCE(hot/cold) Inlet & Exhaust 0.015’ 3”
PISTONS Aluminium allo! -
COMBUSTIONCHAMBER
PISTONRINGS 2 Compression; 1Oil control. 3 compression
-
+ 1 oil control
CAMSHAFT
CRANKSHAFT Steel forging
MAINBEARINGS
5 7 7
LUBESYSTEM:
MINOILPRESSURE 41 PSI at 1600 RPM
& 47 at 2000 RPM
Machined in piston crown
Cast iron alloy; Gear driven
OILTEMPERATURE(range)
165 - 230°F
LUBRICANT
Above909ambient SAE 30
20
to 90”f ambient SAE 20W/20
Below309ambient SAE 1OW
OILCOOLER
TIMING
INJECTORS 4 hole
t! -
PRESSURE ~SP275 - Test Pressure 265/275 -
FUELLIFTPUMP
OPERATINGTEMP. 82“
- 94°C
MAXIMUMTEMP. 99°C-
-
C I RCULATlON 159 liters/min. 180 liters/min
SUGGESTEDBATTERY 120 AMP/HR
LOCKTORQUE 37.5 ft/lbs., 1240 amp. draw Max
RUNNINGTORQUE
HEATEXCHANGER
RAWWATER PUMP
MANIFOLD,EXHAUST
MANIFOLD,INTAKE Integral with exhaust
AIR FILTERELEMENT Polyurethane, 40 pore, replaceable. Wire Mesh
ENGINEMOUNTINGS Rubber compound, adjustable
FUELLINE 3/8” Recommended. Reduce
to 5/16” at engine
TACHOMETERADAPTOR
FANBELTTENSION
1/2 free movement
Shell and tube type heat exchanger
22O BTDCNo. 1 niston
22“ BTDCNo.1piston
24” BTDC No. 1Diston*
Diaphragm with hand priming IL - _.
- . -
15ftAbs 690 amp Draw Max
Shell and tube type, 2 pass
Bronze, single impeller type, gear driven
Gray iron, fresh water, cooled
;Turns C.C.W. at 1/2 engine speed. Adapts to 7/8” - 18 ferrule.
*May be adjusted in certain conditions to 20” BTDC No. 1 Piston

A14
This manual is divided into sections as follows:
SECTION
A . Pages Nos . A1 /on . General data. specifications.installations.adjustments. maintenance. etc .
SECTION B - Page Nos. Bl/on - Parts identificationof Ford base engines.See index on page B-1 .
SECTION C - Page Nos.Cllon - Parts identificationof Lehman Marine parts . See index page C-1 .
See index below.
In order to provide a simple methodof identification.all models includedhereinhave been assigneda “code”. letter
as follows:
-
ENGINECODE CUIIN NO.CYLS . YEARS ENGINECODE CUIIN NO.CYLS . YEARS
M
- Super 90 254 4 6/82 - S - Super SP185 363 6 6/82 -
N - Super 135 380 6 6/82 - P - Super SP225 363 6 6/82 -
T - Super SP275 363 6 6/82 -
Instructions for Ordering Parts
Parts listed in this manual may be ordered through any Lehman distributor or dealer or. in areas not served by a
distributorldealer.directfrom the Lehmancompanies.Priceswill bequoted upon request . Inorder to preventerrors.
pleaseorder any requireditems by exact part number and name of part
. When orderingparts. pleaseadvise model
number and serial number of the engine
.
Index - Section A
Air bleedingthe fuel system
Before operation
.....................
Bleedingthe fuel system ..................
Break - in ........................
Controls ........................
Cooling system ......................
Dimensions. engine ....................
Draining engine ......................
Electrics ........................
Fault - findingguide .....................
Filters. fuel & air .....................
Fuel system .......................
Identificationof models ...................
Idlingadjustment .....................
Lift pump ........................
Lubricationsystem ....................
Maintenance .......................
Minor repairs ......................
Nameplatedata .....................
Oil recommendations ....................
Power charts ......................
Running - in .......................
Specifications ......................
Starting. stopping engine ..................
.................
Tachometer take - off .........
Timing the injection pump .......
Transmission ...........
Trouble - shootingchart ........
Valve adjustments .....................
Vee belt ........................
Water heater connection‘ ..................
Winterizing .......................
(copyright 1983- LEHMAN POWER CORPORATION Newark. Delaware)
Warranty
........................
Wiring diagram ......................
23
27
18.A19
4
A18
A3
A18
A4
A16
A19.A20.A21
A5.A6.A7.A8.A9
A21
. A29
A22. A
A15
A1A9.
A1A7.
144.A1
A29
A18.A19
A23.A24.A25
A27.A28.A29
A27.A28
A4
A24
. A25
A5
. A6 . A7 . A8 . A9
A4
A5.A6.A7.A8.A9. A10
A3.Al6.A17
A22
A19
1425.A26
A15
A1 0. A27
A28
A1 1 . A12.A13
A30
A21 . A29
A23

