Westerbeke 12C- TWO User manual

SAFETY PRECAUTIONS
The following symbols appear in this manual to call attention to and emphasize conditions potentially
dangerous to the operator.
WARNING
This symbol is used in the manual to warn of possible serious personal injury or loss oflife.
CAUTION
This symbol is used in the manual to caution personnel of possible damage to equipment. Read the
manual carefully and thoroughly before attempting to operate the equipment. Know when dangerous
conditions can exist and take necessary precautions to protect personnel and equipment.
Fuels, exhaust gases, batteries, electrical equipment, and moving and hot parts are potential hazards that
could result in serious personal injury or death. Follow recommended procedures carefully.
• PREVENT ELECTRIC SHOCK
Shut offelectric power before accessing electrical equipment.
Use insulated mats whenever working on electrical equipment.
Make sure your clothing is dry, not damp (particularly shoes), and keep your skin surfaces dry
when handling electrical equipment.
Remove wristwatch andjewelry when working on electrical equipment.
• EXHAUST GASES ARE TOXIC
Ensure that the exhaust system is adequate to expel gases discharged from the engine. Check
exhaust system regularly for leaks and make sure the exhaust manifolds are securely attached and
no warping exists.
Be sure the unit and its surroundings are well-ventilated.
• USE EXTREME CARE WHEN HANDLING ENGINE FUEL
(A constant danger
of explosion or fire exists)
Do not fill fuel tank(s) while the engine is running.
Do not smoke or use an open flame near the engine or fuel tanle
2 Westerbeke Engines

• DO NOT ALTER OR MODIFY THE FUEL SYSTEM
Be sure all fuel supplies have a positive shut offvalve.
Be certain fuel line fittings are adequately tightened and free ofleaks.
Make sure a fire eAiinguisher is installed nearby and is properly maintained. Be familiar with its
proper use. Extinguishers rated ABC by the NFPA are appropriate for all applications
encountered in this environment.
• USE EXTREME CARE WHEN SERVICING BATTERIES
Wear rubber gloves, a rubber apron, and eye protection when servicing batteries.
Lead acid batteries emit hydrogen, a highly-explosive gas, which can be ignited by
electrical arcing or by a lighted cigarette, cigar, or pipe. Do not smoke or allow an open flame
near the battery being serviced. Shut offall electrical equipment in the vicinity to prevent
electrical
arcing during servicing.
• AVOID MOVING PARTS
Do not service the unit while it is running. If a situation arises in which it is absolutely necessary
to make operating adjustments, use extreme care to avoid moving parts and hot exhaust system
components.
Do not wear loose clothing orjewelry when servicing equipment; avoid wearing loose jackets
shirts or sleeves, rings, necklaces, orbracelets that might be caught
in moving parts.
Make sure all attaching hardware is properly tightened. Keep protective shields and guards in
their respective place at all times.
Do not check fluid levels or the drive belt's tension while the unit is operating.
Do not work on the equipment when mentally or physically incapacitated by fatigue.
3 Westerbeke Engines

