Westerbeke Four-60 User manual

TECHNICAL

MANUAL

AND

PARTS LIST

WESTERBEKE

15

hp

Mini-Diesel

Engine

MODEL

FOUR-60

Publication

Number

16521

Issue

Date

June

1,

1972

~r-.v-

'WESTERBEKE

WESTERBEKECORPORATION

j

MYLES

STANDISH

INDUSTRIAL

PARK

150

JOHN HANCOCK

ROAD,

TAUNTON,

MA

02780-7319

TECHNICAL

MANUAL

AND

PARTS LIST

WESTERBEKE

15

hp

Mini-Diesel

Engine

MODEL

FOUR-60

Publication

Number

16521

Issue

Date

June

1,

1972

~r-.v-

'WESTERBEKE

WESTERBEKECORPORATION

j

MYLES

STANDISH

INDUSTRIAL

PARK

150

JOHN HANCOCK

ROAD,

TAUNTON,

MA

02780-7319

INTRODUCTION

This

manual

describes

the

operation,

adjustment

and

maintenance

of

the

Westerbeke

Model

Four-60

Marine

Diesel

Engine,

and

is

designed

to

be

a

guide

for

those

concerned

with

the

operation

and

maintenance

of

these

diesels.

The

diesel

engine

closely

resembles

the

gasoline

engine

inasmuch

as

the

mecha-

nism

is

essentially

the

same.

Its

cylinders

are

arranged

above

its

closed

crank-

case,

its

crankshaft

is

one

of

the

same

general

type

as

that

of

a

gasoline

engine;

it

has

the

same

sort

of

valves,

camshaft,

pistons,

connecting

rods

and

lubricating

system

and

reverse

and

reduction

gear.

Therefore,

it

follows

to

a

great

extent

that

a

diesel

engine

requires

the

same

preventive

maintenance

as

that

which

any

intelligent

and

careful

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

contamination

(i.

e.,

water,

sediment,

etc.)

in

the

fuel

system

is

also

essential.

Another

important

factor

is

the

use

of

the

same

brand

of

a

"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.

Carburetor

and

ignition

systems

are

done

away

with

and

in

their

place

is

a

single

component

-

the

Fuel

Injection

Pump

-

which

per-

forms

the

functions

of

both.

Unremitting

care

and

attention

at

the

factory

have

resulted

in

an

engine

capable

of

many

thousands

of

hours

of

service.

What

the

manufacturer

cannot

control

how-

ever,

is

the

treatment

the

product

will

receive

in

service.

This

part

rests

with

you.

Whenever

service

parts

are

ordered,

always

give

complete

description

and

part

numbers

with

engine

model

and

number.

As

an

example:

2

Please

supply:

For

Four-

60

Marine

Diesel

Engine

No.

3870

10

of

11951

LUBE

OIL

FILTERS

The

serial

number

is

stamped

on

the

name

plate affixed to the exhaust manifold.

(

WESTERBEKE

MODEL

FOUR-60

INTRODUCTION

PHOTOGRAPHS

15

h.

p.

Mini

Diesel

Engine

TABLE

OF

CONTENTS

INSTALLATION

DRAWINGS

..•...•...•..•.•....••.•.

GENERAL

DATA

...............................

.

INSTALLA

TION

................................

.

OPERATION

..................................

.

LUBRICATION

SYSTEM

COOLINGSYSTEM

........•......•...............

FUEL

SYSTEM

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

SAO

TRANSMISSION

SSL

TRANSMISSION

Page

No.

2

4

5

6

9

17

SECTION

A

SECTION

B

SECTION

C

45

62

3

SURGE

TAtiK

COLO

START

SOLENOID

Cll

PRESSURE

SWITCH

TAQ-!OMETER

DRiVE

\

(Remove

after

installation)

FILLER

CAP

------..

ALTERNATOR

OPTIONAL

!l.IR

CLEA.'lER

OIL

SUM?

DRAm

PIPE

PRIMARY

FUEL

FILTER

FUEL

l

PUM?

