Westerbeke 30 User manual

TECHNICAL MANUAL

WESTERBEKE

30

Marine

Diesel

Eng ine

(F

0 r

mer

Iy

Fo

u r -

91)

PUBLICATION

#11874

Edition

Five

September

1980

j'~

'WESTERBEKE

WESTERBEKECORPORATION

j

MYLES

STANDISH

INDUSTRIAL

PARK

150

JOHN HANCOCK

ROAD,

TAUNTON,

MA

02780-7319

TECHNICAL MANUAL

WESTERBEKE

30

Marine

Diesel

Eng ine

(F

0 r

mer

Iy

Fo

u r -

91)

PUBLICATION

#11874

Edition

Five

September

1980

j'~

'WESTERBEKE

WESTERBEKECORPORATION

j

MYLES

STANDISH

INDUSTRIAL

PARK

150

JOHN HANCOCK

ROAD,

TAUNTON,

MA

02780-7319

SECTION

INDEX

GENERAL

Introduction Operation

Installation Maintenance

ENGINE OVERHAUL

OTHER OVERHAUL

Marine Engine Electrical System

Cooling System (External)

Transmissions

GENERATOR SETS

HYDRAULIC CRANKING SYSTEM

SERVICE BULLETINS

3

4

IMPORTANT

PRODUCT

SOFT~IARE

NOTICE

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

specifi-

cations provided

from

sources other

than Westerbeke,

is

not within

Wester-

beke's control and, accordingly,

is

provided to

Westerbeke

customers

only

as

a courtesy

and

service.

WESTERBEKE

CANNOT

BE

RESPONSIBLE

FOR

THE

CONTENT

OF

SUCH

SOFn-/ARE,

MAKES

NO

WARRANTI

ES

OR

REPRESENTATIONS

WITH

RESPECT

THERETO,

INCLUDING

THE

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

sub-assemb-

lies

incorporated in

~Jesterbeke's

products

and

supplied

by

others

(such

as

engine blocks, fuel

systems

and

com-

ponents, transmissions,

electrical

com-

ponents,

pumps,

and

other products)

are generally supported

by

their

manu-

facturers with

their

own

software,

and

Westerbeke

must

depend

on

such

software

for the

des

i

gn

of

~les

terbeke •sown

product software.

Such

software

may

be

outdated

and

no

longer accurate.

Routine

changes

made

by

Hesterbeke's suppliers,

of

which

~~esterbeke

rarely

has

notice

in advance, are frequently not reflected

in the supplier's software until

after

such

changes

take place.

I~esterbeke

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

Wester-

beke

products include customer-requested

special features

that

frequently

do

not

include

complete

documentation.

In

sum,

product software provided with

Westerbeke

products, whether

from

Wester-

beke

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

I~esterbeke

or the

supplier in question

be

consulted to

determine the accuracy

and

currency of

the product software being consulted

by

the

cus

tomer.

5

INTRODUCTION

IMPORTANT

THIS

MANUAL

IS A

DETAILED

GUIDE

TO

THE

INSTALLATION,

START-UP,

OPERATION

AND

MAINTENANCE

OF

YOUR

WESTERBEKE

MARINE

DIESEL

ENGINE.

THE

INFORMA-

TION

IT

CONTAINS

IS

VITAL

TO

THE

ENGINE'S

DEPENDABLE,

LONG

TERM

OPERA-

TION.

~AD

IT

KEEP

IT

IN

A

SAFE

PLACE

KEEP

IT

HANDY

FOR

REFERENCE

AT

ALL

TIMES

FAILURE

TO

DO

SO

WILL

INVITE

SERIOUS

RISK,

NOT

ONLY

TO

YOUR

INVESTMENT,

BUT

YOUR

SAFETY

AS

WELL.

UNDERSTANDING

THE

DIESEL

•..•

The

diesel

engine

closely

resembles

the

gasoline

engine

inasmuch

as

the

mechanism

is

essentially

the

same.

Its

cylinders

are

arranged

above

its

closed

crankcase;

its

crankshaft

is

of

the

same

general

type

as

that

of

a

gasoline

engine;

it

has

the

same

sort

of

valves,

camshaft,

pistons,

connecting

rods,

lubricating

system

and

reverse

and

reduction

gear.

Therefore,

it

follows

to

a

great

extent

that

a

diesel

engine

requires

the

same

preventative

maintenance

as

that

which any

intelligent

operator

would

give

to

a

gas-

oline

engine.

The most

important

factors

are

proper

maintenance

of

the

fuel,

lub-

ricating

and

cooling

systems.

Replacement

of

fuel

and

lubricating

filter

elements

at

the

time

periods

specified

is

a

must,

and

frequent

checking

for

contamination

(i.e.

water,

sediment

etc.)

in

the

fuel

system

is

also

essential.

Another

important

factor

is

the

use

of

the

same

brand

of

"high

detergent"

diesel

lubricating

oil

designed

specifically

for

diesel

engines.

The

diesel

engine

does

differ

from

the

gasoline

engine,

however,

in

the

method

of

handling

and

firing

its

fuel.

The

carbu-

retor

and

ignition

systems

are

done away

with

and

in

their

place

is

a

single

com-

ponent

-

the

Fuel

Injection

Pump

-which

performs

the

function

of

both.

Unremitting

care

and

attention

at

the

factory

have

resulted

in

a

Westerbeke

engine

capable

of

many

thousands

of

hours

of

dependable

service.

What

the

manufact-

urer

cannot

control,

however,

is

the

treatment

it

receives

in

service.

This

part

rests

with

you!

ORDERING

PARTS

Whenever

replacement

parts

are

needed,

always

include

the

complete

part

descrip-

tion

and

part

number

(see

separate

Parts

List

furnished,

if

not

part

of

this

pub-

lication).