IMPORTANT
PRODUCT SOFTWARE DISCLAIMER
Product software of all kinds, such as brochures, drawings, technical data, operator's and workshop
manuals, parts lists and parts price lists, and other information, instructions and specifications provided
from sources other than Westerbeke, is not within Westerbeke's control and, accordingly, is provided to
Westerbeke customers only as a courtesy and service. WESTERBEKE CANNOT BE
RESPONSIBLE FOR THE CONTENT OF SUCH SOFTWARE, MAKES NO
WARRANTIES OR REPRESENTATIONS WITH RESPECT THERETO,
INCLUDING ACCURACY, TIMELINESS OR COMPLETENESS THEREOF, AND
WILL
IN NO EVENT BE LIABLE FOR ANY TYPE OF DAMAGES OR INJURY
INCURRED IN CONNECTION WITH, OR ARISING OUT OF, THE FURNISHING
OR USE OF SUCH SOFTWARE.
For example, components and subassemblies incorporated into Westerbeke's products and supplied by
others (such as engine blocks, fuel systems and components, transmissions, electrical components, pumps
and other products) are generally supported by their manufacturers with their own software, and
Westerbeke must depend on such software for the design of Westerbeke's own product software. Such
software may be outdated and no longer accurate. Routine changes made by Westerbeke's suppliers, of
which Westerbeke rarely has notice in advance, are frequently not reflected in the supplier's software until
after such changes take place.
Westerbeke customers should also keep in mind the time span between printings of Westerbeke product
software, and the unavoidable existence of earlier, non-current Westerbeke software editions in the field.
Additionally, most Westerbeke products include customer requested special features that frequently do not
include complete documentation.
In summation, product software provided with Westerbeke products, whether from Westerbeke or other
suppliers, must not and cannot be relied upon exclusively as the definitive authority on the respective
product. It not only makes good sense but is imperative that appropriate representatives of Westerbeke or
the supplier in question be consulted to determine the accuracy and currentness of the product software
being consulted by the customer.
4 Westerbeke Engines

FOREWORD
Thankyou for selecting a Westerbeke marine product for your use. We at Westerbeke are pleased to have
you as a customer.
Read this manual carefully and observe all safety precautions included throughout. Operating procedures,
periodic preventive maintenance procedures, installation checks, system descriptions and minor
adjustment procedures are included herein so you can operate your equipment safely and properly,
maintain the equipment at a high level
of efficiency, and expect dependable performance and long service
life in return.
Should your unit require special attention, contact your Westerbeke dealer for assistance.
The Westerbeke
Service Orgauization is trained to provide the support necessary to ensure long-term dependable
performance.
from:
W£STERB£KE CORPORATION
AVON INDUSTRIAL PARK
AVON, NA 02322
I '""II\T I WESTERBEKE
"'"'l1lI
.... , .. "'" ....... ' ..... ."" . m ,,, .. '.'''''
YO ...' .. - ....... ., "''' ".-n., . "".Ct, ~"T<U'
CUSTOMER IDENTIFICATION
Adall Smith
Mail To:
85 Maple
Street
Alden,
J'
12234
Model W J2
T .0
5e r . •
1234C?06
Ellpires
717/88
'"
....
Inspection of Eqnipment
The engine is shippedfrom the factory mounted securely and properly crated. Accessory equipment is
shipped in a separate small box, usually packed within the engine's crate.
Before accepting shipment
of the engine from the transportation company, the crate should be opened and
the contents inspected for concealed damage.
If either visible or concealed damage is noted, you should
require that the delivery agent sign "Received in damaged condition" on the proper delivery receipt. Also
check the contents
of the shipment against the packing list and make sure that the proper notation is made
if any discrepancies exist. These noted discrepancies are your protection against loss or damage. Claims
concerning loss
or damage must be made to the carrier, not to Westerbeke Corporation.
5 Westerbeke Engines

TABLE OF CONTENTS
Section
Page
GENERAL .................................................................................................................. 6
ENGINE
CALLOUT PHOTO, RIGHT SIDE ..............................................................8
ENGINE
CALLOUT PHOTO, LEFr SIDE ...............................................................9
12C TWO GENERAL SPECIFICATIONS...... .............................. .. ...... 10
12 C TWO SYSTEM SPECIFICATIONS................................................................ 11
INSTALLATION CHECKS ...................................................................................... 14
PREPARATION FOR STARTING ............................................................................ 27
ENGINE CONTROL PANELS ................................................................................ 29
STARTING PROCEDURE ........................................................................................ 33
STOPPING PROCEDURE .. .............. ............ ................................................ 34
FUEL SYSTEM ....................................................................................................... 37
ELECTRICAL SYSTEM ........................................................................................... 42
DC CONTROL CIRCUIT WIRING DIAGRAM #39144 .......................................... 45
COOLING SySTEM........................... ............... .. ....... 47
LUBRICATION SYSTEM .................................................................................... 54
THE HBW 35 TRANSMISSION ........ ... . ............... . ......... .................... 57
ENGINE TROUBLESHOOTING .... ............... 61
MAINTENANCE AND ADJUSTMENTS ................................................................. 64
LAY-UP AND RECOMMISSIONING ..................................................................... 67
TABLE OF STANDARD HARDWARE TIGHTENING TORQUES ...................... 71
TORQUE SPECIFICATIONS ............ .... 72
SPARE PARTS LIST .................................................. .. ..................... 73
6 Westerbeke Engines