PRIMING

LEVER

LIFTING

SRACKET

lIJSRICATICN

on.

.J:L-~------

FIllER

CA?

HEAT

EXCHANGER

BLEED

SCRE'"

SECONDARY

FUEL

FILTER

BLEED

SCRE'w'

FUEL

INJECTOR

UNION

NUT

COLO

STMT

SLOW

PLUS

FRESH

WATER

PlJYP

ADJUSTABLE

===----

FLEX

~tCtItm

STARTER

SOLENOID

STARTER

MOTOR

PROPELLER

SHAFT

COUPLING

4

STARBOARD

AND

PORT

VIEWS

-FOUR

6o/sAO

STARBOARD

AND

PORT VIEWS-FOUR 60/SSL

Photos above show the

SSL

Transmission

which was

designed

for the Four-60

Diesel.

The

gear is

available

in two

Ratios,

1.3:1 and

2:1.

Its small

size

and moderate

offset

greatly

increases

installability

of Four-60 by de-

creasing

length

to

30 inches and reducing depth below propeller

shaft

line to 4

3/4

inches.

4A

INSTALLATION

DRAWINGS

--

Z3

k-

-

Four-60/SAO

Reverse

and

Reduction

Gear

1-------.>1,1-----'1

II-

-.~-

J

I

~

_

_"..LB2IJL._

§=--i~

1-.

___

..

7~=----:.

fRONT

.1

",,*.&o-_~-_

...

~_

-_

-_-_

-,4,\oJi

_____

'_;

__

~_~

..

-_~~-

...

~j

1---------

-----34l-

--

------

Four-oo/SSL

Reverse

Gear

5

GENERAL

DATA

DIESEL ENGINE

Number

of

cylinders

Compression ratio

Bore

Stroke

Capacity

Idling speed

Maximum governed light running speed

Maximum speed under load

Torque

Pistons and rings

Piston ring groove clearance:

No.

l-compression

Nos. 2

and

3-compression

Nos. 4

and

S-oil

scraper

Piston ring fitted gap:

No.

l-compression

Nos. 2

and

3-compression

Nos. 4 and

5-oil

scraper

..

Piston

to

bore clearance (at bottom

of

skirt)

Gudgeon pins

Fit

in piston

Clearance in small-end bush

..

Connecting rods

Length between centres

Side clearance

on

crankshaft

..

Crankshaft and bearings

Journal dIameter

Crankpin diameter

Main bearing clearance

Big-end bearing clearance

Crankshaft end-float

_.

Camshaft and bearings

Bearing clearance

Camshaft end-float

Timing chains and

wheels

Camshaft drive

Injection pump drive

..

Injection pump chain wheel bearing liner:

6

Inside diameter (finished in position)

Clearance

on

hub

..

4.

23·6 :

1.

2·477

to

2·4785 in. (62'915 to 62'94i mm.).

3-0 in. (76'2 mm.).

57·9 cu. in. (948 c.c.).

600 r.p.m.

2,750 r.p.m.

2,500 r.p.m.

38

lb. ft. (5'32 kg. m.)

at

1,750 r.p.m.

·0025

to

·0045 in. ('062 to ·113 mm.).

·0015

to

·0035 in. ('038

to

·097 mm.).

·0015

to

·0035 in.

(-038

to

·097 mm.).

·010 to ·015 in. ('254

to

'381 mm.).

·007

to

·012 in. ('178

to

·305 mm.).

·007

to

-012

in. ('178

to

·305 mm.).

·0031

to

·0037 in. ('787

to

·940 mm.).

·00025 in. (·0063 mm.) slack,to ·00015 in. (·0038 mm.).

tight.

'0001

to

·0005 in.

(-0025

to

-0127

nun.).

5·75 in. (146'05 mm.).

-006

to

-010

in. ('152

to

·254 mm.).

2-0005 to 2·001 in. (50'8l3 to 50·825 mm.).

1·7505 to 1·7510 in. (44-462 to 44·475 mm.).

·001

to ·0027 in. ('025

to

·068 mm.).