A1 5
1
Starterdoesnot
crankengine
I
*Battery hndown
Battery cable or switch
LEHMAN DIESEL OWNER’S FAULT-FINDING GUIDE
I
Startercranks
engineslowly
*Battery partly run down
*Batteryterminals loose,
Pump Injectionpump
I I
**Air in fuel system
*Stop control engaged
Controls binding
Faulty injectors
ENGINE RUNS INTERMITTENTLY
Idle Adjustment too low
*Air
- Leaking fuel system
Fuel (lift)pump diaphragm worn
Fuel filter
(s) clogged
Sticking valves
Fuel Tank near empty
ROUGH IDLING
*Air in fuel system
*Idle adjustment set too low
Dirtyor faulty injectors
Injectorpipes loose, cracked
or broken
Incorrectinjectiontiming
Restrictedfuel filter
Faulty lift pump
Stickingvalves
Brokenvalve springs
ENGINE MISFIRES
*Injector pipe loose, broken or
cracked
Injectors dirty
*Air leaking in fuel system
Stickingvalve or rocker arm
Sticking piston rings
Engine needs top overhaul
**Air leak in fuel lid
Fueltank empty
*Stoppage in fuel line
Stoppage in fuel filter
Water in fuel system
Faulty lift pump
ENGINE STARTS
ENGINE KNOCKS
*Air in fuel system
Oil level (pressure) low, worn
bearings
Incorrect grade fuel oil
Incorrect injection timing
Faulty injector
Sticking valve or rocker arm
Piston slap
ENGINE NOT DELIVERING
FULL POWER
**Airfuel system
Engineoverheated
Injectiontiming incorrect
Incorrectvalve clearances
Dirty air cleaner(s)
Faulty injectors
Faulty injection pump
Stop control partly engaged
Sticking valves
Worn piston rings, or bores
Faulty lift pump
Restricted fuel filters
ENGINE OVERHEATS
*Insufficient water supply
Freshwater not circulating
a) Loose or broken vee belt
b) Hoses clogged or collapsingwhile
running at high speed
c) Faultythermostat
d) *Clogged heat exchanger
e) Clogged bleed hole in thermostat
Raw water flow insufficient
a) *Clogged sea water strainer
b) Water intake scoop damaged or lost
c) Sea cock closed
d) Water pump impeller damaged
e) *Heat exchanger or oil coolers
clogged.
Low crancaseoil level
Incorrect injectiontiming
Engine needs top overhaul
ENGINE EXHAUST SMOKES
Fuel, poor grade (black smoke)
Crankcase overfilled (blue smoke)
Cold engine temperature (white or
lite blue)
*Propeller
too large (black smoke)
Max. speed stop screw set too high
for load (black smoke)
Propeller
too small (white smoke)
Incorrect injectiontiming
Faulty boost control unit

A1 6
Controls, Starting & Stopping Engine
Noamount of engineeringingenuityor careinmanufacturecan substitutefor the needof knowledgeontheoperation
and avoidance of mis
- use by the operator. It is important to be familiar with all controls so as to know how to
properly operate your engine.
Refer Fig.
1. To stop engine, the stop lever should be moved as far as it will travel towards the front of the engine
and held until engine is fully stopped. This lever cuts
off the supply of fuel to the injection pump. (NOTE before
shutting down engine it should always be allowedto idle for about two minutes, particularly after extended periods
of cruising
- This is particularly importantwith Turbo and Turbo lntercooled engines).
Engine speed control is the longer lever at side of injectionpump (Fig.
2.) Movingtoward front of engine increases
engine speed.
An excess fuel device permits additional fuel to be supplied by the injectionpump to assist in
from cold. This device is fully automatic in operation.
NOTE:
All engines are equipped with an
electric shut down solenoid. To stop press
stop button until engine stops running, then
release button.
Injection Pump Controls
1. Stop Lever
2. Speed Control Lever
starting the engine
Starting all Naturally Aspirated Engines
To start engine when cold - make certain that transmission is in neutral position and that all boat accessory
equipment (bilge pump,extra alternator or generator,hydraulic pump,winch, etc.) isdisengaged. Check that engine
stop lever is fully towards rear (flywheel end) of engine. Set throttle lever to
V4 open position.Pressstarting button
to operate starter.
As soon as engine starts, release starting button to operate speed control lever to warm - up
(idling) speed of
700- 800 RPM. If engine fails to start within 5 seconds, release starting button. Try again after
allowing sufficient time for all moving parts to stop. Once engine has started, it should be allowed to reach 170°F
before full load is applied.
To restartengine when warm, same procedureas above except set speed control lever to approximatelymid
- point
of its travel.
Starting all Turbocharged E
Seriousdamage to the turbochargerbearingcan resultfrom inaoequare iuDriL;aIion II irie lollowingrecommendations
are not observed.
Prior to the first start after a turbocharger has been newly installed or
if for any reason the oil supply to the
turbocharger has beendisconnected,you should insurethat theturbocharger housing isfilled with engine
oil before
reconnectingthe
oil feed pipe. In these circumstances, or in cases where the engine is being started for thefirst
time after an oil change or after a period of 4 weeks or more without use, the following procedure must be used;
1) Engage either manual or electric stop control
2) Crank the engine with the starter motor for 15 seconds
3) Disengagestop control
4) Start engine in normal fashion and allow to idle for 30 seconds minimum before applying load
This ensures an adequate oil supply to the turbocharger bearing, The engine should be allowed to idle, without
load, for
2 minutes prior to shut down to enable the oil to dissipatethe heat from the turbocharger bearing.

A1 7
Stopping all Engines
The engine should be allowed to slow idle for approximately 2 minutesbefore stopping, especiallyafter extended
periodsof full load and full speed operation. This is particularly important
in the case of turbochargedengines.
Fuel System
CAUTION: Your injection pump is a very accurately machined piece of equipment and requires careful handling
and adjustment. No repairsother than shown herein should beentrusted to other than a diesel repairfacility having
the requiredtools, knowledge and tesVcalibration equipment.
CAUTION: Never bend the injection pipes (which connect injection pump to injectors) as this may unbalancethe
volume of fuel delivered to each cylinder.
CAUTION:
Do not use a galvanized fuel tank as the zinc coating reacts with the fuel oil and forms undesirable
compounds which can foul the injection system.
The fuel injecton equipment is madeto very accurate limits and therefore, even the smallest particleof dirt entering
the system will destroy its efficiency by causing blockage or scoring or premature wear on highlyfinished parts.
A
clean fuel system is absolutely essential. Insure scrupulouscleanlinesswhen handlingfuel or fuel system compo -
nents.At alltimesmakecertainthat water is notallowedto contaminatethe fuel oil. Tryto makeapracticeofrefueling
out of the rain. Use a fine gauze filter funnel and always wipe the fuel tank around the filter cap before andafter
filling and immediately replacethe cap.
An efficient, large size primaryfuel filter and water separator (coalescer) is deemed a necessity in order to prevent
foreign particlesreaching the injectionequipment on your engine.
Your engine is equipped with secondary fuel filters which filter out contaminates that may find their way through
the primaryfilter. These filters (see Fig.
3/4/5) locatedtowards rear of engine block, rightside, have elements which
should be replacedonce each season or at leasteach
200 hours (whichever comes first) under normalconditions.
(When replacing filters, use new gaskets or sealing rings to prevent air leaks.) Following filter replacement, blead
air from fuel system as later described under “bleeding the fuel system”. Excess fuel deliveredto the injectorsby
the injection pump is collected by a tube located under the rocker arm cover (see A, Fig.
2) and delivered to fitting
C, Fig.
4 locatedat rear, rightside of cylinder head.This fittingshould be connected to top of fuel tank by 1/4” (min.)
fuel line. It is recommended that the Boat Builders installs a short section of flexible tubing in this line to prevent
breakage due to engine vib
/ FIG. 3
TYPICAL FUEL SYSTEM, NATURALLY ASPIRATED ENGINES
A
- Primary fuel filter water separator
B
- Secondaryfuel filter
C - Excessfuel return tube
D - Injectionpump return tube
NOTE: All N/A Enginesare fitted
with a common fuel return
line C
D.