GENERAL
INTRODUCTION
This manual contains the equipment operating procedures as well as additional information needed to
help the operator keep the marine equipment in proper working order. Study and follow the instructions
carefully. A planned maintenance program is included in this manual; adhering to the program will
result in better equipment performance and longer equipment life. Proper diagnosis of a problem is the
most important step to satisfactory repair; consequently, a troubleshooting table is included.
UNDERSTANDING THE DIESEL ENGINE
The diesel engine closely resembles the gasoline engine, since the mechanism is essentially the same. The
cylinders are arranged above a closed crankcase; the crankshaft is of the same general type as that of a
gasoline engine; and the diesel engine has the same type of valves, camshaft, pistons, connecting rods and
lubricating system.
Therefore, to a great extent, a diesel engine requires the same preventive maintenance as a gasoline
engine. The most important factors are proper ventilation and proper maintenance of the fuel, lubricating
and cooling systems. Replacement of fuel and lubricating filter elements at the time periods specified is a
must, and frequent checking for contamination (that is, water, sediment, or algae) in the fuel system is
also essential. Another important factor is the use of the same brand of high detergent diesel lubricating
oil designed specifically for diesel engines. Be careful not to put gasoline in the diesel fuel tank(s).
Gasoline does not have the same lubricating qualities as diesel fuel; consequently, gasoline in the fuel
lines will damage components in the lift pump assembly, fuel injection pump, and in the injectors.
The diesel engine does differ from the gasoline engine, however, in its method of handling and firing of
fuel. The carburetor and ignition systems are done away with and in their place are two components -the
fuel injection pump and fuel injectors.
ORDERING PARTS
Whenever replacement parts are needed, always provide the engine model number, engine serial number,
and transmission serial number as they appear on the silver and black name plate located on the exhaust
manifold. You must provide us with this information so we may properly identify your engine. In
addition, include a complete part description and part number for each part needed (see the separately
furnished Parts List). Also be sure to insist upon Westerbeke factory packaged parts, because will fit or
generic parts are frequently not made to the same specifications as original equipment.
Note that component locations in the manual are referenced from the front of the engine which is the
pulley/drive belt end. (The flywheeUtransmission end is the rear end.) Left and right sides are
determined by the engine; imagine straddling the engine and facing in the same direction as the front of
the engine; the left side is at your left, the right side is at your right.
Westerbeke engine sets are thoroughly checked and given a final run under various load conditions before
leaving the factory. This is done to ensure dependable operation, long service, and a satisfied owner.
Care at the factory during assembly and thorough testing have resulted in Westerbeke units being capable
of many thousands of hours of dependable service. However, the manufacturer cannot control the type of
treatment a unit receives in the field. This part is up to the owner/operator.
7 Westerbeke Engines

00
::E
(l>
~
<>
3-
~
tTl
erg
~.
'"
Fresh Water Coolant Fill
Water Heater Flow Control
Control Panel
Connections -- _____ ","
....,Idi
Fuel Filter. _________ ........
.....
Preheat Solenoid - ______ _
.....
Zinc Anode -------------
Gear Shift Lever
Adjustable Engine Isolator'
Fresh Water Block Drain
Lube Oil Filter
12C TWO
RIGHT SIDE
. Intake Silencer
Fresh Water
Circulating Pump
Oil Pressure
Switch
Lube Oil Dipstick
Lube Oil Drain Hose