·001

to ·0027 in. ('025

to

·068 mm.).

·002

to

·003 in.

(·051

to

·076 mm.).

·001

to

·002 in. (·025 to

·051

mm.).

-003

to

·007 in. (·076

to

·178 mm.).

Duplex roller chain.

Simplex roller chain.

1'75025

to

1·75075 in. (44·456

to

44·469 mm.).

·001

to

·002 in. ('025 to

·051

mm.).

GENERAL

DATA-continued

Valve mechanism

Valve opens] with ·020 in. ('508 mm.) valve rocker clear-

Valve closes ance . . . . . . . . . . . .

Valve seat angle

Valve seat face width

..

Valve stem

to

guide clearance

Valve rocker clearance--cold

Valve lift

Valve stand-down

Valve springs:

Free length

Fitted

length-valve

closed

Fitted

length-valve

open

..

Load

to

compress to fitted

length-valve

open

Rocker shaft diameter

Rocker shaft

to

bush clearance

Tappet diameter

F1ywbeel

and

starter

ring

Number

of

teeth on starter ring

Starter ring fitting temperature

Oil pump

Rotor end-float

..

Rotor lobe clearance

Oil pressure relief valve

Spring free length

Spring fitted length

Load to compress spring to fitted length

Oil pressure

Idling speed

Normal running speed

COOLING

SYSTEM

Fan

belt

Depth

..

Width (outside)

Angle

of

'V'

Lateral movement (measured

at

the vertical run)

Thermostat

Opening temperature

Fully open temperature

Water

pu"mp

spindle

Interference

fit

in hub

..

Interference

fit

in vane

Inlet Exhaust

5° B.T.D.C. 45° B.B.D.C.

30° A.B.D.C. 5° A.T.D.C.

45° 45°

·075 in. (1'906 mm.) ·075 in. (1'906 mm.)

·0015 to ·0025 in. ·002 to ·003 in.

('038 to ·062 mm.) (·051 to ·076 mm.)

·012 in. (·305 mm.) ·012 in. (·305 mm.)

·276 in. (7'01 mm.) ·276 in. (7'01 mm.)

·018 to ·038 in. ·018 to ·038 in.

(·457 to ·965 mm.) (·457 to ·965 mm.)

Inner Outer

1·672 in. (42-471 mm.) 2·047 in. (52 mm.)

1-165 in. (29·6 mm.) 1·328 in. (33·746 mm.)

·889 in. (22·576 mm.) 1·052 in. (26·746 mm.)

28·7 lb. (13 kg.) 43 lb. (19·5 kg.)

·5615 to ·5625 in. (14·263 to 14·288 mm.).

·0005 to ·002 in. (·013 to ·051 mm.).

·81125 to ·81175 in. (20'606 to 20·618 mm.).

94.

200 to 2300

C.

(392 to 446° F.).

·003 in. (·076 mm.) maximum.

·004 in. ('102 mm.) maximum.

2·86 in. (72'64 mm.).

2·156 in. (54·77 mnL).

13·5 lb. (6'127 kg.).

15

lb./sq. in. (1'05 kg./cm.2

).

50 lb./sq. in. (3'52 kg./cm.2

).

it

in. (10·72 mm.)

1in. (12·7 mm.).

40°.

1 in. (25 mm.).

79 to 84° C. (175 to 183° F.).

94 to 96°

C.

(201 to 205° F.),

·0015 to ·0028 in. (·038 to ·071 mm.).

·001 to ·0023 in. (·025 to ·058 mm.). 7

GENERAL

DATA-continued

FUEL

SYSTEM

Diesel models

Liftpump

..

Main filter

Injection order

Static injection timing

Injection pump

Type

Roller

to

roller dimension

Governor link length ••

Injectors

Nozzle

..

Nozzle holder

Opening pressure

Needle

lift

Torque

Wrench

Settings

Cylinder

head

nuts

. .

.•...•.

Injector

clamp

nuts

•.••••••

Rocker

bracket

nuts

.