A18
FIG.
4.
TYPICAL FUEL SYSTEM, TURBO ENGINES
A
- Injection pump return tube
B
- Filter Press Relief Line
C
- Injector Leak Off Line
*NOTE: “ON ENGINESMADE IN LATE 1985ONWARDS
- FUEL RETURNLINESMAYBE INTERCONNECTED
TO SIMPLIFY PIPING” (Return line to tank must be 10mm bore min.)
Bleeding the Fuel System
Bleeding air from the fuel system may well be one of the important proceduresto be learned by the operator. Air
in the injection system may cause erratic engine performance,“missing” on one or morecylinders, reducedpower,
stop fuel from reaching engine and prevent or cause hard engine starting.
It must be remembered that the lift pump draws fuel from the tank, so any accumation of air in the fuel system
makes all connections,filters, etc. betweenfuel lift pump and tank suspect. Inany new installationone must “bleed”
the system of air for, obviously, air will be in the new fuel lines, filters, etc.
If the fuel tank should run dry, bleeding
will be needed when the boat is refueled. Bleeding will also be required after changing fuel filter elements. (Time
and effort may be saved if filter is charged with fuel by removing the bleed plugs on top and slowly pouring fuel
into the filter until it overflows.) Occasionally, after an extended run, an engine may slow down, or “miss”, or lose
RPM or stop. Although there may be other causes, air in the fuel system should not be overlooked. Many times a
tiny leak in a fuel line fitting may allow air to enter the system and accumulateuntil there is sufficient to cause the
above mentioned symptoms.
To bleed system, follow this procedure;
1. Ascertain that there is sufficient fuel in tank, (Note: low fuel level may result in intake pipe being exposed due
to “sloshing” of fuel, thus drawing air into system
- try to keep your tanks topped
2. Make certain that fuel shut - off valve is turned on.
3. Loosen the bleed screw on the inlet side of the fuel filter (Fig. 6 & 7) about two or rriree rurris.
4. Operatethe priming lever at the side of the fuel liftpumpon naturallyaspiratedunit (Fig. 7.) or the pumpplunger
(Fig.
6.) on turbocharger engines until a flow of fuel, free of air, is expelled. Then close screw.
No bleeding of the injection pump is required as these are fitted with a self purge device.
NOTE: On Turbo Charged engines a third fuel return line from the pressure relief valve or the secondary filters
must be connected direct to the fuel tank. This is obligatory unless a factory fitted common return is present.

A19
FIG.
5.
FUEL FILTER
A
- Bleed screws
B - Replacable element
FIG. 6.
HIGH PRESSURE LIFT PUMP (ALLTURBO ENGINES)
FIG.
7. I /J
FUEL LIFT PUMP - (ALL N.A. ENGINES)
A
- Priming lever
Timing and Maintaining the Fuel Injection Pump
The injection pump delivers an accurately metered quantity of fuel to each cylinder to suit any engines speed and
load conditions.The pump is a very accurately machined piece of equipment and requires careful handling and
maintenance, which is beyond the scope of normal owner servicing. Since this pump should not require retiming
except when being removedand reinstalled, dnd this is beyond the scope of normalowner servicing, the procedure
will not be covered in this manual. Please contact your authorized Lehman Power distributor for this service.
Warranty claims resulting from owner mishandling of the fuel injection pump will not normally be considered.
Cooling System
Your engine iscooledbythe circulationof freshwater (containedinthesystem)throughthewaterjackets surrounding
the cylinders, cylinder head and exhaust manifold. The heated water flows by thermo- syphonicaction, assisted
by a pump at the front of cylinder block around the tubes of a “heat exchanger” located above the fuel lift pumpon
the starboard side
of the engine. Raw water from outside the boat flows through the heat exchanger tubes, and
the heat fromthe fresh water is thus transferred to the raw water which is expelled overboard. Please see Figures
8 and 9. A Thermostat located in.thecylinder head under the expansion tank on naturally aspirated units and in a
separate unit on the starboard side of the turbo charged units promotes rapid warm up and maintains constant
engine temperatures.
The fresh water system is filled through a cap atop the expansion tank at front
of engine. Water level should be
checked daily and maintained
to the top of the aluminium pillar. These engines are fitted with a cooling system
de- airation service and no bleeding of the manifold is required during system filling.
When filling cooling system, fill
to top of aluminium pillar, then run engine for several minutes to insure system is
completelyfilled. Add coolant as necessary.