'!)
::E
(l>
V>
~
(l>
d-
~
(l>
trJ
"
C!9,
~
V>
Unit I. D. Plate
DC Charging Alternator
Starter with Solenoid
Fresh Water Coolant Fill
20 Amp DC Circuit Breaker
DC Battery Ground Connection
~TWO
_.-'T SIDE
Fuel Lift Pump
Exchanger Fresh Water Drain
Marine Transmission Drain

Engine Type
Horsepower
Governor
Combustion Chamber
Bore & Stroke
Piston Displacement
Firing Order
Direction of Rotation
12C MARINE PROPULSION ENGINE
GENERAL SPECIFICA
nONS
Diesel, four-cycle, two-cylinder, fresh water
cooled Vertical, in-line
12 hp at 3000 R.P.M.
Mechanical, centrifugal weight type
Swirl chamber type
2.99 x 2.76 inches (76 x 70 mm)
38.75 cubic inches (0.635 liters)
I - 2
Clockwise, when viewed from the front
Maximum Torque (at 2200 rpm) 30 Ib.-ft (4.15 kg-m)
Compression Ratio
Compression Pressure
Valve Seat Angle
Valve Clearance
(engine cold)
Dimensions:
Weight
Fuel Consumption:
Inclination
Idle Speed
Cruise RPM
Maximum RPM
10
23:1
398 psi (28 kg/cm2) at 280 rpm
Intake 45°
Exhaust 45°
Intake 0.010 inches (0.25 mm)
Exhaust 0.010 inches (0.25 mm)
Height: 19.75 inches (501.65 mm)
Width: 17.22 inches (437.3 mm)
Length:
25 inches (635 mm)
225 LBS ( 102.13 kgs)
0.7 gph (2.65 Iph) at 2500 rpm (approx.)
Continuous 14°
Temporary 25° (not to exceed 30 min)
1000-1200 rpm
2000-2500 RPM
2900 -3000 RPM
Westerbeke Engines

12 C TWO SYSTEM SPECIFICATIONS
FUEL SYSTEM:
General
Fuel
Fuel Injection Pump
Fuel Injection Tinting
Nozzle
Injection Pressure
Lift Pump
Fuel Filter (on engine)
Air cleaner
Air-Flow (engine combustion)
COOLING SYSTEM:
General
Operating Temperature
Fresh Water Pump
Sea Water Pump
Sea Water Flow, at 3000 RPM
(measured before discharging
into exhaust elbow)
System Capacity (fresh water)
LUBRICATIONSYSTEM
General
Oil Filter
11
Open flow, totally self-bleeding
No.2 diesel oil (cetane rating of 45
or higher)
Nippondenso (Bosch NC type)
19°TDC
Throttle Type
1991 psi (140 kg/cm2)
Electric
12 volt
Canister type, with replaceable element
Metal screen type -cleanable
34 cfm (0.96 cmm)
Fresh water-cooled block,
thermostatically controlled
with heat exchanger.
170 -190° (77 -88°C)
Centrifugal type, metal impeller,
belt driven
Positive displacement, rubber
impeller, gear..(!riven
8.0 gpm (30 lpm)
2.9 qts
(2.7 liters)
Pressure fed system, gear type,
enclosed in gear case, direct drive by
crankshaft, forced lubrication.
Full flow, paper element,
spin-on type.
Westerbeke Engines

SYSTEM SPECIFICATIONS CONTINUED...
Sump Capacity (including filter)
Operating Oil Pressure (engine hot)
Oil Grade
ELECTRICAL SYSTEM
Starting BatteI}'
BatteI}' Capacity
Starting Aid
Starter Motor
DC No-Load Current
Cold Cranking Current
Alternator
Regulator
TRANSMISSION (HBW35)
Standard Gear Ratio
Direction
of Rotation
Lubrication Fluid
Sump Capacity
12
3.0 US quarts (2.9 liters)
15 -45 psi (1.0 -3.1 kg/cm2)
API specification
of CC or CD
SAE 30, SAE 20, IOW-30
12-Vol!, (-) negative
ground.
300-400 cold cranking amps
Glow plugs, sheathed type
12 Volt, 1.2KW, solenoid actuated
shift
100 Amps at 11.5 Volts (3000 rpm,
min.)
125 Amps at 10 volts (805 rpm,
min.)
12 Volt DC, 50 Amps
Internal regulator, built into
alternator
2.05:1
Right Handed -standard transmission
Automatic Transmission Fluid (ATF)
Type A or Dexron II
0.32 U. S. quarts (0.3 liters) approx.
Westerbeke Engines

