Westerbeke 50 User manual

TECHNICAL MANUAL
WESTERBEKE 50
Marine Diesel Engine
Publication #23156
Edition Two
January 1981
~r-.v- 'WESTERBEKE
WESTERBEKECORPORATION
~ MYLES STANDISH INDUSTRIAL PARK
150 JOHN HANCOCK ROAD, TAUNTON, MA 02780-7319

TECHNICAL MANUAL
WESTERBEKE 50
Marine Diesel Engine
Publication #23156
Edition Two
January 1981
~r-.v- 'WESTERBEKE
WESTERBEKECORPORATION
~ MYLES STANDISH INDUSTRIAL PARK
150 JOHN HANCOCK ROAD, TAUNTON, MA 02780-7319

INTRODUCTION
IMPORTANT
THIS MANUAL IS A DETAILED GUIDE TO THE INSTALLATION,
START-UP, OPERATION AND MAINTENANCE OF YOUR WESTERBEKE MARINE
DIESEL ENGINE. THE INFORMATION IT CONTAINS IS VITAL TO THE
ENGINE'S DEPENDABLE, LONG TERM OPERATION.
READ 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 intelli-
gent operator would give to a gasoline engine. The most important
factors are 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 con-
tamination (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 carburetor and
ignition systems are done away with and in their place is a single
component - the Fuel Injection Pump - which performs the function of
both.
Unremi tting care and attention at the factory have resulted in a
Westerbeke engine capable of many thousands of hours of dependable
service. What the manufacturer cannot control, however, is the treat-
ment it receives in service. This part rests with you!
ORDERING PARTS
Whenever replacement parts are needed, always include the complete
part description and part number (see separate Parts List furnished,
if not part of this publication). Be sure to include the engine's
model and serial number. Also, be sure to insist upon Westerbeke fac-
tory 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 applications, all
details of this Manual apply, except in regard to certain portions of
the Installation, Operation and Maintenance sections. Additional
information is provided in the section titled Generator Sets,
Section T.
3

YOUR NOTES
4

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
eng ine installers on the generally well understood and well
developed procedures for installation of eng ines. 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
eng ine. 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 cbndi tions
for the engine and correct procedure for its servicing.
INSPECTION OF EQUIPMENT
The engine is shipped from the factory mounted securely and pro-
perly crated. Accessory 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 concealed damage.
If either visible or concealed damage is noted, you should require the
delivering agent to sign nReceived in damaged condition
n•
Also check
contents of the shipment against the packing list and make sure note
is made of any discrepancies. 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 attached to the rings and the
engine lifted by means of tackle attached to this sling. The lifting
rings have been designed to carry the full weight of the engine;
therefore, auxiliary slings &re not required or desired.
CAUTION: Slings must not be so short as to place the engine
lifting eyes in significant sheer stress. Strain on the engine
lifting eyes must not be in excess of 10· 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
possibility of accidents by avoiding haste. Do not lift from the pro-
peller 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 equipment
should be removed by a competent mechanic and special care should be
5

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 eng ine 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 machi-
nery.
ENGINE BOLTS
It is recommended that bronze hanger bolts of appropriate size be
used through the engine flexible mounts. Lag screws are less pre-
ferred because their hold on the wood is weakened every time they are
moved, whereas the lag bolt stays in position and the nut on top is
used to tighten 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.
FOUNDATION FOR ENGINE
A good engine bed contributes much toward the satisfactory opera-
tion of the engine. The engine bed
must be of rigid construction and
neither deflect nor twist when sub-
jected 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 thousandths 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 recom-
mend 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
GOOD
A
BAD
B
"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 liB".
PROPELLER COUPLING
Each Westerbeke Diesel engine is regularly fitted with a suitable
coupling connecting the propeller shaft to the engine.
6

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 bear ing 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 boiling 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 conditions,
it is desirable to use a propeller 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 alignment 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 misalignment may be leakage of
transmission oil through the rear oil seal. Check to make sure that
alignment is within the limits prescribed.
The engine should be moved around on the bed and supported on the
screw-jacks or shims until the two halves of the couplings 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 accurately
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
tanks about half full and all the usual equipment on board and after
the main mast has been stepped and final rigging has been
7

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 backward and forward into the
counter bore 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).
In making the final check for alignment,
the eng ine half coupling should be held in
one position and the alignment with the pro-
peller coupling tested with the propeller
coupling in each of four positions, rotated
90· between each position. This test will also check whether the pro-
peller half coupling is in exact alignment on its shaft. Then,
keeping the propeller coupling. in one position, the alignment should
be checked rotating the engine half coupling to full position each 90·
from the next one.
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 is 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 whe-
never 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 considerably and each must be
designed for the particular job. The general requirements are to pro-
vide an outlet line with a minimum 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 depression 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 cause rapid
deterioration. Galvanized iron fittings and galvanized iron pipe are
recommended for the exhaust line. The exhaust line must be at least
as large as the engine exhaust manifold flange and be increased in
size if there is an especially long run and/or many elbows. It should
be increased by 1/2" in I.D. for every 10 feet beyond the first
8