A20
The Freshwater system is pressurizedby the cap atop expansiontank. When proper pressure is reached,excess
water is expelledthroughthe overflowtube under tank. Extremecare should be taken in removingcap while engine
is hot. While engine is hot,
if there is liquid in tank, the system may be refilled with safety if not, allow engine to
cool before refilling. Lehman Power recommends the use of anti - freeze at all times used in accordance with the
manufacturer’s recommendations.Ethelyne Glycol based solutions are preferred, most
of which includes various
rust inhibitors. The use of “stop leaktype anti
- freeze, which may still be available in some areas, is discouraged.
If, for some reason anti - freeze solution is not being used in freezing temperatures, it is essential that the water
systems be drained while engine stands idle and refilled before engine is restarted. Check water supply daily.
Maintain level
to approximatelyone - half inch below top of tank - The small “pillar” in the tank should just touch
the water surface.
To assist in corrosion control, a zinc pencil is installed in your heat exchanger. This zinc pencil is sacrificial
.... that
is, the raw water will attack and “eat away” the zinc before attacking metal of the heat exchanger.
It is suggested
that the plug accommodating this pencil be removed each week while engine is in service in order
to inspectzinc.
Replace zinc element when required. Failure
to install zincs when needed may cause serious damage to entire
cooling circuit.
It will be noted that your heat exchanger has removable end caps to facilitate cleaning. Removing caps will allow
access to end of the tube “bundle”. To clean tubes use a
3/16” diameter wood dowel, with a “twisting” action rather
than a hammering action.
A small caliber firearms cleaning kit or similar small brush may be used. Do not use a
metal rod which may rupture the copper tubings.
LEHMANNATURALLYASPIRATEDENGINES
FRESH
& RAWWATERCIRCUITS
RAW WATER PUMP
GEAR D?IVEN
HEADER/ EXFPiNSlON
TANK WITH
DE--SYSTEM
ENGINE !I
I I’ ‘I
TRANSMISION
OIL
COOLER
30LED
FRESH & RAWWATERCIRCUITS
(TURBO
- SIMILARMINUSINTERCOOLER)
FRESH WTER A
RAW WATER
FRESH WATER a
INTERCOOLER
5P225 RAW WATER

A21
FIG. 9. - RAW WATER CIRCULATION SYSTEM -+*- * ‘ -
ENGINE
--c J
-
Exhaust manifold
A -
B-
-
c-
D-
Intake scoop of standard marine design, minimum 1” NPT should be usedfor raw water inlet. Reduceto V4”
NPT at pump. Recommended scoop has bars across opening to prevent entry of large pieces of foreign
matter
- Lehman part NO. EW - 3 is perferred.
Sea
- cock should be 1” NPT minimum size, “gate” type opens fully to allow full, unrestrictedflow of water -
Lehman part NO. EW - 22 preferred.
The use of an efficient, full
- flow raw water strainer is strongly recommended to prevent clogging of pump
and exchangers by weeds, etc. Lehman part NO. EW
- 102 preferred.
If hoseis employedfor intake,same should be reinforcedtype of extraheavyconstructionto preventcollapse
under powerful suction of raw water pump
- Lehman can provide such hose if required.
Winterization of Cooling System
Inboardtype heat exchangers must be drained of raw water when exposed to freezing temperatures. Raw water,
pump, water inlet piping and intake strainer should likewise be drained when subjected to extreme cold.
If however, the vessel is being permanently laid up for the duration of the cold weather, we recommend mixing an
anti
- freeze solution and running this solution through the sea water system with the engine idling until discharged
from the exhaust. This insuresthe sea strainer, coolers, heat exchanger, even the muffler and exhaust system will
be protected.
Drain points for the fresh water system will be found on the port side of each engine block, on the aft end of the
exhaust manifolds and on the heat exchanger.
Raw water drains are found on both engine and transmissioncoolers, as well as, the heat exchanger. To drain raw
water pump, loosen rear cover.
“Keel Cooling
yy
Systems
In some cases the installation of a “keel cooling” system may be preferred to the standard “heat exchanger”
previously discussed. This system employs a series of tubes mounted on the underside of the hull through which
the engine coolingwater is circulated. Such a system is beneficialwhen the boat isto operate in muddyor silt
- laden
areas, however, the cooling element does produce additional hull “drag” which could affect performance in faster
boats and creates a potential hazard
if tubes fracture or are struck by driftwood, etc.
Piping engine
to keel cooler is quite simple. As shown in Fig. 10. the connection on underside (starboard) of
expansion tank deliver hot water from engine to keel cooler. Cooled water from keel cooler returns to engine via
connectionon aft end
of exhaust manifold. The use of 13h” I.D. hosewill simplify connections, however hose must
be reinforcedtype
to prevent collapsing under suction and care must be exercisedwhen installing to avoid “kinks”
or the possibility of chafing.
Installationsusinga“wet” exhaustwillrequiredrawwatersystemsasshowninFig.
9., butomittingheatexchanger.
When dry exhaust is employed, it is possible to eliminate use of raw water pump. Upon special order, lube and
transmission oil coolers of large size may be incorporated in the engine fresh water system. The addition of such
coolers is shown in Fig. 11.
FIG. 10. FRESHWATER CIRCULATIONSYSTEM
(Keel Cooler Type)
From keelcooler Lube
oil cooler
To keelcooler
To keel cooler
FIG. 11. WATER CIRCULATION SYSTEM (Keel Cooler Type)
WITH LUBE AND TRANSMISSION OIL COOLERS IN
FRESH WATER FLOW.