SYSTEM SPECIFICATIONS CONTINUED...
PROPELLER RECOMMENDATION
Standard Transmission
HEW 35 - 2R 2.05 : 1
The propeller selected must allow the
engine to reach its rated rpm at full
throttle underway
in forward gear
(3000 rpm +000 -100)
Propeller Shaft Diameter
ENGINE AIR REQUIREMENTS
Combustion Air
Cooling Air
FRONTCRANKSHAFTLOADING
Maximum Side Load
Maximum Distance
at crankshaft shives (measured from engine block)
Maximum Allowable Thrust Load
13
14 D x 9 P-RH Two blade
14 D x 7 P-RH Three blade
3/4 inch diameter (minimum)
Engine Combustion Air 34.0 CFM
(0.96 cmm)
Engine Block Cooling
100.0 CFM (2.8 cmm)
5 - 5.5
hp
4.7 inches
9.5 hp
Westerbeke Engines

INSTALLATION CHECKS
GENERAL
Since the crafts in which Westerbeke engines are installed vary in design, installation procedures will vary
accordingly. The intent of this section is not to advise boatyards or installers on procedures already well
developed and well understood. However, it is important that the owner/operator realize there are details
of the installation which require periodic checks to ensure the best operating conditions for the equipment
and safe operating conditions for the personnel on board. Proper location and installation of the engine
in the vessel are of prime importance.
Factors in the installation that must be considered are ventilation, of prime importance, to aid in the
cooling of the transmission, to provide air for engine combustion and to remove hot air produced by the
engine during operation. The exhaust system, to properly discharge raw cooling water (sea water) to quiet
the exhaust while expelling exhaust gases. The cooling water supply, proper fuel supply and DC electrical
connections.
CAUTION
For safety reasons, the engine and transmission are NOT filled with lubricating oil for shipment. Before
leaving the factory, however, each engine and transmission are thoroughly tested with oil in its engine.
This testing, among other things, provides all internal parts with a coating of oil. This oil acts as a
preservative, providing reliable protection against corrosion for at least one year if the engine is properly
stored.
LOCATION
The location should be dry and in a location where the engine cannot be splashed by bilge water or water
from above. It should be properly ventilated and accessible for minor servicing and repairs. Access for
major repairs should be given consideration as well. The location must be properly ventilated to provide
fresh air for engine combustion. Access must be given for the lubrication oil sump dipstick, the fresh
water and oil fills, and the transmission's dipstick and oil fill. Please note that the engine's installation
angle cannot exceed 14 degrees from the horizontal plain.
FILL CAP
COOLANT
RECOVERy .....
TANK
CABIN
COCKPIT
H OR J: Z Q H T AI.- ----=-\;.c:.~-...:::""--
PLRXH
INSTALLRTIOH RNCLE
MUST HOT EXCEEO 14'
Please note that the engine's installation angle cannot exceed 14° from the horizontal plain.
14
Westerbeke Engines