Be

sure

to

include

the

engine's

model and

serial

number. Also

be

sure

to

insist

upon

Westerbeke

factory

packaged

parts,

because

"will

fit"

parts

are

frequently

not

made

to

the

same

specifications

as

original

equipment.

GENERATOR

SETS

Westerbeke

diesels

are

used

for

both

the

propulsion

of

boats

and

for

generating

electrical

power. For

generator

set

app-

lications,

all

details

of

this

Manual

apply,

except

in

regard

to

certain

por-

tions

of

the

Installation,

Operation

and

Maintenance

sections.

Additional

infor-

mation

is

provided

in

the

section

titled

Generator

Sets,

Section

T.

6 YOUR NOTES

7 .

INSTALLATION

FOREWORD

Since

the

boats

in

which

these

engines

are

used

are

many

and

varied,

details

of

engine

installation

are

equally

so.

It

is

not

the

purpose

of

this

section

to

advise

boatyards

and

engine

installers

on

the

generally

well

understood

and

well

developed

procedures

for

installation

of

en-

gines.

However,

the

following

outline

of

general

procedure

is

included

because

it

is

valuable

in

explaining

the

functions

of

each

component,

the

reasons

why,

the

precautions

to

be

watched

and

the

relationship

of

the

installation

to

the

operation

of

the

engine.

There

are

details

of

the

installation

which

should

have a

periodic

check

and

of

which

the

operator

should

have

a

thorough

understanding

to

insure

good

operating

conditions

for

the

engine

and

correct

procedure

for

its

servicing.

INSPECTION

OF

EQUIPMENT

The

engine

is

shipped

from

the

factory

mounted

securely

and

properly

crated.

Ac-

cessory

equipment

is

shipped

in

a

separate

small

box,

usually

packed

with

the

engine

crate.

Before

accepting

shipment

from

the

transportation

company,

the

crate

should

be

opened and

an

inspection

made

for

con-

cealed

damage.

If

either

visible

or

con-

cealed

damage

is

noted,

you

should

require

the

delivering

agent

to

sign

"Received

in

damaged

condition".

Also

check

contents

of

the

shipment

against

the

packing

list

and make

sure

note

is

made

of

any

discrep-

ancies.

This

is

your

protection

against

loss

or

damage.

Claims

for

loss

or

damage

must

be

made

to

the

carrier,

not

to

J.

H.

Westerbeke

Corporation.

RIGGING

AND

LIFTING

The

engine

is

fitted

with

lifting

rings.

Rope

or

chain

slings

should

be

at-

tached

to

the

rings

and

the

engine

lifted

by means

o~

tackle

attached

to

this

sling.

The

lifting

rings

have

been

designed

to

carry

the

full

weight

of

the

engine,

therefore

auxiliary

slings

are

not

re-

quired

or

desired.

CAUTION:

Slings

must

not

be

so

short

as

to

place

the

engine

lifting

eyes

in

sig-

nificant

sheer

stress.

Strain

on

the

engine

lifting

eyes

must

not

be

in

excess

of

100 from

the

vertical.

A

spacer

bar

must

be

placed

between

the

two

lifting

eyes,

if

supported

by

valve

cover

studs.

The

general

rule

in

moving

engines

is

to

see

that

all

equipment

used

is

amply

strong

and

firmly

fixed

in

place.

Move

the

engine

a

little

at

a

time

and

see

that

it

is

firmly

supported.

Eliminate

possibil-

ity

of

accidents

by

avoiding

haste.

Do

not

lift

from

the

propeller

coupling,

or

pry

against

this

with

crowbar,

as

you

may

distort

the

coupling.

In

some

cases

it

may

be

necessary

to

lift

the

engine

in

other

than

the

regular

horizontal

position.

It

may

be

that

the

engine

must

be

lowered

endwise

through

a

small

hatchway which

cannot

be

made

larger.

If

the

opening

is

extremely

restricted

it

is

possible

to

reduce,

to

some

extent,

the

outside

clearances

such

as

generator,

cooling

piping,

water

tank,

filters,

mounting

lugs,

etc.

This

accessory

equip-

ment

should

be

removed by a

competent

mechanic and

special

care

should

be

taken

to

avoid

damage

to

any

exposed

parts

and

to

avoid

dirt

entering

openings.

The

parts

which

have

been

removed

should

be

returned

to

position

as

soon

as

the

restriction

has

been

passed.

In

case

it

is

necessary

to

hoist

the

engine

either

front

end upwards

or

reverse

gear

end

upwards,

the

attachment

of

slings

must be done

very

carefully

to

avoid

the

possibility

of

damage

to

the

parts

on

which

the

weight

may

bear.

It

is

best

if

special

rigging

work be done by someone

experienced

and

competent

in

the

handling

of

heavy

machinery.

ENGINE

BOLTS

It

is

recommended

that

bronze

hanger

bolts

of

appropriate

size

be

used

through

the

engine

flexible

mounts.

Lag

screws

are

less

preferred

because

their

hold

on

the

wood

is

weakened

every

time

they

are

moved,

whereas

the

lag

bolt

stays

in

pos-

ition

and

the

nut

on

top

is

used

to

tight-

en

the

engine

down

or

is

removed

to

permit

the

engine

to

be

lifted.

The

bolt

itself

stays

in

position

at

all

times,

as

a

stud,

and

the

bond

between

the

bolt

and

the

wood

is

not

weakened by

its

removal.

8

FOUNDATION

FOR

ENGINE

A good

engine

bed

contributes

much

toward

the

satisfactory

operation

of

the

engine.

The

engine

bed must be

of

rigid

construction

and

neither

deflect

nor

twist

when

subjected

to

the

engine

weight

or

the

position

the

boat

may

have

to

take

under

the

effects

of

rough

seas.

The

bed

must

keep

the

engine

within

one

or

two

thous-

andths

of

an

inch

of

this

position

at

all

times.