A22
Tachometer Adapter
A tachometer “take - off is provided on the starboardside of all naturally aspirated engines as an extracost option.
There is no provisionfor mechanicaltachometer hook
- up on turbocharged engines. This adapter accommodates
a standard marinetachometer cable with
’/E” - 18 adaptor nut. Tip of cable core should be .187” diameter. Cable
turns on
- half engine speed in counter - clockwisedirection.
If mechanicaltachometer is not used or if cable is disconnected with engine to be operated for any lengthy period,
the take
- off should becapped to prevent oil leakage.Suitablecap (or plug to close aperature if take - off assembly
is removed) is listed in the parts section of this manual.
It is recommended that a mechanical type tachometer be used only if located relatively close
to engine. If cable
length exceeds
12 to 14 feet or if many bends are required,an electrical tachometer system should be considered
as much less strain is placed upon the take
- off assembly. Installations requiring two tachometers should always
use electric instruments.
Electrics
The standard electrical system for Lehman engines is 12 volt, NEGATIVE GROUND. Under no circumstances
should polarity be reversed even for an instant for serious damage to alternator may result.
For special applications, optional electrical systems are available in
12 volt insulatedreturn, 24 volt negativeground
and
24 volt insulated return configurations.
A vee belt drives the alternator from crankshaft pulley. (Note: maintain belt at proper tension see “minor Repairs,
MaintenanceandAdjustments”).Alternator hasbeencorrosion
- treatedandhasbuilt - insiliconrectifierandenclosed
slip- ringdesignfor safe, sparkless,trouble - freeoperation.Transistor type, sealedvoltageregulator hasnomoving
parts and requiresno adjustments.Alternator is lubricant packedfor lifeat time of assembly and therefore requires
no external lubrication.All alternators are equipped with a tapping for connection to operate a matching electric
tachometer. (see Fig.
13)
A special actuating switch located on side of engine block behind alternator automatically energizes the alternator
from the battery when engine is startedand oil pressure reaches
7 Ibs. Battery is disconnectedbythis switch when
the engine is stopped. This switch initiates operation of the alternatorsystem without the needof a separate switch
and precludes the possibility of the operator neglecting to turn the charging system on or off.
If desired, electrical
instruments such as oil gauge, temperature gauge, etc. may be wired to be autmoaticallyenergized when engine
is started.
The starter motor is located on the left side (rear) of engine and requires no attention beyond, maintaining the
electric cable connections clean and tight, the commutator clean and brushes renewed when necessary.
The standardsolenoid mountedon the starting motor is a heavy
- dutytype. Itmust mechanicallyengagethe starter
pinion with the ring gear on flywheel then it must actuate an electric switch to energize the starting motor.
As the
solenoidis normally energized by a simple push
- buttonlocated at some distancefrom the starter, relativelyheavy
gauge wire is required to transmit the needed amperage. Using small gauge wire can result in insufficientcurrent
reachingthestartersolenoid,overheatingof wires, insufficienttravelof starter pinionandfailureof enginetostart.
To assureadequateamperagereachingstarter solenoida“piggy
- back”solenoidisprovidedwithshort, heavy - gauge
wires connecting the two solenoids. The new solenoid requires comparatively little amperage
so smaller gauge
wiring is requiredfor connection to pushbutton.
The accompanying diagram indicates basic wiring requirements. Make certain that all connections are clean and
tight. Locate battery as close as practical to the starter. Gauge of battery cables will be dependent upon length,
but should be
NO. 0 minimum. Use No. 12 gauge or heavier wire for balance of system. Electrical gauges which
require low current draw may be wired to oil pressureenergizing switch indicatedby
“X on the diagram.
E

STARTING
SWITCH
SOLENOID RELAY
TERMINAL MARKED
BATTERY
BAYONET
TYPETERMINAL 1
\
ELECTRICAL SYSTEM
GROUNDING TERMINAL
1
BAlTERY +
I
STARTER SOLENOID
Neutral safety switch
(if used)
ALTERNATOR
OIL PRESSURE
ENERGIZING SWlTCH
FIG. 12.
WIRING DIAGRAM
NOTE: Wiring diagrams of all
standard applications are
available from Lehman on request.
FIG. 13.
/
TACHOMETER TAP
Lubrication System
The engine lubricatingsystem is of the forced feed type, the oil being circulated by an oil pump mounted with the
crankcase. The pump draws oil from the sump through a metal gauze screen and through anoil gallery on the port
(left) side
of engine which is tapped for installation of oil pressure gauge, low oil pressure alarm, or other such
devices. Constant oil pressure is maintained by means of a relief valve situated in the pump. Oil under pressure
passes through the oil filter where it is cleaned prior to being circulated inside the engine. The filter is a full-flow,
disposable“spin-on”type. Itshouldbereplacedateachoilchange,andisreadilyavailablefrom your Lehmandealer.
All marine installations should include an oil pressure gauge to register the lube system pressure and such gauge
should be frequentlycheckedto insurethat system isfunctioningcorrectly. Normally the registered pressure should
remain constant for a given engine speed. If pressure reading suddenly varies or fluctuates, the reason should be
determined at once, otherwise severe damage may occur.
As it is difficult to maintain a constant watch on engine
gauges, the use of an audible warning system to sound a buzzer in case of low oil pressure (or high engine
temperature)
is stronglyrecommended - Lehmanhas kits EK31and EK31A available nowfitted as STD in Lehman
panels,
- contact your dealer for further details.

A24
When engine is first installed, providethe proper quantity of oil as indicatedunder “specifications” section. The oil
cap is located on top of engine rocker cover. After pouring in oil, it will be necessaryto wait several minutes before
the oil level
is checked in order to allow time for oil to flow to sump. Another fill cap which leads directly to sump
is located on sump near front of engine. Run engine for several moments, shut down and check level on dipstick
(see Fig.
14.) If oil level measurement is different from the “full” mark on dipstick, a new mark should be scratched
or filed at the correct level. Another method
is to measure the distance between the new full level and the factory
full mark on the dip stick, removethe dipstichtube from the sump, and cut that distance
off the tube. After deburring
and reinstalling the tube the dipstick will be lowered into the oil, thereby retaining the factory markings. Of course,
the above procedure applies only to
6 cylinder N.A. and turbo units with disptick at front of sump. Four cylinder
models with stick at rear of sump, require scratching the appropriate marks. These procedures are necessitated
by differing installationangles.
When measuringoil level in regular usage in all naturallyaspiratedengines it is preferableto check after the engine
has stopped for a period of time, such as overnight. This allows the oil in the overheadvalve system to drain back
to the oil sump, permittinga more accurate measurement.
On all turbocharged engines the oil should be checked prior
to starting. After several minutes, shut engine down,
wait for oil to drain back for several minutes, then check and add as required.
Add engine oil of the type and viscosity as follows. Oil should meet Ford specification 2M-2C-l017A, API
classificationCC or equivalent.
FIG.
14.
ENGINE OIL DIPSTICK
ooc 20°C 32OC
FIG. 15.
OIL VISCOSITY CHART
TURBO
ENGINES: API classification CD oils only must be used in turbocharged engines. Use of other oil result
in reduced engine life and invalidateengine warranty.
Serious damage to turbocharger may result from inadequate lubrication. Upon starting, engine should be allowed
to idle (1000 rpm maximum)for 30 seconds or more before applying load. Also allow engine
to idlefor at leasttwo
minutes before shut
- down to dissipate heat from turbocharger bearings.
Turbocharger must be oil
- primed under any one of the following conditions;
After an oil change.
If oil supply tube to turbocharger has been disconnected.
If either the engine or turbocharger is newly installed.
If no oil pressure registerson gauge after a “dead crank” (crankingwith stopcontrol inoperation) for 15seconds.
This test must be performed if engine has not been started for
4 weeks or more.
To oil - prime turbocharger;
a) Check for sufficient oil in the engine sump but
do not top - up at this time.
b) Remove plug on top of turbo oil feed block, inject 1/4 pint of oil and replace plug.
c) Using suitable syringe, injectabout
4 pints of oil (as used in engine sump) intooil gauge connectionfor engine.
d) Start engine, allowing
1 minute to idle before increasing speed.
e) Stop engine and check sump oil level.Top
- off if needed or drain off any surplus.
Refit oil gauge.