RIGGING AND LIFTING
The engine is fitted with lifting eyes. Rope or chain slings capable of supporting the engine's weight
should
be attached to the eyes and the engine lifted by means of tackle attached to this sling. The lifting
eyes have been designed to carry the full weight
of the engine; therefore, auxiliary slings are not required
or desired.
CAUTION
Slings must not be so short as to place significant stress on the engine's lifting eyes. Strain placed on the
lifting eyes by the lifting sling must not be in excess
of 10° from the vertical plain.
SLING LIFTING
ANGLE MUST NOT
EXOEED 10°
LIFTING EYE
ENGINE
The general rule in moving engines is to see that all equipment used is amply strong and firmly fixed in
place. Move the engine a little at a time and see that it is firmly supported. Eliminate the possibility of
accidents by avoiding haste. Do not lift the engine by its crankshaft pulley. In certain situations it may be
necessary to lift the engine in positions other than the horizontal position. Certain situations exist by
which the engine must be lowered endwise through a small hatchway which cannot be made larger.
Under those conditions,
if the opening of the hatchway is e>.'lremely restrictive, it is possible to reduce, to
some
e>.'lent, the outside dimensions of the engine by removing external component such as the alternator,
the cooling system's piping, the heat exchanger, certain filters, the mounting isolators and other
obstructive equipment. This accessory equipment should be removed by a competent mechanic and
special care should
be taken to avoid damage to any exposed parts. In addition, be careful not to allow
contaminants to enter any opening created by the removal
of equipment. Removed parts should be
returned to their respective position as soon as the engine has cleared the obstruction opening and is
ready to be positioned
on its mounting platform.
In case it becomes necessary to hoist the engine front-end upwards or transmission-end upwards, the
attachment
of lifting slings must be done carefully to avoid the possibility of damaging the parts on which
the weight
of the slings may bear. Special rigging work is best done by someone experienced and
competent in handling heavy machinery.
15
Westerbeke Engines

ENGINE BOLTS
Bronze or stainless steel hanger bolts of appropriate size are recommended for use through the engine's
flexible isolator mounts. Less preferred are lag screws because their hold on the wood is weakened every
time they are moved, whereas, the hanger bolts stay in position. If the nut on top of the hanger bolt is
removed to allow the engine to be lifted from its resting place, the hanger bolt itself remains in place, as a
stud. Consequently, the bond between the hanger bolt and the wood or fiberglass is not weakened by the
removal of the nut or the engine.
FOUNDATION FOR THE ENGINE
A good engine bed contributes much toward the satisfactory operation of the engine. The engine's bed
must be rigidly constructed and neither deflect nor twist when it is subjected to the engine's weight or to
the pressures that the boat may experience while operating in rough seas. The bed must keep the engine's
alignment within one Or two thousandths of an inch of this position at all times. The bed has to withstand
the forward push of the propeller shaft which pushes against the thrust washer bearing which finally
pushes against the engine's bolts and bed.
In fiberglass hulls, we recommend that similar wooden stringers as in wooden hulls be formed and fitted,
then glassed securely to the hull. This allows the hanger bolts to be installed firmly in the wood, thereby
reducing noise and transmitted vibration.
The engine support stringers must be as wide or wider than the engine mounting isolator. Isolator
overhang and/or rounded stringer surfaces are detrimental to the isolators' ability to retain vibration.
Preformed fiberglass engine beds, when used, should be of sufficient thickness to properly support the
engine and should be well-glassed to the hull when installed.
The temptation to install the engine on a pair of fiberglass angle irons must be resisted. Such construction
will allow engine vibration to pass through to the hull. Flexible mounts require a firm foundation against
which they must act if they are to perform their function. When possible, follow bed design & and avoid
bed designJ!. (refer to illustration).
Supports between the bed stringers, and extending from the stringers to the hull, may be required for
proper support and to aid in the absorption of vibration.
GOOD
A
16
BAD
B
NOTE: Avoid excessive height, use
solid stringer construction (Al·
Westerbeke Engines