10 feet.
Most exhaust systems today use a water lift type muffler such as
the Westerbeke "Hydro-Hush". In most installations there is a dry,
insulated high loop after the engine manifold and before the muffler
to prevent water flowing backwards into the engine during cranking.
It is essential not to hang too much weight in the form of exhaust
system components rigidly from the engine manifold. Generally, it is
permissable to directly connect a pipe nipple and a water jacketed
exhaust elbow, which two components weigh about 8 pounds (4 kg). If
there are more components to be rigidly connected to each other than
will weigh 8 pounds, then a flexible exhaust section must be installed
between the manifold outlet and the exhaust system.
WAT(~ DISCIo4ItR.G£
WATEA. Llrr O''"IAUS,T !.YSTEM
WI TH HYOtl;O-,",U~ MUFF"LE:j
1-3/"" 0,0.
'-3/~" o.o~ __ ...--,-_S-3/8"
, 1-1/2"
OIA.
!'4UFFLER.. PH 131710
EXHAUST SYSTEM WITH WATER JACKETED
STANDPIPE
WATER LIFT EXHAUST SYSTEM WITH
"HYDRO-HUSH MUFFLER"
The exhaust system must be supported or suspended independently of
the engine manifold, usually using simple metal hangers secured to the
overhead.
All dry portions of the exhaust system should be wrapped in
suitable insulation material to keep surface temperatures as low as
possible.
Many installations use flexible rubber exhaust hose for the water
cooled section of the exhaust line because of the ease of installation
and flexibility. Provide adequate support for the rubber hose to pre-
vent sagging, bending and formation of water pockets.
Always arrange the rubber hose section 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
1-1/2" Max PSI 3" Mercury
2. For turbo-charged engines:
Pressure Test Mercury Test
0.75 Max PSI 1-1/2" Mercury
9
Water Column
= 39"
Water Column
= 19-1/2"

Checking The Back Pressure
1. Exhaust pipe flange
2. Exhaust line
3. Transparent plastic hose,
partly filled with water.
Measurement "A" may not exceed 39"
for normally asperated engines and
19.5" for turbo-charged engines.
WATER CONNECTIONS
Seacocks and strainers should be of the full flow type at least
one size greater than the inlet thread of the sea water pump. The
strainer should be of the type 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, between the hull inlet and engine and between
the outlet and the exhaust system. This takes up vibration and per-
mits the engine to be moved slightly when it is being re-a1igned. 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 fiberglas, monel, aluminum, plain steel or
terne plate. If made of fiberglas, 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 eng ine 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 the engine level, it can be utilized in this position.
Great care should be taken to ensure that the fuel system is correctly
installed so that air10cks are eliminated and precautions taken
against dirt and water entering the fuel.
A primary fuel filter of the water collecting type should be
installed between the fuel tank and the fuel lift pump. A recommended
type is available from the list of accessor ies. 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 supply of clean diesel fuel. For this reason, cleanliness
and care are especially important 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 recommend copper tubing together with suitable fittings, both
10

for the supply line and the return line. Run the tubing in the
longest pieces obtainable to avoid the use of unnecessary fittings and
connectors. The shut off valve in the line between the fuel tank and
eng ine 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 eng ine 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 eng ine should be through flexible
rubber hoses.
ELECTRIC PANEL
The Westerbeke all-electric panel utilizes an electronic tacho-
meter wi th a built-in hourmeter. Tachometer cables are no longer
required, except for the Skipper mechanical panel. Mounted on the
panel are a voltmeter, water temperature gauge and ~il 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 Westebeke eng ines are supplied pre-wired and wi th plug-in
connectors. Never make or break connections while the engine is
running. 'Carefully follow all instructions on the wiring diagram
supplied, especially those relating to fuse/circuit breaker require-
ments.
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 substan-
tial loads (from lights, refrigerators, radios, depth sounders, etc.),
it is essential to have a complete, separate system and to provide
charging current for this by means of a second alternator or
"alternator output splitter".
Starter batteries must be of a type which permits a high rate of
discharge (Diesel starting).
Carefully follow the recommended wire sizes shown in the wiring
diagrams. Plan installation so the battery is close to the 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 posi tion 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 sta-
tion by a flexible, 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
11

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
i~ on the respective detent. Check the throttle control lever and the
stop-run lever on the fuel injection 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 and the W52.
12

OPERATION
PREPARATION FOR FIRST START
The engine is shipped "dry" ••• with lubricating oil drained from
the crankcase and fluid from the transmission. Therefore, be sure to
fOllow these recommended procedures carefully before starting the
engine for the first time.
1. Remove oil filler cap and fill oil sump with heavy duty,
diesel lubricating oil to the highest mark on the dipstick. See table
under Maintenance for an 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 highest mark on the dipstick with
TYPE A transmission fluid. Do not overfill. Refer to the
Transmission Section of this manual for details.
Engine oil is not recommended because it can foam, and it can con-
tain additives 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 V-drive housing.
3. Fill fresh water cooling system with a 50-50 antifreeze solu-
tion 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, refill tank to within one
inch of top and replace filler cap.
4. Ensure battery water level is 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 pre-
ferred because of its higher lubricant content.
NOTE: I f there is no filter in the filler of the, fuel tank, the
recommended 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
The fuel injection system of a compression ignition engine depends
upon very high fuel pressure during the injection stroke to function
correctly. Relatively tiny movements of the pumping plungers produce
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.
13