It

has

to

withstand

the

forward

push

of

the

propeller

which

is

applied

to

the

propeller

shaft,

to

the

thrust

washer

bearing

in

the

engine

and

finally

to

the

engine

bolts

and

engine

bed.

In

fiberglas

hulls,

we

recommend

that

similar

wooden

stringers

as

in

wooden

hulls

be

formed and

fitted,

then

glassed

to

the

hull

securely.

This

allows

hanger

bolts

to

be

installed

firmly

in

wood,

thus

reducing

noise

and

transmitted

vibration.

The

temptation

to

install

the

engine

on

a

pair

of

fiberglas

"angle

irons"

should

be

resisted.

Such

construction

will

allow

engine

vibrations

to

pass

through

to

the

hull.

Flexible

mounts

require

a

firm

foundation

against

which

to

react

if

they

are

to

do

their

job.

When

possible,

follow

bed

design

"A" and

avoid

bed

design

"B".

PROPELLER

COUPLING

Each

Westerbeke

Diesel

engine

is

regu-

larly

fitted

with

a

suitable

coupling

for

connecting

the

propeller

shaft

to

the

engine.

The

coupling

must

not

only

transmit

the

power

of

the

engine

to

turn

the

shaft,

but

must

also

transmit

the

thrust

either

ahead

or

astern

from

the

shaft

to

the

thrust

bearing

which

is

built

into

the

reduction

gear

housing

of

the

engine.

This

coupling

is

very

carefully

machined

for

accurate

fit.

For

all

engine

models,

a

propeller

half-

coupling,

bored

to

shaft

size

for

the

specific

order,

is

supplied.

The

coupling

either

has

a keyway

with

set

screws

or

is

of

the

clamping

type.

The

forward

end

of

the

propeller

shaft

has

a

long

straight

keyway.

Any

burrs

should

be

removed from

the

shaft

end.

The

coupling

should

be a

light

drive

fit

on

the

shaft

and

the

shaft

should

not

have

to

be

scraped

down

or

filed

in

order

to

get

a

fit.

It

is

important

that

the

key

be

properly

fitted

both

to

the

shaft

and

the

coupling.

The

key

should

fit

the

side

of

the

keyway

very

closely,

but

should

not

touch

the

top

of

the

keyway

in

the

hub

of

the

coupling.

If

it

seems

difficult

to

drive

the

coupling

over

the

shaft,

the

coupling

can

be expanded by

heating

in

a

pail

of

boil-

ing

water.

The

face

of

the

propeller

coupling

must

be

exactly

perpendicular

to

the

centerline

or

axis

of

the

propeller

shaft.

PROPELLER

The

type

and

size

of

propeller

varies

with

the

gear

ratio

and must

be

selected

to

fit

the

application

based

upon

boat

tests.

To

utilize

the

full

power

of

the

engine,

and

to

achieve

ideal

loading

con-

ditions,

it

is

desirable

to

use

a

propel-

ler

which

will

permit

the

engine

to

reach

its

full

rated

speed

at

full

throttle

under

normal

load.

ALIGNMENT

OF

ENGINE

The

engine

must

be

properly

and

exactly

aligned

with

the

propeller

shaft.

No

matter

what

material

is

used

to

build

a

boat

it

will

be found

to

be

flexible

to

some

extent

and

the

boat

hull

will

change

its

shape

to

a

greater

extent

than

is

usually

realized

when

it

is

launched

and

operated

in

the

water.

It

is

therefore

very

important

to

check

the

engine

align-

ment

at

frequent

intervals

and

to

correct

any

errors

when

they

may

appear.

Misalignment

between

the

engine

and

the

propeller

shaft

is

the

cause

of

troubles

which

are

blamed

often

on

other

causes.

It

will

create

excessive

bearing

wear,

rapid

shaft

wear and

will,

in

many

cases,

reduce

the

life

of

the

hull

by

loosening

the

hull

fastenings.

A

bent

propeller

shaft

will

have

exactly

the

same

effect

and

it

is

therefore

necessary

that

the

propeller

shaft

itself

be

perfectly

straight.

One

particularly

annoying

result

of

mis-

alignment

may

be

leakage

of

tra.nsmission

oil

through

the

rear

oil

seal.

Check

to

make

sure

that

alignment

is

within

the

limits

prescribed.

The

engine

should

be

moved

around

on

the

bed and

supported

on

the

screw-jacks

or

shims

until

the

two

halves

of

the

coup-

lings

can

be

brought

together

without

using

force

and

so

that

the

flanges

meet

evenly

all

around.

It

is

best

not

to

drill

the

foundation

for

the

foundation

bolts

until

the

approximate

alignment

has

been

accu-

rately

determined.

Never

attempt

a

final

alignment

with

the

boat

on

land.

The

boat

should

be

in

the

water

and have had

an

opportunity

to

assume

its

final

water

form.

It

is

best

to

do

the

alignment

with

the

fuel

and

water

tank

about

half

full

and

all

the

usual

equipment

on

board

and

after

the

main

mast

has

been

stepped

and

final

rig-

ging

has

been

accomplished.

Take

plenty

of

time

in

making

this

alignment

and do

not

be

satisfied

with

anything

less

than

perfect

results.

The

alignment

is

correct

when

the

shaft

can

be

slipped

backwards

and

forward

into

the

counterbore

very

easily

and when a

feeler

gauge

indicates

that

the

flanges

come

exactly

together

at

all

points.

The

two

halves

of

the

propeller

coupling

should

be

parallel

within

0.002

inches

(A).

I

\ )

9

In

making

the

final

check

for

alignment,

the

engine

half

coupling

should

be

held

in

one

position

and

the

alignment

with

the

propeller

coupling

tested

with

the

propeller

coupling

in

each

of

four

positions,

rotated

900

between

each

position.

This

test

will

also

check

whether

the

propeller

half

coup-

ling

is

in

exact

alignment

on

its

shaft.