PROPELLER SHAFT COUPLING
The propeller shaft coupling fitted to the transmission's output flange must transmit not only the power of
the engine to tum the propeller shaft and propeller, but must also transmit the thrust of the
engine/transmission either ahead or astern.
The coupling should be carefully machined for a slight forced fit onto the shaft and an accurate mating
surface for the coupling to the output flange ofthe transmission.
The forward end ofthe propeller shaft has a long straight keyway.
Any burrs should be removed from the
shaft's end. The coupling should be a light drive fit on the shaft and the shaft should not have to be
scraped down or filled in order to fit properly.
It is important that the key be properly fitted to both the
shaft and the coupling. The key should fit the side ofthe keyway closely, but should not touch the top
of
the keyway in the hub ofthe coupling.
If driving the coupling over the shaft is difficult, the coupling can be expanded by heating it in a pail of
boiling water. The face ofthe propeller coupling must be exactly perpendicular to the centerline or axis of
the propeller shaft.
PROPELLER
The type and size ofpropeller varies with the gear ratio and must be selected to fit the application, based
upon boat tests. To utilize the full power of the engine, and
to achieve ideal loading conditions, use a
propeller which will permit the engine to reach its full rated RPM at full throttle while under a normal
load and while it
is moving the boat forward through the water.
ALIGNMENT OF THE ENGINE
The engine must be exactly aligned with the propeller shaft in the proper fashion. No matter what
material is used to build a boat, the material will be found to
be flexible to some extent; hence, the boat's
hull will change its shape to a greater
e>.ient than is usually realized when the boat is launched and
operated in the water. Therefore, it becomes extremely important to check the engine's alignment at
frequent intervals and to correct any errors when they appear.
Misalignment between the engine and the propeller shaft often creates serious problems which are often
blamed on other areas suspected ofcausing the trouble. Misalignment will cause excessive bearing wear,
rapid shaft wear, and will, in many cases, reduce the life of the boat's hull by loosening the hull's
fastenings. A bent propeller shaft will have the exact effect
as those just stated; therefore, a perfectly
straight propeller shaft
is absolutely necessary. One particularly annoying result of misalignment may be
leakage
of transmission oil through the transmission's rear oil seaL If oil is leaking from this seal, check
and make sure that the alignment
is within the limits prescribed.
Never attempt a final alignment with the boat on land. The boat should be in the water and have had an
opportunity
to assume its final water form. The best time to perform the propeller shaft/transmission
coupling alignment
is with the fuel and water tanks about half full and all the usual equipment on board,
and after the main mast has been stepped and the final rigging has been accomplished.
17 Westerbeke Engines

Take plenty aHime in making this alignment and do not be satisfied with anything less than perfect
results.
The alignment is correct when the shaft can be easily slipped backward and forward into the counterbore,
and when a feeler gauge indicates that the flanges come together at all points. The alignment between the
propeller shaft coupling and the engine's coupling can contain an error no greater than one thousandth of
an inch per inch of the coupling diameter. For example, if your propeller shaft coupling is three inches in
diameter, the maximum error that can be allowed in the alignment is three thousandths of an inch (.003).
(see diagram)
.003 FEELER GAUGE
PROPELLER SHAFT
STRAIGHT EDGE
Try to position the engine as low down on the isolators threaded stud as possible. This will help reduce
engine movement under load. Shim under the isolator base if necessary to accomplish this.
In making the final check for alignment, the engine's halfcoupling should be held in one position and the
alignment with the propeller coupling tested with the propeller coupling in each of four positions (A),
while rotated 90 degrees between each position. This test will also check whether the propeller's half-
coupling is in exact alignment on its shaft. Then, keeping the propeller coupling in one position, the
alignment should be checked by rotating the engine's half-coupling in 90 degree increments, checking
dimension (A) while in each 90 degree position until the half-coupling has been rotated full circle. (see
diagram)
The engine's alignment should be rechecked after the boat has been in service for one to three weeks and,
if necessary, perform the alignment again. Usually it will be found that the engine is no longer in
alignment. This does not mean that the work has been done improperly at first; rather, it means that the
boat has taken some time to take its final shape and that the engine's bed and stringers have probably
absorbed some moisture. It may even be necessary to realign the coupling halves again at a later time.
18
Westerbeke Engines

