Westerbeke 58 User manual

TECHNICAL MANUAL
WESTERBEKE 58
Marine Diesel Engine
WESTERBEKE
20.0 YD -60 Hz
20.0 WTA -60 Hz
16.0 WTA -50 Hz
Marine Diesel Generators
Publication # 24331
Edition Three
November 1990
jr-.v- 'WESTERBEKE
J WESTERBEKECORPORATION
•
MYLES STANDISH INDUSTRIAL PARK
150J,OHN HANCOCK ROAD, TAUNTON, MA 02780-7319

TECHNICAL MANUAL
WESTERBEKE 58
Marine Diesel Engine
WESTERBEKE
20.0 YD -60 Hz
20.0 WTA -60 Hz
16.0 WTA -50 Hz
Marine Diesel Generators
Publication # 24331
Edition Three
November 1990
jr-.v- 'WESTERBEKE
J WESTERBEKECORPORATION
•
MYLES STANDISH INDUSTRIAL PARK
150J,OHN 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

IMPORTANT
PRODUCT SOFTWARE NOTICE
Product software of all kinds, such as brochures, drawings,
technical data, operator's and workshop manuals, parts lists
and parts pr ice lists, and other information, instructions
and specifications provided from sources other than
Westerbeke, is not wi thin Westerbeke' s control and, accor-
dingly, is provided to Westerbeke customers only as a cour-
tesy and service. WESTERBEKE CANNOT BE RESPONSIBLE FOR THE
CONTENT OF SUCH SOFTWARE, MAKES NO WARRANTIES OR
REPRESENTATIONS WITH RESPECT THERETO, INCLUDING THE ACCURACY,
TIMELINESS OR COMPLETENESS THEREOF, AND WILL IN NO EVENT BE
LIAB~E 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-assemblies incorporated in
Westerbeke's products and supplied by others (such as engine
blocks, fuel systems and components, transmissions, electri-
cal components, pumps and other products) are generally sup-
ported 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 out-
dated 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 pr intings 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 documen-
tation.
In sum, product software provided with Westerbeke products,
whether from Westerbeke or other suppliers, must not and can-
not 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 currency of the product software being consulted
by the customer.
2

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 eng ine
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
igni tion systems are done away with and in their place is a single
component - 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 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
engine installers on the generally well understood and well
developed procedures for installation of engines. 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 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 "Received in damaged condition". 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 are 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
Ii ttle 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
posi tion 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 wi thstand 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
A
8
"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 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 bear ing 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
should be in the water and have had an opportunity
water form. It is best to do the alignment with
tanks about half full and all the usual equipment
the main mast has been stepped and final
7
on land.
to assume
the fuel
on board
rigging
The boat
its final
and water
and after
has been