Then,

keeping

the

propeller

coupling

in

one

position

the

alignment

should

be

checked

rot"ating

the

engine

half

coupling

to

full

position

each

900 from

the

The

engine

alignment

should

be

rechecked

after

the

boat

has

been

in

service

for

one

to

three

weeks

and,

if

necessary,

the

alignment

remade.

It

will

usually

be

found

that

the

engine

is

no

longer

in

alignment.

This

in

not

because

the

work

was

improperly

done

at

first,

but

because

the

boat

has

taken

some

time

to

take

its

final

shape

and

the

engine

bed

and

engine

stringers

have

probably

absorbed

some

moisture.

It

may

even

be

necessary

to

re-

align

at

a

further

period.

The

coupling

should

always

be

opened

up

and

the

bolts

removed whenever

the

boat

is

hauled

out

or·moved

from

the

land

to

the

water,

and

during

storage

in

a

cradle.

The

flexibility

of

the

boat

often

puts

a

very

severe

strain

on

the

shaft

or

the

coupling

or

both

when

it

is

being

moved.

In

some

cases

the

shaft

has

actually

been

bent

by

these

strains.

This

does

not

apply

to

small

boats

that

are

hauled

out

of

the

water

when

not

in

use,

unless

they

are

dry

for

a

considerable

time.

EXHAUST

SYSTEM

Exhaust

line

installations

vary

consid-

erably

and

each

must

be

designed

for

the

particular

job.

The

general

requirements

are

to

provide

an

outlet

line

with

a

mini-

mum

of

restrictions

and

arranged

so

that

sea

water,

rain

water,

or

condensation

cannot

get

back

into

the

engine.

There

should

be a

considerable

fall

in

the

line

between

the

exhaust

manifold

flange

and

the

discharge

end.

This

slope

in

the

pipe

makes

it

difficult

for

water

to

be

driven

in

very

far

by a wave; and a

steep

drop

followed

by a

long

slope

is

better

than

a

straight

gradual

slope.

Avoid any

depres-

sion

or

trough

to

the

line

which would

fill

with

water

and

obstruct

the

flow

of

exhaust

gas.

Also

avoid

any

sharp

bends.

Brass

or

copper

is

not

acceptable

for

wet

exhaust

systems,

as

the

combination

of

salt

water

and

diesel

exhaust

gas

will

10

cause

rapid

deterioration.

Galvanized

iron

fittings

and

galvanized

iron

pipe

is

recommended

for

the

exhaust

line.

The

ex-

haust

line

must

be

at

least

as

large

as

the

engine

exhaust

manifold

flange

and

be

increased

in

size

if

there

is

an

especial-

ly

long

run

and/or

many

elbows.

It

should

be

increased

by

1/2"

in

LD.

for

every

10

feet

beyond

the

first

10

feet.

EXHAUST

SYSTEM

WITH

WATER

JACKETED

STANDPIPE

To

insure

vibration

doesn't

transmit

to

hull,

use

a

flexible

section

preferably

of

stainless

steel,

no

less

than

12"

overall,

threaded

at

each

end and

installed

as

close

to

the

engine

as

possible.

This

flexible

section

should

be

installed

with

no

bends

and

covered

with

insulating

mater-

ial.

The

exhaust

pipe

should

be

properly

supported

by

brackets

to

eliminate

any

strain

on

the

manifold

flange

studs.

Many

installations

use

flexible

rubber

exhaust

hose

for

the

water

cooled

section

of

the

exhaust

line

because

of

the

ease

of

instal-

lation

and

flexibility.

Provide

adequate

1-)/10"

0,0.

\If

AT

[III

lIFT

[1t"4AU5T

i't'S'Tn.

WITH

~·.!!..U~

MUF'F'I.£~

WATER

LIFT

EXHAUST

SYSTEM

WITH

"HYDRO-HUSH"

MUFFLER

support

for

the

rubber

hose

to

prevent

sagging,

bending,

and

formation

of

water

pockets.

Always

arrange

that

water

discharge

into

the

rubber

hose

section

is

behind

a

riser

or

sufficiently

below

the

exhaust

flange

so

that

water

cannot

possibly

flow

back

into

the

engine.

Also

make

sure

that

entering

sea

water

cannot

spray

directly

against

the

inside

of

the

exhaust

piping.

Otherwise

excessive

erosion

will

occur.

MEASURING

EXHAUST

GAS

BACK

PRESSURE

Back

pressure

must be measured on a

straight

section

of

the

exhaust

line

and

as

near

as

possible

to

the

engine

exhaust

manifold.

The

engine

should

be

run

at

maximum

load

during

the

measurement

period.

Set~up

should

be

as

shown below.

1.

For

normally

asperated

engines:

Pressure

Test

Mercury

Test

Water Column

1-1/2"

Max

PSI 3" Mercury = 39"

2.

For

turbo-charged

engines:

Pressure

Test

Mercury

Test

0.75

Max

PSI

1-1/2"

Mercury

Checking The Back

Pressure

1.

Exhaust

pipe

flange

2. Exhaust

line

Water Column

= 19-1/2"

3.

Transparent

plastic

hose,

partly

filled

with.water.

Measurement

"A"

may

not

exceed

39"

for

normally

asperated

engines

and

19.5"

for

turbo-charged

engines.

WATER

CONNECTIONS

Seacocks

and

strainers

should

be

of

the

full

flow

type

at

least

one

size

greater

than

the

inlet

thread

of

the

sea

water

pump.

The

strainer

should

be

of

the

type

which

may

be withdrawn

for

cleaning

while

the

vessel

is

at

sea.

Water

lines

can

be

copper

tubing

or

wire-wound,

reinforced

rubber

hose.

In

any

case,

use

a

section

of

flexible

hose

that

will

not

collapse

under

suction,

be-

tween

the

hull

inlet

and

engine

and

between

the

outlet

and

the

exhaust

system.