A25
*WARNER WILL NOW ALLOW USE OF SAE
30 OIL.
COOLER WHICH INFORMSON TYPE OF INITIAL FILL.
ENSURE YOU CHECK THE STICKER ON THE
Engine oil should be changed after the initial
15 hours or operationand at each 200 hoursof operationthereafter.
Run the engine until normal operating temperature is reached. Shut down engine and allow oil to return to sump
for five to ten minutes. In most installations it will not be possibleto drain sump by removing plug which is located
at bottom of oil pan, for clearance to bilge of hull will be limited. A low
- cost, suction type, hand operated sump
pumpis required. Available as an extracost option is a Lehmanapproved, permanently mountedhand pump. This
can be connected to the sump lug
- installation permitting or . . . Remove the dip - stick tube and insert suction
hose of pump, working same towards lower portionof sump. (Some operators find it advantageousto use a length
of copper tubing to assure reaching low section of sump. Pump oil into container and dispose of same ashore.
Replacevent cap on sump. Refillcrankcase to
“full” mark on dipstick. Run engine for several minutes, shut down
and recheckoil level.
If required, add sufficient oil to bring up to full mark.
Lube oil filter element should be replacedat each oil change. the disposable element is simply unscrewedfrom its
base by turning counter
- clockwise on naturally aspirated engines it is possibleto rotate the oil filter, or remove it
from its bracket, thus minimizingthe risk of oil spillage. Positiona one - quart or larger container under filter before
removal to catch oil from spilling into bilge. A new element is simply screwed onto the base with medium hand
tightness. Under no circumstancesshould a wrench or excess pressure be used. When next starting engine, check
filter for possible leaks or seepage, and tighten only sufficiently to prevent same.
OIL FILL AND DIPSTICK
NAMEPLATE
Transmission
As there is such a wide variety of transmissions available with Lehman diesels, it is not practical to cover all
installations in this manual. However, due to the popularity of the Borg Warner, PRM/Newage and Twin Disc
transmissions, the following information is offered for those models.
BORG WARNER
No attempt is made herein to instruct in the installation of engine in the boat. The prudent boat owner or operator
will, before initially starting engine, check enginekhaft alignment, operate clutch control to make certain that lever
fully travels to the full ahead or full reverse positions, that neutral position may easily and quickly be found and of
course check oil level.
The transmission
is a self - contained, sealed unit with independentlubricationsystem. Noexternal adjustments of
any kindare required. A built
- inoil pump suppliesthe required hydraulic pressure to provideeffortless shifting and
assures an adequate supply of lubricant to all moving parts. An oil cooler is provided in order to maintain proper
oil temperature which should not exceed
190 OF.
Automatic transmission fluid type A, suffix A is recommended for lubrication*. Or, if desired, “Dexron” type fluid
maybe used. Before starting engine fill transmission
to the full mark on the dipstick. Run engine for a minute or
two at low speed (in order to fill oil lines, cooler, etc.) Then shut off engine and check oil level.Add sufficient oil to
bring up to full mark. Transmission oil level should bechecked eachtime the oil level in engine is checked. Change
oil every
200 hours of operation or at least once each season under normal conditions however, number of hours
may vary depending upon severity and conditions of serviceWARNER drain plug is a large “hex” plug located near
bottom right side. Removal of this plug and a small plug on the bottom of the reduction housing will completely
drain the transmission. On some models the cooler return hose may be fed into the plug at the bottom of the
transmission, In these instances, remove the hose and rotatethe brass elbow as requiredfor draining.
~
~