Flywheel

bolts

...•

Main

bearing

bolts

....

Connecting

rod

bolts.

. . . . . .

Injector

nozzle

nuts

Electrical

System

Nominal

voltage.

. . . . . . .

•..

. . • .

Battery

(NOT

supplied

with

engine)

Terminal

voltage

.••...

Recommended

capacity

.•

Generator

........

.

Capacity

......

.

Voltage

...•...

Alternator

(optional)

Capacity.

. .

..•..

Voltage

...

TRANSMISSIONS

Four-60

Gear

Options

·.

A.C.-

YE

type.

· . c.A.V. bowl-less.

1. 3, 4, 2.

16°

B.T.D.C.

DPA

3248530.

..

1·962 in. (49·84 mm.).

..

2·087±·039 in.

(53±1

mm.).

BDN.O.SPC.6389.

..

BKB.35S.5237.

· .

135

atmospheres.

·6

to

·75 mm.

60

ft.

15

ft.

25

ft.

40

ft.

70

ft.

35

ft.

50

ft.

lbs.

Ibs.

lbs.

Ibs.

lbs.

12

volts

(negative

ground)

12

volts

130

ampere

hours

negative

ground

14

amperes

12

V.

D.

C.

55

amperes

12

V. D. C.

SAOD

SA002

SAOV

·.................

Direct

Drive

2:1 RG

SSL-13

SSL-20

8

·.................

• • • • • • • Ii

1.

29:1

RG

1.

67:1

RG

2:1

RG

1.

3:1

RG

2:1

RG

FOREWORD

INSPECTION

OF

SHIPMENT

FOUNDATION

FOR

ENGINE

BOLTS

PROPELLOR

COUPLING

ALIGNMENT

EXHAUST

LINE

INSTALLATION

ENGINE

COOLING

SYSTEM

FUEL

PIPING

FUEL

SUPPLY

CONTROLS

ELECTRICAL

SYSTEM

PREWIRING

AND

OPTIONS

STARTING

AID

INSTALLATION

Page

No.

10

11

12

13

14

UL

9

INSTALLATION

FOREWORD

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

ensure

good

operating

conditions

for

the

engine

and

correct

procedure

in

servicing

the

engine.

INSPECTION

OF

SHIPMENT

The

engine

is

shipped

from

the

factory

mounted

upon

heavy

skids

and

properly

crated.

Accessory

equipment

is

shipped

in

a

separate

small

box,

usually

packed

with

the

engine

crate.

Immediately

upon

arrival,

the

shipment

should

be

inspected

for

possible

accidental

damage

in

transit

and

for

any

possible

shortage

in

parts

and

equipment.

Before

accepting

any

shipment

from

the

transportation

company,

check

with

the

packing

list

and

if

any

shortage

or

damage

is

noted,

file

claim

with

the

agent

before

accepting

shipment,

reporting

same

to

the

shipper.

FOUNDATION

FOR

ENGINE

A

good

engine

bed

contributes

much

towards

the

satisfactory

operation

of

the

engine.

The

engine

bed

must

be

of

rigid

construction

and

neither

deflect

or

twist

when

subjected

to

the

engine

weight

or

the

position

the

boat

may

have

to

take

under

the

effects

of

rough

seas.

The

bed

must

not

only

support

the

engine

firmly

in

the

exact

position

but

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

recommend

that

similar

wooden

stringers

as

in

wooden

hulls

be

formed

and

fitted,

then

glassed

to

the

hull

securely.

This

allows

hanger

bolts

to

be

installed

firmly

in

wood,

thus

reducing

noise

and

transmitted

vibration.

The

temptation

to

install

the

engine

on

a

pair

of

fiberglas

11

angle

irons"

should

be

resisted.

Such

construction

will

allow

engine

vibratiohs

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

11

B".

--

"A"

Fig.

1.

Bed

Design

A

and

B

10

ENGINE

BOLTS

It

is

recommended

that

3/8

inch

lag

bolts

(hanger

bolts),

preferably

of

bronze,

be

used

through

the

engine

supporting

mounts.