This

takes

up

vibration

and

permits

the

engine

to

be

moved

slightly

when

it's

being

re-

aligned.

Do

not

use

street

elbows

in

suction

piping.

All

pipe

and

fittings

should

be

of

bronze.

Use

sealing

compound

at

all

connections

to

prevent

air

leaks.

The

neoprene

impeller

in

the

sea

(raw)

water

pump

should

never

be

run

dry.

FUEL

TANK

AND

FILTERS

Fuel

tanks

may

be

of

fiberglass,

monel,

aluminum,

plain

steel

or

terne

plate.

If

made

of

fiberglass,

be

certain

that

the

interior

is

gel

coated

to

prevent

fibers

from

contaminating

the

fuel

system.

Copper

or

galvanized

fuel

tanks

should

not

be

used.

It

is

not

necessary

to

mount

the

tank

above

the

engine

level

as

the

fuel

lift

pump

provided

will

raise

the

fuel

from

the

tank.

The amount

of

lift

should

be

kept

minimum (6

feet

being

maximum).

If

a

tank

is

already

installed

above

engine

level

it

can

be

utilized

in

t.his

position.

Great

care

should

be

taken

to

ensure

that

the

fuel

system

is

correctly

installed

so

that

air-

locks

are

eliminated

and

precautions

taken

against

dirt

and

water

entering

the

fuel.

A

primary

fuel

filter

of

the

water

col-

lecting

type

should

be

installed

between

the

fuel

tank

and

the

fuel

lift

pump. A

recommended

type

is

available

from

the

list

of

accessories.

The

secondary

fuel

filter

is

fitted

on

the

engine

between

the

fuel

lift

pump

and

the

injection

pump

and

has

a

replaceable

element.

As

the

fuel

lift

pump

has

a

capacity

in

excess

of

that

required

by

the

injection

pump,

the

overflow

is

piped

to

the

fuel

tank

and

should

be

connected

to

the

top

of

the

tank

or

as

near

the

top

as

possible.

To

insure

satisfactory

operation,

a

diesel

engine

must

have

a

dependable

sup-

ply

of

clean

diesel

fuel.

For

this

reason,

cleanliness

and

care

are

especially

im-

portant

at

the

time

when

the

fuel

tank

is

installed,

because

dirt

left

anywhere

in

the

fuel

lines

or

tank

will

certainly

cause

fouling

of

the

injector

nozzles

when

the

engine

is

started

for

the

first

time.

FUEL

PIPING

We

recommended

copper

tubing

together

with

suitable

fittings,

both

for

the

supply

line

and

the

return

line.

Run

the

tubing

in

the

longest

pieces

obtainable

to

avoid

11

the

use

of

unnecessary

fittings

and

con-

nectors.

The

shut

off

valve

in

the

line

between

the

fuel

tank

and

engine

should

be

of

the

fuel

oil

type,

and

it

is

important

that

all

joints

be

free

of

pressure

leaks.

Keep

fuel

lines

as

far

as

possible

from

exhaust

pipe

for

minimum

temperature,

to

eliminate

"vapor

locks".

The

fuel

piping

leading

from

the

tank

to

the

engine

compartment

should

always

be

securely

anchored

to

prevent

chafing.

Usually

the

copper

tubing

is

secured

by

means

of

copper

straps.

The

final

connection

to

the

engine

should

be

through

flexible

rubber

hoses.

ELECTRIC

PANEL

The

Westerbeke

all-electric

panel

utilizes

an

electronic tachometer

with a

built-in

hour

meter.

Tacho-

meter cables are

no

longer required,

except for the Skipper

mechanical

panel.

Mounted

on

the

panel

are

a voltmeter, water temperature

gauge

and

oil

pressure

gauge.

Each

instrument

is

lighted.

The

all-

electric

panel

is

isolated

from

ground

and

may

be

mounted

where

visible.

It

is

normally pre-wired.

ELECTRICAL

EQUIPMENT

Most

Westerbeke

engines

are

supplied

pre-wired

and

with

plug-in

connectors.

Never make

or

break

connections

while

the

engine

is

running.

Carefully

follow

all

instructions

on

the

wiring

diagram

sup-

plied,

especially

those

relating

to

fuse/

cicuit

breaker

requirements.

Starter

batteries

should

be

located

as

close

to

the

engine

as

possible

to

avoid

voltage

drop

through

long

leads.

It

is

bad

practice

to

use

the

starter

batteries

for

other

services

unless

they

require

low

amperage

or

are

intermittent'.

In

cases

where

there

are

substantial

loads

(from

lights,

refrigerators,

radios,

depth

sounders,

etc.)

it

is

essential

to

have

a

complete,

separate

system

and

to

provide

charging

current

for

this

by means

of

a

second

alternator

or

"alternator

output

splitter".

Starter

batteries

must be

of

a

type

which

permits

a

high

rate

of

discharge

(Diesel

starting).

12

Carefully

follow

the

recommended

wire

sizes

shown

in

the

wiring

diagrams.

Plan

installation

so

the

battery

is

close

to

engine

and

use

the

following

cable

sizes:

#1

-

for

distances

up

to

8

feet

#1/0

-

for

distances

up

to

10

feet

#2/0

-

for

distances

up

to

13

feet

#3/0

-

for

distances

up

to

16

feet

MECHANICAL

CONTROLS

The recommended

practice

is

to

have

the

stop-run

lever

loaded

to

the

run

position

and

controlled

by a

sheathed

cable

to

a

push-pull

knob

at

the

pilot

station.

The

throttle

lever

should

be

connected

to

a

Morse

type

lever

at

the

pilot

station

by

a

sheathed

cable.

The

transmission

control

lever

may

be

connected

to

the

pilot

station

by a

flex-

ible,

sheathed

cable

and

controlled

by a

Morse

type

lever.

The

single-lever

type

gives

clutch

and

throttle

control

with

full

throttle

range

in

neutral

position.