A26
PRM/NEWAGE Operation
First time usage
Before startingthe engine fill the gearboxwith one of the recommendedlubricants (SAE30W)
to the maximumlevel
indicated on the dipstick.
Ensurethat the gearbox is in neutral, it is recommendedthat the optional neutral safety start switch
(if fitted) should
be wired in
to the starter circuit to avoid uncontrolled boat movement on starting - up. Start up and run the engine
and gearbox for a few minutes
to allow the oil to circulatethrough the cooling circuit (and angle drive if fitted). Stop
the engine, allow
to settle, check the oil level and ‘top - up’ to the maximum level shown on the dipstick.
Operating temperature
Normal operating temperature should be between 50°C
- 70°C with a maximum of 80°C. The oil coolers supplied
for fitting
to Newage PRM gearboxes have adequate capacity to ensure correct operating temperature under all
conditions.
Gear
shifting
Newage PRM marine gearboxes have been designedand tested to ensure rapid shifts from ahead and astern and
vice versa can be operated at full horsepower ratings and speeds, and the transmission will respond rapidly in
these circumstances. Full power shifts, however, do place abnormal, even if short lived, loads on the gearbox, and
the operating life will be increased if they are reservedfor emergency use only.
Trailing (free
- wheeling) the propeller.
The bearings used in Newarge PRM gearboxes have been carefully selected
to ensure that prolonged trailing
(free
- wheeling) of the propeller will not have any detrimental effect on the transmission. This allows the propeller
to turn freely with the engine shut down and makes Newage PRM gearboxes particularlysuited for use in auxilliary
sailboats, motor sailers, or multi - engine installations where the boat may be operated with one or more engines
shut down.
Emergency operation
Included as standard in every Newage PRM marine gearboxes is a ‘Get
- You - Home’ device, allowing the gearbox
to be mechanically locked in ‘ahead’drive, in the unlikely event of hydraulic failure.
ROUTINE MAINTENANCE
After
25 hours running
Drain all oil from the gearbox and refillwith one of the recommendedlubricants.Operate the engine and gearbox,
allowing the oil
to circulate, then stop the engine and allow the oil to settle. Re - check the oil level and top up if
necessary
to the maximum mark on the dipstick.
Daily
Checkoillevelandmakevisualcheckfor oilleaksespeciallyattheoutputshaftoilsealandatgasketsealingsurfaces.
Annually
Check oil cooler hoses and connections
Check propeller shaft alignment
Ensure that remote control operating linkage is adjusted
to give the correct travel on the gearbox operating lever.
TWIN DISC MARINE TRANSMISSION
All moving parts of the transmissionare lubricated by the oil within the sump as it travels throughout the hydraulic
system. The oil used should be of the same quality and type recommendedfor use in the engine. Use SAE30 HD
when the inlet water temperature
to the heat exchanger is above 80”F, and SAE20 HD when this temperature is
below 85°F.
Oil level in the transmission should be checked daily with the engine at idle speed and the marine transmission in
“neutral”. Oil level must be maintainedat the “full” mark on the dipstick. The period between oil changes is
1000
hours of operation or 6 months,whichever occurs first. At each oil change the filter screen, installed at the bottom
of the rear cover and extending intothe sump, should be removedand cleaned.
It should be re - installed using pipe
sealant or pipe thread compound on the threads. The breather cap should also be removed and flushed in clean
diesel fuel. Next, disconnect the heat exchanger hoses and drain all the oil from the heat exchanger. Finally,
if an
oil filter is used in the hydraulic system, drain the filter and connecting hoses, and replace the filter element.
To drain the transmission, remove the Hex
- Head plug from the bottom of the main housing. When re - filling, use
1.2
US gallons (4.456 Its) of oil. Pour the oil into the breather cap opening. After filling, start the engine and shift
the unit from “forward”
to ‘‘reverse” severaltimes to fill the oil lube lines, heat exchanger etc. with oil. Set the engine
at idle speed and the transmission in “neutral”. The oil level must be
to the “full” mark on the dipstick. Re - instalthe
breather cap when the correct level has been reachedand run the transmissionuntil the oil temperature has been
raised
to its operating range. Re - check the oil level and top up if necessary.
Periodically inspect hoses for signs of leak, damage or sponginess, replacing where necessary. Pressure and
temperature gages should be regularly inspected and replaced
if found to be damaged or of suspect accuracy.
If informationon any other transmission is required,please contact Lehmanand such informationwill be forwarded
to you.

A27
Maintenance
The importance of correct lubrication, periodic inspection and adjustment cannot be over - emphasized.On it will
depend, to a very large extent, the service which your engine will deliver.
The heatexchangerof your engineisprotectedbya
" zinc pencil " whichshouldbeinspectedandreplacedperiodically
as required. As the rate of electrolysis varies greatly in different areas, only experience will dictate how often
inspections should be made.
For convenience lubricationand maintenancework has been divided into the following periods;
A Daily
B After every 50 hours running.
C After every 200 hours running.
D After every 1200 hours running.
E After every
1500 hours running.
F After every 3000 hours running.
G After every 3600 hours running.
Summary of Regular Maintenance
Daily. . . . . .
Checkengineandtransmissionoillevels.
Checkcoolingwater level.
Checkbelttensionandadjust
if required.
ChangeEngineOilandfilter.
Check(exchanger)zinc pencil.*
Checkforfuel, lubeoilorcoolantleaks.
Checkallwiringconnections,cables,etc.
Checkvalveclearances,adjustif required.
ChangeEngineOil
& Filter.AndTransmissionOil.
Checkidlingspeed,adjustifrequired.
Checkexhaustcomponentsfor leaks.
Checkconditionof allcoolantandoilhoses.
Checkallenginemountbolts.
Replacerawwaterpumpimpellor.
Flushcoolingsystem.
Replaceanti
- freeze.
Checkendplayof turbochargerrotatingassembly.
Removeanddismantleturbocharger
- repairas required.
Afterfirst
50 hoursof operation. .. . .
Every 200 hoursof operation. . . . .
*
Every 1200 hours of operation. . . ..
Every 1500 hoursof operation. . ...
Every3000hoursof operation. . ...
1
Every3600hoursof operation. .. . .
Replacethermostats.
*Zinc pencil should be checked every 2 weeks, regardlessof number of operating hours until owner determines
how often zinc element must be replaced. Replace after
50% deterioration.
Injectorsneed not be serviced at regular intervals but rather,should beserviced after problem such as smoke,
loss
of power, hard starting, etc. develops and has been diagnosed.
Minor Repairs, Maintenance and Adjustments
DUE TO REVISED HEAD GASKET, HEAD GASKET AND HEAD BOLT DESIGN RETORQUING OF CYLINDER
HEAD
IS NOT REQUIRED. AND MUST NOT BE ATTEMPTED.
TO ADJUST VALVE CLEARANCES: (Note . . . Adjustments should be made while engine is at normal operating
temperature). Followingremovalor rockerarmcover andtightening cylinder head boltsas describedabove, actuate
the engine stop control lever so engine will not start and revolve crankshaft pulley, until numbers
1 and 6 valves
(on
4 cylinder, see specification section) or number 1 and 4 (on 6 cylinder, see specification section) are opened
by their respective rocker arms.
Insertthe correct thickness feeler gauge (as shown in the following table) between the valve stem cap and rocker
arm of No. 3 inletvalve (on
4 cylinder) or No 9 exhaust valve (on6 cylinder) as shown in figure 25. Turn the valve
clearance adjusting screw Fig.
18 until the feeler blade is lightly caught between the rocker arm and valve stem
cap, but
so that the bladecan still be removedwith light resistance.
Select the appropriate feeler blade and repeat the procedure for
No. 8 exhaust valve (on 4 cylinder) or No. 12
exhaust valve (on 6 cylinder) models.