Lag

screws

are

less

p::'eferred

because

their

hold

on

the

wood

is

weakened

every

time

they

are

move.d,

whereas

the

lag

bolt

stays

in

position

and

the

nuts

on

top

of

the

lag

bolts

are

used

to

tighten

the

engine

down

or

are

loosened

to

permit

the

engine

to

be

moved.

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.

PROPELLER

COUPLING

Each

Westerbeke

Diesel

engine

is

fitted

with

a

suitable

coupling

for

connecting

the

propeller

shaft

to

the

engine.

The

coupling

is

very

carefully

machined

for

accu-

rate

fit.

The

forward

end

of

the

propeller

shaft

has

a

long,

straight

keyway

and

any

burrs

should

be

removed

from

this

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.

If

it

seems

difficult

to

fit

the

coupling

over

the

shaft,

the

€oupling

can

be

expanded

by

heating

in

a

pail

of

boiling

water.

The

face

of

the

propeller

coupling

must

be

exactly

perpendicular

to

the

center

line

or

axis

of

the

propeller

shaft.

ALIGNMENT

When

making

the

alignment

between

the

engine

and

propeller

shaft

half

couplings,

take

plenty

of

time

and

do

not

be

satisfied

with

anything

less

than

perfect

results.

The

alignment

is

correct

when

the

shaft

can

be

slipped

backwards

and

forward

into

the

counter-bore

with

no

interference

and

when

a

feeler

gauge

indicates

that

the

flanges

come

together

at

all

points.

The

two

halves

of

the

coupling

should

be

parallel

within

0.001

inch

if

possible.

However,

the

maximum

allowable

tolerance

must

not

exceed

O.

001

inch

per

inch

of

coupling

O. D.

In

making

the

final

check

for

alignment,

the

engine

half

coupling

should

be

held

in

one

position

and

the

align-

ment

with

the

propeller

half

coupling

checked

in

each

of

four

positions

90

degrees

apart.

Keeping

the

propelle-r

coupling

in

one

position,

the

alignment

should

be

checked

by

rotating

the

engine

shaft

half

coupling

in

each

of

four

positions

90

degrees

apart.

If

initial

alignment

is

accomplished

during

boat

construction

or

while

the

boat

is

still

on

its

cradle,

the

coupling

should

be

disconnected

and

all

alignment

rechecked

shortly

after

launching.

The

engine

alignment

should

be

re-checked

after

the

boat

has

been

in

service

for

one

to

three

weeks,

and

if

necessary,

the

alignment

re-made.

It

will

usually

be

found

that

the

engine

is

no

longer

in

alignment.

This

is

not

because

the

work

was

imp:i.~operly

done

at

first,

but

because

the

boat

has

taken

some

time

to

take

its

final

shape

and

the

engine

bed

has

probably

absorbed

some

moisture.

NOTE:

A

fiberglas

boat

requires

the

same

"Alignment"

procedures

above

as

wood

or

any

other

material

used

in

boat

construction.

EXHAUST

LINE

INSTALLATION

Exhaust

line

installations

vary

considerably

and

each

must

be

designed

for

the

particular

job.

Four

particular

cautions

apply:

1.

The

exhaust

line

must

be

designed

so

that

sea

water

or

engine

raw

water

discharge

cannot

possibly

run

back

into

the

engine.

11

2.

The

exhaust

line

should

be

supported

so

that

its

weight

does

not

rest

on

the

manifold

flange.

3.

Use

a

flexible

section

preferably

of

stainless

steel

at

the

manifold

fl~ge

(which

should

be

asbestos-wrapped

due

to

the

high

temperature)

and

no

less

than

12

inches

overall

length,

threaded

at

each

end.

4.

The

exhaust

pipe

must

be

of

sufficient

size

to

handle

the

exliaust

gases

from

the

engine

properly

and

should

never

be

made

smaller

than

the

opening

of

the

exhaust

manifold.

The

1.

D.

of

the

exhaust

should

be

increased

1/2

inch

for

every

ten

feet

of

length

beyond

the

first

ten.