The

two-lever

type

provides

clutch

control

with

one

lever

and

throttle

control

with

the

other.

Any

bends

in

the

control

cables

should

be

gradual.

End

sections

at

engine

and

transmission

must

be

securely

mounted.

After

linkages

are

completed,

check

the

installation

for

full

travel,

making

sure

that,

when

the

transmission

control

lever

at

the

pilot

station

is

in

forward,

neutral

and

reverse,

the

control

lever

on

the

transmission

is

on

the

respective

detent.

Check

the

throttle

control

lever

and

the

stop-run

lever

on

the

fuel

injec-

tion

pump

for

full

travel.

Some

models

do

not require a stop

cable

because

they

have

either

a fuel

solenoid or

an

electric

fuel

pump.

Examples

of

such

models

are the

W58,

W13,

W27

and

W33.

13

OPERATION

PREPARATION

FOR

FIRST

START

The

engine

is·

shipped

IIdry"

...

with

lubricating

oil

drained

from

the

crankcase

and

transmission. There-

fore,

be

sure to follow these

recom-

mended

procedures

carefully

before

starting

the engine for the

first

time.

1.

Remove

oil

filler

cap

and

fill

oil

sump

with

heavy

duty, diesel

lubricat-

ing

oil

to the highest

mark

on

the dip-

stick.

See

table

under Maintenance for

an

approved lubricating

oil.

Do

not

overfill.

Select

an

approved

grade

from

the

listing

and

continue to

use

it.

2.

Fill

the reverse gear to the high-

est

mark

on

the dipstick with

TYPE

A

transmission

fluid.

Do

not

overfill.

Oil

level for the Short

Profile

Sail-

ing

Gear

is

measured

before threading

the dipstick into the housing.

Engine

oil

is

not

recommended

because

it

can

foam

and

it

can

contain addi-

tives

harmful

to

some

transmissions.

If

the engine

is

equipped with a V

drive,

fill

to the

full

mark

on

the dipstick

with the

recommended

lubricant specified

on

the data tag

on

the Vdrive housing.

3.

Fill

fresh water cooling system with

a

50-50

anti-freeze

solution only

after

opening

all

petcocks

and

plugs until

all

entrapped

air

is

expelled.

Fill

surge tank to within

one

inch

of the top.

Check

this

level

after

engine

has

run

for a

few

minutes.

If

trapped

air

is

released, the water

level

may

have

dropped.

If

so,

re-

fill

tank to within

one

inch

of

top

and

replace

filler

cap.

4.

Ensure

battery water level

;s

at

least

3/8"

above

the battery

plates

and

battery

is

fully

charged

so

that

it

is

capable of the extra

effort

that

may

be

required

on

the

first

start.

5.

Fill

fuel tank with clean Diesel

fuel

oil;

No.2 diesel fuel

oil

is

recommended.

The

use

of

No.

1

is

permissible but

No.

2

is

preferred

because of

its

higher lubricant

content.

NOTE:

If

there

is

no

filter

in the

filler

of the fuel tank, the

recom-

mended

procedure

is

to

pour

the fuel

through a funnel of

200

mesh

wire

screen.

6.

Fill

grease

cup

on

the sea water

pump,

if

present, with a

good

grade

of water

pump

grease.

FUEL

SYSTEM

lhefuel

injection

system of a

com-

pression ignition engine

depends

upon

very high fuel pressure during

the

injection

stroke to function

correctly.

Relatively tiny

move-

ments

of the

pumping

plungers pro-

duce

this

pressure

and

if

any

air

is

present inside the

high

pressure

line,

then

this

air

acts

as

a cushion

and

prevents the correct pressure,

and

therefore fuel

injection,

from

being achieved.

In

consequence

it

is

essential

that

all

air

is

bled

from

the system

whenever

any

part

of the system

has

been

opened

for

repair

or servicing.

BLEEDING

PROCEDURES

BY

MODEL

1.

Initial

Engine

Start-up

(Engine stoppage

due

to lack

of fuel)

a. Insure

that

the fuel tank(s)

is

filled

with the proper

grade of diesel

fuel.

b.

Fill

any

large primary

filter/

water separator with clean

diesel fuel

that

is

installed

between

the fuel tank

and

en-

gine.

To

attempt to

fill

any

large primary

filter

using the

manual

priming lever

on

the en-

14

gine

mounted

fuel

lift

pump

may

prove

futile

or require a

con-

siderable

amount

of priming.

c.

Turn

the fuel selector valve to

liOn.

II

Systems

with

more

than

one

tank insure

that

fuel returning

is

going

to the tanks

being

used.

The

above

procedures are basic for

all

initial

engine start-ups or for

restarting

engines stopping

due

to

lack of fuel.

WESTERBEKE

W7

AND

WPD4

GENERATOR

(3600

R.P.M.l

(Figyre

1)

1.

With

the

use

of a

5/16

box

wrench

or

common

screw

driver,

open

the

bleed

screw

one

to

two

turns

on

the

outgoing side of the engine

mounted

secondary fuel

filter

(Bleed

point

A).

With

firm strokes

on

the

lift

pump

priming lever, bleed until

fuel free of

air

bubbles

flows

from

this

point.

Stop

priming

and

gently

tighten the bleed screw.

2.

With

a 5/8

open

end

wrench

loosen

one

to

two

turns the nut securing

the injector line to the injector

(Bleed

Point

B).

Decompress

the engine with the lever

on

the

top

of the cylinder

head.

Crank

the engine over with the

starter

(W7

ensure

that

the engine

stop lever

is

in the

run

position

and

the

throttle

is

full open).

(4KW

use

the defeat position while

cranking).

Crank

the engine until

fuel spurts

by

the nut

and

line.

Stop

cranking

and

tighten the 5/8

nut

and

proceed

with

normal

starting

procedures.

