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

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

engine

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

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

restr

ictions

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.

EXHAUST

SYSTEM

WITH

WATER

JACKETED

STANDPIPE

WA

T

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0 I SCIoIAClC(

1-3/""

0,0,

WATEQ.

Llf'T

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SVSH'"

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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

aspirated

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

9

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

aspirated

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

str

ainer

should

be

of

the

type

which

may

be

wi

thdr

awn

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-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

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

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

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

airlocks

are

eliminated

and

precautions

taken

against

dirt

and

water

entering

the

fuel.

A

pr

imary

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

fil

ter

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

wi

th

sui

table

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

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

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

with

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

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

Westebeke

eng

ines

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

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

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

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

is

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:

If

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

resta~ting

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

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

eng

ine

wi

th

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

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).

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

inj

ection

pump

body

is

a

5/16

bleed

screw

(Bleed

Point

B).

This

may

be

mounted

on

a

manifold

with

a

pressure

swi

tch.

Open

th

is

one

or

two

tur

ns

(do

not

remove

it)

and

wi

th

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

injection

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

injection

pump.

)

14

4.

WSO

injection

pump

only.

Open

the

S/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.

S.

With

a

S/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.SKW

(Figure

6)

These

units

are

self-bleeding.

1.

Turn

the

ignition

to

the

ON

position

and

wait

lS-20

seconds.

2.

Start

the

engine

following

normal

starting

procedures.

WESTERBEKE

WS8

&

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

inj

ection

pump

which

is

self-bleeding.

The

injection

pump

incorporates

a

feed

pump

which

keeps

the

fuel

system

primed

when

the

engine

is

running;

thus,

no

external

lift

pump

is

required.

3.

Loosen

the

four

injector

line

attaching

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 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 IS

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.

S.

Check

to

see

that

the

starting

battery

is

fully

charged,

all

electrical

connections

are

properly

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

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

engine

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)

If

the

engine

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.

17

Westerbeke 58 User manual

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