ENGINE

COOLING

SYSTEM

The

Westerbeke

Four-60

diesel

is

fresh

water

cooled,

utilizing

what

is

known

as

a

"closed

system",

wherein

the

fresh

water

is

circulated

by

a

centrifugal

pump

through

the

engine

block

and

head,

exhaust

manifold,

and

heat

exchanger.

The

heat

exchanger

is

cooled

by

the

sea

water

pump.

FUEL

PIPING

We

recommend

1/4

inch

O.

D.

copper

tubing

together

with

suitable

fittings,

both

for

the

supply

line

and

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

impor-

tant

that

all

joints

be

free

of

pressure

leaks.

Keep

fuel

lines

as

far

as

possible

from

exhaust

pipe

for

minimum

temperature

to

eliminate

"vapor

lock.

"

The

fuel

piping

leading

from

the

tank

to

the

engine

compartment

should

always

be

securely

anchored

to

prevent

chafing.

Usually

the

copper

tubing

is

secured

by

means

of

copper

straps.

The

final

connection

to

the

engine

should

be

through

the

flexible

rubber

hoses

supplied.

FUEL

SUPPLY

(see

Fig.

2

for

Fuel

injection

Pump

lever

control

positions)

To

ensure

satisfactory

operation,

a

Diesel

engine

must

have

a

dependable

supply

of

clean

fuel

oil.

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

injector

nozzles

when

the

engine

is

started

for

the

first

time.

If

a

molded

tank

of

fiberglas

is

used,

be

certain

that

the

interior

is.

gel-coated

to

prevent

fibres

from

contaminating

the

fuel

system.

In

the

Westerbeke

Diesel

fuel

system,

an

excess

of

fuel

oil

is

supplied

to

the

injec-

tion

pump

by

a

fuel

lift

pump

and

the

oversupply

which

is

not

required

for

injection

to

the

engine

is

returned

to

the

fuel

tank.

Two

fuel

filters

are

provided

with

the

engine;

one

is

an

integral

part

of

the

fuel

lift

pump

(called

the

Primary

Filter),

the

other

mounted

on

the

engine

(called

the

Secondary

Filter).

The

Primary

Unit

has

a

bowl

and

screen,

the

purpose

of

which

is

to

trap

water

and

has

the

advantage

that

the

owner

can

tell

at

a

glance

if

water

or

dirt

is

collecting

in

the

glass

bowl.

The

Secondary

Filter

is

a

replacement

ele-

ment

type,

the

purpose

of

which

is

to

filter

all

contaminants

before

the

fuel

oil

reaches

the

injection

system.

Connection

for

the

fuel

supply

line

is

on

the

fuel

lift

pump

which

has

a

hand

primer

required

for

filling

the

fuel

supply

lines

and

the

filters,

and

for

purging

the

system

of

air

when

engine

is

started

for

the

first

time,

or

whenever

the

system

has

been

opened

for

any

reason.

12

Throttle Control

Max

~-~

Idle

~

Fuel

Stop

Control

/

Stop

.....

-~

Run

~.

Fig.

2

Fuel

Injection

Pump

Throttle

and

STOP/RUN

Lever

Control

Positions

NOTE:

The

fue.l

injection

pump

Fuel

Stop

Control lever should

be

spring loaded

to the run position.

CONTROLS

If

manual

SAO

transmission

is

used,

clutch

control

may

be

either

Morse

type

MJ

or

conventional

rod

and

lever

assembly.

Type

SAO

transmissions

normally

require

25

pounds

of

effort

on

the

clutch

handle

or

75

pounds.if

Morse

type

cable

is

connected

at

the

point

four

inches

from

the

cross

shaft.

(75

pounds

@ 4

inches

is

reduced

again

to

25

pounds

at

the

operating

station

through

the

leverage

ratio

of

the

Morse

MJ

mechanism.)

Whether

flexible

cable

or

rod

and

levers

are

used,

it

is

imperative

that

installation

be

done

precisely

and

in

a

workmanlike

manner.