WESTERBEKE

W30.

(Fjgyre

2)

.

W40

&

klPO

10.

12~.

15.

(Flgure

3)

W50

&

wao

15. (Fjgure

4)

W80

&

BR

30,(Figure

5)

W120

&

BR45.

(Figure

5)

1.

Open

the banjo bolt

on

top of

t~e

engine

mounted

secondary fuel

fll-

ter

1-2 turns

(Bleed

Point

A).

With

firm stroke

on

the fuel

lift

pump

priming lever bleed until fuel

free of

air

bubbles

flows

from

this

point.

Stop

priming

and

tighten

the bolt.

2.

On

the fuel injection

pump

body

is

a

5/16 bleed

screw

(Bleed

Point

B).

This

may

be

mounted

on

a manifold

with a pressure switch.

Open

this

one

to

two

turns

(do

not

remove

it)

and

with the

priming

lever bleed

until fuel free of

air

bubbles

flows.

Stop

priming

and

tighten

the bleed

screw.

3.

On

the control cover of the injec-

tion

pump

(Bleed

Point

C)

is

a

5/16 bleed screw.

Open

this

screw

one

to

two

turns

and

proceed

as

in

Step

2.

(Note:

B~pass

this

bleed

point

on

the

W-30

lnjection

pump.)

4.

W50

in'ection

um

onl

Open

the

16

bleed

screw

Bleed

Point

D)

on

the injector

line

banjo bolt

one

to

two

turns

and

with the

throttle

full

open

and

the engine

stop lever

in

the

run

position.

crank the engine over with the

starter

until clear fuel free

of

air

flows

from

this

point.

Stop

cranking

and

tighten

this

bleed screw.

5.

With

a 5/8

wrench

loosen

one

to

two

turns the

injector

line attaching

nuts

at

the

base

of

each

injector

and

with the

throttle

full

open

and

the engine stop control in the

run

position, crank the engine over with

the

starter

until fuel spurts

by

the

nuts

and

injector

line

at

each

injec-

tor.

Stop

cranking

and

tighten the

nut

and

proceed

with

normal

starting

procedures.

Fi

ure 6

II

II II

These

units are self-bleeding.

1.

Turn

the ignition to the

ON

position

and

wait

15-20

seconds.

2.

Start

the engine following

normal

starting

procedures.

WESTERBEKE

W58

&

WTO

20

-(Figure

7)

1.

Open

the bleed

screw

on

the top

inboard side of the engine-mounted

secondary fuel

filter

one

to

two

turns using a

10mm

box

wrench

(Bleed Point

A).

This fuel

filter

is

equipped with a hand-operated

priming

pump.

With

the

palm

of

your

hand,

pump

this

primer until

fuel free of

air

flows

from

this

point. Stop

pumping

and

tighten

the bleed screw.

2.

With

bleed

screw

A tightened,

pump

the

hand

primer several

more

times.

This

primes

the injection

pump

which

is

self-bleeding.

The

injection

pump

incorporates a feed

pump

which

keeps

the fuel system

primed

when

the en-

gine

is

running, thus

no

external

lift

pump

is

required.

3.

Loosen

the four

injector

line

at-

taching nuts

at

the

base

of

each

injector

(Bleed Point

B)

one

to

two

turns with a

16mm

open-end

wrench.

Place the

throttle

in the

full

open

position

and

crank the engine over

with the

starter

until fuel spurts

by

the nut

and

injector

lines.

Stop

cranking

and

tighten

each

of the

four nuts

and

proceed with

normal

starting

procedure.

15

Fi

gure 1

Figure 2

Figure 3

16

Figure 4

Fi

gure

7

Figure 5 Typical

Mechanical

Fuel

Lift

Pump

Figure 6

PREPARATION

FOR

STARTING

1.

Check

water level in expansion

tank.

It

should

be

l~

to 2

in.

below

the top of the tank

when

cold.

2.

Check

the engine

sump

oil level.

3.

Check

the transmission oil level.

4.

See

that

there is fuel in the tank

and

the fuel shut-off

is

open.

5.

Check

to see that the

starting

battery

is

fully charged,

all

electrical

connections are proper-

ly

made,

all

circuits

in order

and

turn

on

the

power

at

the battery

disconnect.

6.

Check

the seacock

and

ensure

that

it

is

open.

STARTING

THE

ENGINE

(COLD)

Most

Westerbeke

marine

diesel engines

are

equipped

with a cold

starting

aid

to ease in the

starting

of your engine

when

cold.

1.

Check

to see

that

the "stop" lever

(if

installed)

is

in the

"run"

position.

2.

Place the

throttle

in the fully

open

position.

3.

Press the "Preheat" button in

and

hold

for

15

to

20

seconds.

4.

While

holding the "Preheat" button

in,

turn the keyswitch to the

"ON"

or

"Run"

position.

This

activates

the

panel

gauges, lights

and

fuel

solenoid or

electric

fuel

pump

if

so

equipped. Continue to turn the

keyswitch to the "Start" position

and

hold

for

no

more

than

20

sec-

onds.

Some

units

may

be

equipped

with a pushbutton to

start

rather

than the keyswitch

and

in these

cases the

electrical

system

is

activated

by

fuel pressure.

5.

If

the engine

fails

to

start

in

20

seconds, release

start

switch

and

preheat for

an

additional

15-20

seconds, then repeat step

4.

17

6.

As

soon

as

the engine

starts,

re-

lease the

start

switch

and

the

preheat button

and

return the

throttle

to the "idle" position

immediately.

CAUTION:

Do

not

crank

the engine

more

than

20

seconds

when

trying to

start.

Allow

a

rest

period of

at

least

twice

the cranking period

between

the

start

cycles.

Starter

damage

may

occur

by

overworking

the

starter

motor

and

the

backfilling of the exhaust

system

is

possible.