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
engine. To attempt to fill any large primary filter using
the manual priming lever on the engine mounted fuel lift pump
may
prove futile or require a considerable amount of priming.
c. Turn the fuel selector valve to "On". 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 RPM) (Figure 1)
1. with the use of a 5/16 box wrench or common screw driver, open the
bleed screw one or 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 pr iming 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 eng ine with the lever on the top of the cylinder
head. Crank the eng ine 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 proce-
dures.
WESTERBEKE W30 (Figure 2), W40 & WPOlO, l2~, 15 (Figure 3), W50 &
WEO 15 (Figure 4), W80 & BR 30 (Figure 5), W120 & BR 45 (Figure 5)
1. Open the banjo bolt on top of the engine mounted secondary fuel
fil ter 1-2 turns (Bleed Point A). Wi th 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 inj ection 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 or two turns (do not remove it) and with
the pr iming lever bleed until fuel free of air bubbles flows.
Stop priming and tighten the bleed screw.
3. On the control cover of the inj ection pump (Bleed Point C) is a
5/16 bleed screw. Open this screw one to two turns and proceed as
in Step 2. (Note: Bypass this bleed point on the W30 inj ection
pump. )
14

4. W50 injection pump only. Open the 5/16 bleed screw (Bleed
Point D) on the injector line banjo bolt one or 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 injector. Stop cranking and tighten the nut
and proceed with normal starting procedures.
WESTERBEKE W13, 4.4KW, W21, 7.7KW, W27, 11.lKW, W33, 12.5KW (Figure 6)
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-
oper ated pr iming pump. Wi t.h 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 eng ine is running: thus, no external lift
pump is required.
3. Loosen the four injector line attaching nuts at the base of each
inj ector (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 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.
Figure 1 15
Figure 2

Figure 3
Figure 4
Figure 5
16
Figure 6
Figure 7
Typical Mechanical Fuel
Lift pump

PREPARATION FOR STARTING
1. Check water level in expansion tank.
below the top of the tank when cold.
2. Check the engine sump oil level.
3. Check the transmission fluid level.
It should be l~ to 2 in.
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 properly made, all circui ts 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 seconds. Some units may be equipped with a pushbutton to
start rather that 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 to 20 seconds, then repeat
step 4.
6. As soon as the eng ine starts, release 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 bet-
ween 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)
I f the eng ine is warm and has only been stopped for a short time,
place the throttle in the partially open position and engage the
starter as above, eliminating the preheat step.
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NOTE: Always be sure that the starter plnlon has stopped revolving
before again re-engaging the starter ~ otherwise, the flywheel ring
gear or starter pinion may be damaged.
Ensure that the electr ical 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 presure immediately upon engine starting. Do
not continue to run engine if oil pressure is not present within
IS seconds of starting the engine.
2. Check Sea Water Flow. Look for water at exhaust outlet. Do this
iwthout delay.
3. Recheck Crankcase Oil. After the engine has run 3 or 4 minutes,
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 operation.
4. Recheck Transmission Fluid level. (This applies only subsequent
to a fluid 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 fluid as necessary.
Check fluid level each day of operation.
S. Recheck Expans ion Tank Water
cooled. (This applies after
filled for the first time.)
operating temperature of l7S·F
top of tank.
Level, if engine is fresh water
cooling system has been drained 'or
Stop engine after it has reached
and add water to within one inch of
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 protect the hands against escaping steam and turn the cap
slowly counter-clockwise 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.
6. Warm-up Instructions. As soon as possible, get the boat underway,
but at reduced speed, until water temperature gauge indicates
l30-lS0·F. If necessary, engine can be warmed up with the
transmission in neutral at 1000 RPM. Warming up with the
transmission in neutral takes longer and tends to overheat the
transmission.
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,/

7.
Reverse Operation. Always reduce
shifting gears. However, when the
will carry full engine load.
engine to idle
transmission is
speed when
engaged, it
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 dissi-
pate 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, return 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 keyswitch is turned to the OFF
position.
5. Close the seacock.
6. Disconnect power to system with battery switch.
OPERATING PRECAUTIONS
1. Never run eng ine for extended per iods when excessive overheating
occurs, as extensive internal damage can be caused.
2. DO NOT put cold water in an overheated engine. It can crack the
cylinder head, block or manifold.
3. Keep intake silencer free from lint, etc.
4. Do not run engine at high RPM without clutch engaged.
5. Never Race a Cold Engine as internal damage can occur due to ina-
dequate oil circulation.
6. Keep the engine and accessories clean.
7. Keep the fuel clean. Handle it wi th extreme care because water
and dirt in fuel cause more trouble, and service 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.
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