Cable

bends

must

be

gradual.

Anchor

points

must

be

securely

fixed

to

rigid

memberr-

so

that

effort

put

into

the

clutch

handle

reaches

the

clutch

cross

shaft

without

lost

motion.

With

rod

and

lever

installations.

it

is

desirable

to

maint8in

balance

among

the

several

members

so

that

the

weight

of

components

does

not

tend,

of

itself,

to

pull

the

clutch

lever

from

neutral

position

towards

either

"Ahead"

or

"Astern".

SSL

Transmission

may

be

used;

it

is

highly

efficient,

simple

in

design,

and

is

ideally

suited

to

control

by

the

Model

ML

Morse

single

lever

control.

The

neces-

sary

cable

ends

and

attaching

kits

we

have

designed

for

this

unit

are

on

our

list

of

accessories.

(The

control

and

cables

should

be

purchased

locally

through

Morse

dealers.)

In

addition

to

the

throttle

and

clutch

function

handled

by

the

ML

control,

there

is

also

a

stop-run

lever.

These

are

most

easily

controlled

by

Bowdoin

wires

which

should

be

mounted

adjacent

to

the

starter

button.

SAO

Transmissions require

Left-Hand

Propellers

SSL

Transmissions require

Right-Hand

Propellers

13

ELECTRICAL

SYSTEM

All

electrical

accessories

on

a

standard

production

Westerbeke

Four-60

Diesel

Engine

operate

on

a

negative

grounded

12

volt

system.

Included

with

the

engine·

is

a

14-ampere

generator

mounted

to

the

engine.

Shown

in

Fig.

3,

is

a

wiring

dia-

gram

for

a

generator

and

skipper

panel,

or

Fig.

4,

a

wiring

diagram

for.an

optional

55-ampere

alternator

and

Westerbeke

All

Electric

panel.

Carefully

follow

the

recommended

wire

size

shown

in

the

wiring

diagrams.

Plan

the

installation

so

the

battery

is

close

to

the

engine

and

use

battery

cable

sizes

as

follows:

#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

PREWIRING

AND

OPTIONS

1.

Prewiring

includes

the

installation

and

wIrIng

of

the

following

devices:

alternator,

regulator,

starting

motor,

starter

solenoid,

instrument

senders,

con-

necting

terminal

blocks,

pressure

and

temperature

switches,

separate

key

switch

panel

including

the

pre-heat

function.

The

cable

used

to

connect

the

engine

and

its

key

switch

panel

is

neoprene

jacketed,

waterproof,

very

flexible

and

meets

ABYC

standards.

This

cable

includes

two

#10

conductors

for

the

pre-heat

function

and

two

#6

conductors

for

the

ammeter.

Chief

advantages

are

pre-wiring

will

be

eJ-imination

of

wiring

mistakes

and

minimum

installation

time.

The

cables

are

10

foot

lengths·

to

accommodate

all

installations.

2.

All

Electric

Panel

The.

Westerbeke

all

electric

panel

utilizes

an

electronic

tachometer

with

a

built-in

hour

meter.

Tachometer

cables

are

no

longer

required.

The

panel

is

anodized

aluminum,

eopxy

paint

protected,

for

long

lived

finish.

The

marine

instruments

are

an

ammeter,

water

temperature

gauge

and

oil

pressure

gauge

and

each

instrument

is

back

lighted.

This

new

all

electric

panel

is

isolated

from

ground and

may

be used

with

negative

ground,

positive

ground,

or

isolated

gt'ound

electrical

-systems- and

may

be mounted where

visible.

It

must

be

used

with

the

55-amp

alternator.

3.

Factory

Installed

Engine

Alarm

System

(Optional)

This

alarm

system,

to

indicate

the

existence

of

high

water

temperature

or

low

oil

pressure,

is

designed

and

installed

on

your

Westerbeke

diesel

at

the

factory.

It

consists

of

an

audible

alarm

to

indicate

either

failure,

the

alarm

being

part

of

the

key

switch

panel.