STARTING

THE

ENGINE

(WARM)

If

the engine

is

warm

and

has

only

been

stopped for a short time, place the

throttle

in the

partialiy

open

position

and

engage

the

starter

as

above, elimin-

ating the preheat step.

NOTE:

Always

be

sure

that

the

starter

pinion

has

stopped revolving before

again re-engaging the

starter,

other-

wise

the flywheel ring gear or

starter

pinion

may

be

damaged.

Ensure

that

the

electrical

connection to

the cold

starting

aid

is

correct.

Extended

use

of the cold

starting

aid

beyond

the

time

periods stated should

be

avoided to prevent

damage

to the aid.

NEVER

under

any

circumstances

use

or

allow anyone to

use

ether to

start

your

engine.

If

your engine will not

start,

then

have

a qualified

Westerbeke

marine

mechanic

check

your engine.

WHEN

ENGINE

STARTS

1.

Check

for

normal

oil pressure

immediately

upon

engine

starting.

Do

not continue to

run

engine

if

oil pressure

is

not present within

15

seconds

of

starting

the engine.

2.

Check

Sea

Water

Flow.

Look

for

water

at

exhaust

outlet.

Do

this

without delay.

3.

Recheck

Crankcase

Oil. After the

engine

has

run

for 3 or 4 minutes,

18

subsequent to

an

oil

change

or

new

installation,

stop the engine

and

check

the crankcase

oil

level.

This

is

important

as

it

may

be

necessary

to

add

oil

to

compensate

for

the

oil

that

is

required to

fill

the

engine's internal

oil

passages

and

oil

filter.

Add

oil

as

necessary.

Check

oil

level

each

day

of opera-

tion.

4.

Recheck

Transmission

Oil

Level.

(This applies only subsequent to

an

oil

change

or

new

installation.)

In

such

a case, stop the engine

after

running for several minutes

at

800

RPM

with

one

shift

into forward

and

one

into reverse, then

add

oil

as

necessary.

Check

oil

level

each

day

of operation.

5.

Recheck

Expansion

Tank

Water

Level,

if

engine

is

fresh water cooled.

(This applies

after

cooling system

has

been

drained or

filled

for

the

first

time.)

Stop

engine

after

it

has

reached operating temperature

of

17S

oF

and

add

water to within

one

inch of top of tank.

WARNING:

The

system

is

pressurized

when

overheated

and

the pressure

must

be

released gradually

if

the

filler

cap

is

to

be

removed.

It

is

advisable to pro-

tect

the

hands

against escaping steam

and

turn the

cap

slowly counter-clock-

wise until the resistance of the

safety

stops

is

felt.

Leave

the

cap

in

this

position until

all

pressure

is

released.

Press the

cap

downward

against the

spring to

clear

the

safety

stops,

and

continue turning until

it

can

be

lifted

off.

NOTE:

The

SAO

transmission requires

that

when

backing

down,

the

shift

lever

must

be

held in the reverse

position,

since

it

has

no

positive overcenter locking

mechanism.

STOPPING

THE

ENGINE

1. Position

shift

lever in

neutral.

2.

Idle the engine

for

2 to 4 minutes

to avoid boiling

and

to

dissipate

some

of the heat.

3.

If

equipped with a stop

lever,

pull

the

knob

and

hold in

this

position

until

the engine stops.

This

stops

the

flow

of fuel

at

the

injection

pump.

After the engine

stops,

re-

turn the control to the

run

position

to avoid

difficulty

when

restarting

the engine.

4.

Turn

off

the keyswitch.

Some

models

do

not

use

the stop lever

as

they

are equipped with a fuel solenoid

or

electric

fuel

pump

which

shuts

off

the fuel supply

when

the

key-

switch

is

turned to the

off

position.

5. Close the seacock.

6. Disconnect

power

to system with

battery switch.

OPERATING

PRECAUTIONS

1.

Never

run

engine

for

extended

periods

when

excessive overheat-

ing occurs,

as

extensive internal

damage

can

be

caused.

2.

DO

NOT

put cold water in

an

over-

heated engine.

It

can

crack the

cylinder head, block, or manifold.

6.

Warm-up

Instructions.

As

soon

as

possible, get the boat

underway,

but

at

reduced speed, until water

temp.

gauge

indicates

130-1S00F.

3.

Keep

intake

silencer

free

from

lint,

etc.

If

necessary, engine

can

be

warmed

up

with the transmission in neutral

at

1000

RPM.

Warming

up

with the

4.

transmission in neutral takes longer

and

tends to overheat the transmission, 5.

7.

Reverse Operation.

Always

reduce

engine to

idle

speed

when

shifting

gears.

However,

when

the transmission

is

engaged,

it

will carry

full

engine 6.

load.

Do

not

run

engine

at

high

RPM

with-

out clutch engaged.

Never

Race

a

Cold

Engine

as

internal

damage

can

occur

due

to inadequate

oil

circulation.

Keep

the engine

and

accessories

clean.

7.

Keep

the fuel clean.

Handle

it

with

extreme

care because water

and

dirt

in fuel cause

more

trouble

and

ser-

vice

life

of the injection

system

is

reduced.

8.

Do

not allow fuel to

run

low,

because

fuel intake

may

be

uncovered

long

enough

to allow

air

to enter the

injection system, resulting in engine

stoppage requiring

system

bleeding.

9.

Do

not

be

alarmed

if

temperature

gauges

show

a

high

reading following

a

sudden

stop

after

engine

has

been

operating

at

full load.

This

is

caused

by

the release of residual heat

from

the

heavy

metal

masses

near the

combustion

chamber.

Prevention for

this

is to

run

engine

at

idle for a

short period before stopping

it.

High

temperature reading

after

a stop

does

not necessarily signal alarm against

restarting.

If

there

is

no

functional

difficulty,

temperatures will quickly

return to

normal

when

engine

is

operat-

ing.

19

Westerbeke 30 User manual

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