1428
Rotatethe engine and following the sequence in the following table, adjust each of the remainingvalves. Replace
rocker cover, makingcertainthat gasket is unbroken and correctly positioned.After runningenginefor a short while,
check rocker arm cover gasket for possible oil leaks.
FIG.
18.
ADJUSTING VALVE CLEARANCE
1. Adjusting screw
2. Feeler blade
3. Rocker arm
----I------ 1
4 Cylinderengines
Valves Fullyopen Valves to Adjust
1 and6 3 and 8
2 and4
5 and7
3 and 8 1 and6
5 and 7
2 and4
6 Cylinderengines
1 and4 Sand12
8and 10 3 and 5
7and 1 2 and6
9and12 1 and4
3 and 5 8andlO
7andll
Valves FullyOpen Valves to Adjust
2and6 .
TO ADJUST VEE BELT TENSION: Loosen alternator mounting and adjusting strap bolts as per figure 19. Move
alternator to adjust belt tension. Tension is correct when your thumb pressureon belt at a point betweenalternator
or and water pump pulleys does not exceed
1h”. Tighten alternator mounting and adjustment strap bolts.
I
FIG. 19.
BELT ADJUSTMENT
JUSTING STRAP BOLT
D+
B-
B+
MOUNTING BOLTS
INTAKE AIR FILTER: The air filtering element(s) on all naturally aspirated engines is polyurethane foam which
traps and holds dust and foreign matter which could be drawn into the engine and cause severe damage. Turbo
Charged and Turbo lntercooled engines only use a Mesh Screen.
By reason
of the efficiency of the filter in trapping contaminants it is difficult to effectively clean the element. It
isusually best to replacethis low - costitem as occasion demands. Simply slide old element off its retainingscreen
and carefully stretch a new element into position. If cleaning is desired, wash in a mild detergent mixed in clear,
sweet water.
DO NOT wash in mineral spirits, varsol, gasoline, or any petroleum product.

R-
A29
FIG.
20
INJECTIONPUMP(AllN.A. ENGINES)
ll
INJECTION PUMP (TURBO ENGINES)
1 2
I
1. Max speed stop screw
2. Idling stop screw & locknut
TO ADJUST IDLING SPEED: When properly serviced and after the initial “break - in” period, your engine should
idle as indicated on spec sheet.
Engine must be at normal operating temperature when making adjustments. With engine running, loosenthe idle
screw locknut which
is on side of fuel injection pump. Adjust the idle speed screw until eingine is idlingat correct
speed and then tighten locknut. Operate the throttle lever to make certain that same returns to same setting.
Note:
If engine is new or cold, it may idle unevenly. Do not increase the idlespeed settingto compensate. ON NO
ACCOUNT SHOULD THE MAXIMUM SPEED STOP BE CHANGED.
TO CLEAN FUEL LIFT PUMP Turn off fuel supply valve. Holding receptacle under pumpto prevent spilling of fuel
into bilge of boat, loosen the center bolt and remove cover and pulsator. Clean pump thoroughly and wash cover
and pulsator in fuel oil. Replace parts carefully.
It will be necessary to bleed fuel system. Check for possible leaks
after starting engine.
TO CHANGE SECONDARY FUEL FILTERS (note
- making certain that the filter element(s) you will use is an
EXACT replacementfor the element you will remove, otherwise,air leaks intothe fuel system may result. Unscrew
the securing bolts on top of filter housing and remove filter bowls and elements. Discardelements and upper and
lower sealing rings. Wash out the bowls and clean fuel oil but do not use a cloth for remaining lint may clog the
fuel system. Carefully fit new sealing rings to the filter heads and bowls, assemble to the filter heads and replace
and tighten securing bolts. Itwill now be necessaryto bleedthe fuel system of air as described in separate section.
After running engine for a short time, check filters for possible fuel leaks.
Winterizing
In preparationfor freezingtemperatures, anti - freezeshould be provided inthe fresh water system of your engine.
Dueto the hightemperatureof operation a highboiling point anti
- freeze isdemanded. Donotattemptto usealcohol
or other non
- permanenttypes and do not use any liquids containing “sealants”. Zerex (produced by DuPont) is
highly recommended. Consultthe specification freeze to bring within the limits of expectedtemperatures. Inboard
type heat exchangers and oil coolers must be drained of raw (sea) water when exposedto freezing temperatures.
Drain plugs
will be found on bottom of heat exchanger and oil coolers and should be removed until all water has
been drained. Raw water pump may be drained by loosening screws holding rear cover in position. Please refer
to “cooling system” section of this manual for alternatewinterizing method.
If boat is to remain in water while draining engine, of course, the intake water seacock must be closed prior to
draining. Do not neglect to open sea - cock prior to starting engine.
NOTE: TO DRAIN FRESHWATER, REMOVE WATER FILLER CAP
FROM TOP OF EXPANSIONTANK ON
FRONT OF ENGINE. DRAIN BLOCK BY OPENING PETCOCK ON PORT (LEFT) SIDE OF ENGINE IN
CENTER, LOWER SECTION. REMOVE PLUG
ON UNDERSIDE OF HEAT EXCHANGER (THEONE
NEARESTCENTEROF EXCHANGER)TODRAINWATER FROMEXCHANGER,EXPANSIONTANKAND
EXHAUST MAINFOLD. REPLACE FILL CAP ON TANK AFTER CLOSING PETLOCK AND INSTALLING
PLUG IN HEAT EXCHANGER.