The

high

water

temperature

and

low

oil

pressure

switches

are

set

for

compatibility

with

the

engine.

The

alarm

system

is

energized

by

the

key

switch

at

the

key

switch

panel

and

can

be

de-energized

by

the

same

key

switch,

should

the

operator

wish

to

turn

off

the

alarm.

14

e ®

8 e WESTERBEKE

SKIPPER

PANEL

e

START

®

<;ROUNO

t-----~AMP~----_,

I

,

Fi

g.

3

"f;

"f>

O'L

PRESS.

SENDER

WATER

TE~P.

SENDER

@ @

"6

ENGINE

OP

sw.

.f

16

@

'6

-..".

@

I

L

_________

_

_.J

I!»ATTERY

CABLE

r--

START ...

OTOR!

&

SOLENO'D

"'O'L

@

PRESS.

SW

*'

OPTIONAL

Wiring

Diagram

with

Generator

and

Skipper

Panel

@ KEY

SWITCH

PANEL

@)WESTERBEKE

ALL

ELECTRIC PANEL. (WITH ALTERNATOR ONLY)

LA"PS

® r

---;;----------1

r-

____

.,~O

__

~~~-o-_O~R~U~N_;

• :

Fi

g.

4

@

O'L

PRESS.

SENDER

"f>

WATER

TEMP.

SENDER

@ @

'16

E:NGINE

'6

+

B"TTERY

_

I,VOC

-

® START 1

I

PREHEAT I

SW I

"6

® I

'10 I

L

___

-----

____

J

SATTERY

CA8LE

..

WATER

T[t.4P.

SW.

~R~I~S.

@

sw.

'*

OPTIONAL

Wiring

Diagram

with

Alternator

and

Electric

Panel

15

STARTING

AID

(Fig.

5)

The

starting

aid

on

Westerbeke

Four-60

consists

of

a

combustion

chamber

glow

plug

pre

heater

which

operates

by

heating

the

air

coming

into

the

combustion

chamber.

Due

to

the

drop

in

battery

voltage

from

12

volts

to

9

volts·

during

an

engine

cranking.

four

9-volt

glow

plugs

are

used

to

provide

full

preheat

power

during

cranking.

A

resistor

is

used

in

the

glow

plug

circuit

to

prevent

burnout

of

the

glow

plugs

when

preheat

is

used

without

cranking

the

engine.

A

start

solenoid

is

provided

in

the

circuit

to

bypass

this

resistor

and

connect

the

glow

plugs

directly

across

the

battery

while

cranking.

It

is

most

important

that

the

glow

plug

circuit

be

wired

correctly

to

prevent

burn-

out

of

the

glow

plugs

and

provide

battery

charging.

To

start

the

engine.

depress

the

glow

plug

PRE-HEAT

pushbutton

for

30

seconds

or

longer

(depending

upon

climatic

conditions).

and

then

engage

the

START

switch.

Both

pushbutton

and

START

switches

should

be

released

when

the

engine

cranks.

If

after

about

15

seconds

cranking

time

the

engine

has

not

started.

stop

cranking

for

15

seconds

leaving

the

PRE-HEAT

pushbutton

depressed

and

then

engage

START

switch.

16

B+

BATTEI?(

TERMINAL.

\

TO

HEAr£I<S.

TO

PRE-HEAT

5

WITCH.

TO

IGNITION

SW.

Fig.

5.

Starting

Aid

-

Glow

Plug

Preheat

OPERATION

PREPARATION

FOR

STARTING

ENGINE

AFTER

INSTALLATION

BLEEDING

THE

FUEL

SYSTEM

TO

START

ENGINE

WHEN

ENGINE

STARTS

TO

STOP

ENGINE

OPERATING

PRECAUTIONS

COLD

WEATHER

PRECAUTIONS

POST

DELIVERY

CHECKOUT

MAINTENANCE

SCHEDULE

END

OF

SEASON

SERVICE

Page

No.

19

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17

Westerbeke FOUR-60 User manual

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