EXHAUST SYSTEM
WARNING
Although diesel engine exhaust fumes are not as toxic as exhaust fumes from gasoline engines, carbon
monoxide gas is present in diesel exhaust fumes. Carbon monoxide is a dangerous gas that can cause
unconsciousness and is potentially lethal. Some of the symptoms or signs
of carbon monoxide inhalation
or poisoning are listed below.
-Dizziness -Vomiting -Throbbing in Temples
-Muscular Twitching -Intense Headache -Weakness and Sleepiness
All exhaust systems should
be such that the entry of sea water into the engine's exhaust manifold and
cylinders
is prevented while the engine is running, or while the vessel is under sailor power in which case
the vessel may experience healing or backing down from following seas or any other conditions. Special
attention must be made to ensure that the exhaust system is secure and tight and free ofleaks.
THE
SEA WATER SUPPLY THROUGH-HULL FITTING MUST BE THE FLUSH TYPE. HIGH
SPEED SCOOP TYPE FITTINGS MUST NOT BE USED. THEY CAN FORCE SEA WATER
THROUGH THE SEA WATER COOLING CIRCUIT AND FILL THE ENGINE WITH WATER WHEN
THE ENGINE
IS NOT RUNNING AND THE VESSEL IS UNDERWAY.
The exhaust system provides an outlet line to vent engine exhaust gases out ofand away from the vessel.
The system also discharges sea water which has passed through the engine's sea water circuit by mixing it
with hot exhaust gases. This mixing helps cool the exhaust gases and exhaust system from the water
injected elbow to the through hull discharge.The exhaust system and
sea water supply to the exhaust must
be configured to prevent the siphoning of sea water into the exhaust through the sea water cooling circuit
and to prevent the entry ofsea water into the exhaust through the circuit's through-hull discharge port.
If
not prevented, sea water entering through the system can fill the exhaust system muffler and enter the
engine's cylinders. This will prevent proper starting and possibly cause damage
to internal engine
components.
SIPHON BREAK
Installers are reminded that installations that place a unit's exhaust manifold/water injected exhaust elbow
within
12 inches or less of being at the vessel's water line or place it below the vessel's water line must
install a siphon break device in the raw water supply line
to the water injected exhaust elbow. This device
must
be located well above the vessel's water line. Twelve (12) inches minimum, eighteen (18) inches
preferred. The device must
be located so as to always remain at this height above the waterline during all
conditions
of vessel operation. With this in mind, the siphon break may well need to be located even
higher than
18 inches because of the vessel's changes in water line location with the change of vessel
attitude on the water while under power or sail. Should the vessel attitude during operation cause the
device to
be close to or below the vessel's water line, the device will have no effect on stopping the
siphoning
of raw water through the raw water cooling system into the exhaust; thus, filling the exhaust
and entering the engine's exhaust manifold and engine cylinders. The illustration shows a siphon break
installed.
19 Westerbeke Engines

The sea water supply hose to the exhaust system's water injected elbow should be routed (looped) at least
12 inches above the vessel water line. An anti-siphon break should be installed, when needed, at the top
of this loop. The top of the loop should be placed high enough above the vessel's water line so as to
remain above the water line when the vessel is underway, no matter what the angle of heel or roll may be.
Syphon break
Waterlin~~
-~--~~ ....
~";;,~
Insulate.~
Installation with exhaust
manifold/water-injected elbow
at or below vessel water line.
Installation with exhaust
manifold/water-injected elbow
at a minimum of S" above
vessel water line.
I
48" max.
CAUTION: Vented loop must be .. :-.: ..
in a location where it will remain
above the water line during all
attitudes of the vessel's operation.
NOTE: The engine's heat exchanger
outlet
will determine the 1Je" or 1n
dimension for the vented loop.
48n max.
I
Hydro-Hush
The sea water supply through-hull sea cock fittings must be of the flush-hull type. High-speed scoop type
of fittings should not be used as they can force sea water through. The exhaust discharge from the water
lift muffler should be routed well above the water line then downward to the through-hull discharge. This
routing will prevent sea water entry if the through-hull discharge fitting becomes submerged when the
vessel heels or rolls while under way, or is subjected to following sea conditions. Refer to the figures
shown above for recommended exhaust system installations. The exhaust through-hull discharge fitting
must not be restrictive so as to create unwanted back-pressure in the system.
20 Westerbeke Engines