Westerbeke Four-60 User manual

TECHNICAL

MANUAL

AND

PARTS

LIST

!:

. . . . . . .

WESTERBEKE·

-

1-5.

hp. ,.,i.--i-Dies.el Engine

..'.

.

..

, : .

M'ODEL

FOUR-60

publication

Numlter

16521

Edition 2

-July

20~O

WESTERBEKECORPORATION

AVON

INDUSTRIAL

PARK.

AVON.

MA

02322.

TEL:

(61

?j

58fJ..7100

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

redqction

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

;s

stamped

on

the

name

plate affixed to the exhaust manifold.

(

.,It

(

INTRODUCTION

PHOTOGRAPHS

WESTERBEKE

MODEL

FOUR-

60

15 h.

p.

Mini

Diesel

Engine

TABLE

OF:'

CONTENTS

...........

..

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

...

,.

.......

.'

. .

'.'

.

'.

..........."

,,'

~

.:

INSTALLATION

DRAWINGS

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

.

GENERAL

DATA

.'

....

"

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

e'

'

•••••

'

••

"

INSTALLA

TION

.....

~

.....

'

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

'

......

.

OPERATION

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

.

LUBRICATION

SYSTEM

COOLING

SYSTEM

.....

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

.

FUEL

SYS

TEM

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

SAO

TRANSMISSION

SSL

TRANSMISSION

Page

No.

2

4

5

6

9

17

SECTION

A

SECTION

B

SECTION

C

45

62

3

SURGE

TANK

FILLER

CAP

ALTERNATOR

OPTIONAL

AIR

CLEANER

OIL

SUMP

DRAIN

PIPE

'RIMARY

FUEL

FILTER

4

OIL

PRESSURE

SWITCH

TACH

OMETER

DRIVE

\

COLD

START

SOLENOID

~

FUEL

PUMP

PRIMING

LEVER

(RemOve

after

installation)

LIFTING

BRACKET

LUBRICATION

OIL

..!!L-~-------

FILLER

CAP

HEAT

EXCHANGER

BLEED

SCREW

SECONDARY

FUEL

FILTER

BLEED

SCREW

FUEL

INJECTOR

UNION

NUT

COLD

START

GLOW

PLUG

FRESH

WATER

PUMP

SEA

WATER

PUMP

SEA

WATER

.

PUMP

DRAIN

ADJUSTABLE

~--

FLEX

~10UNTS

STARTER

MOTOR

PROPELLER

SHAFT

COUPLING

STARBOARD

AND

PORT

VIEWS

-FOUR

60/SAO

/

\

(

\

.(

r .

ST

ARBOARD

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 belowpropeller shaft line

t04

3/4

inches.

4A

/

\,

i

,

\

INSTALL}\.TION

DRAWINGS

101--

I

:32.L DIRECT

DRiVe:

~

I

jo4-----37

~

~.67:1

AND

2:1

RATIO

~

Four-60/SAO

Reverse

and

Reduction

Gear

~-------2~'-----~·1

.---'

-~3o!-!------'

-

..

~-.---'

~'.--~~-.:'::l

1-2;!z.o------

16

•

1--

______

.'.--

34

3-

_

..

_.----

..I

Four-no/SSLReverse

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.

1-compression

Nos. 2 and

3-compression

Nos. 4 and

5-oil

scraper

Piston ring fitted gap:

No.

1-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

..

CODDecting

rods

Length between centres

Side clearance

on

crankshaft

..

Crankshaft and bearings

Journal diameter

Crankpin diameter

Main bearing clearance·

Big-end bearing cleara;nce .

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 nun.).

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.

('2S4lo

·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.

(00025

to

·0127 mm.).

5·75 in. (146'05 mm.).

·006

to

-010 in. ('152

to

·254 mm.).

2-0005

to

2·001 in.

(50·81-3

to

50·825 mm.).

1·7505

to

1·7510 in. (44·462

to.

44·475 mm.).

·001

to

·0027in. ('025

to

·068mm.).

·001

to

·0027 in. ('025

to

·068mm.).

·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

1·7507S·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

compre!;s

to

fitted

length-valve

open

Inlet

5°

B.T.D.C.

30° A.B.D.C.

45°

·075 in. (1·906 mm.)

·00

15

to

·0025

in.

('038

to

·062

mm.)

·012 in. (,305

mm.)

·276 in. (7'01

mm.)

·018

to

·038 in.

(,457

to

·965

mm.)

Inner

1·672 in. (42·471

mm.)

1·165 in. (29·6

mm.)

·889 in. (22·576 mm.)

28·71b. (13 kg.)

Exhaust

45°

B.B.D.C.

5°

A.T.D.C.

45°

·075 in. (1·906 mm.)

·002

to

·003 in.

(·051

to

·076 mm.)

·012

in.

(·305 Inm.)

·276 in. (7·01 mm.)

·018

to

·038

.jn.

(·457

to

·965 mm.)

Outer

2·047 in. (52 mm.)

1·328 in. (33·746 mm.)

1·052 in. (26,746 mm.)

43 lb. (19'5 kg.)

Rocker

shaft

diameter

Rocker

shaft

to

bush

clearance

Tappet

diameter

. . ·5615 to ,5625

in.

(14'263

to

14·288 mm.).

·0005

to

·002 in. ('013

to

·051 mm.).

Flywheel

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

puomp

spindle

Interference fit

in

hub

..

Tnterference

fit

in

vane

·81125

to·81175

in. (20·606

to

20·618 mm.).

94.

200

to

230°

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

mn1~).

13·5 lb. (6'127 kg.).

15

lb./sq. in. (1,05 kg.jcm.2

).

50 Ib./sq. in. (3'52 kg./em.2

).

H in. (10·72

mm.)

tin.

(12,7

mm.).

40°.

1in. (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

VEL

SYSTEM

Diesel models

Lift pump ••

Main filter

Injection order

..

Static injection timing

Injection pump

Type'

••

A.C.-YE

type.

C.A.

V.

bowl-less.

1.3,4,2.

16°

B.T.D.C.

DPA

3248530.

Roller to roller dimension

Governor link length

••

.. 1'962 in.

(49'84

mm.).

..

2·087±·039 in.

(S3±1

mm.).

Injectors

Nozzle

..

Nozzle holder

Opening pressure

Needle lift

BDN.O.SPC.6389.

BKB.35S.S237.

..

135

atmospheres.

·6

to

·75

mm.

rorque

Wrench

Settings

Cylinder

head

nuts

• . . • • • • • . . • • • . • • . . . •

Inj

ector

clamp

nuts

•••••••••••••...••••.

Rocker

bracket

nuts

..••••.•.•.••••.•......

Flywheel

bolts

••••••••••..•.••••••.••.

Main

bearing

bolts

•.....•...•••.••...•..

Connecting

rod

bolts

•.•.••..••...••••••..

Injector

nozzle

nuts

...•.....•..•.•..•••.

B::lectrical

~ystem

Nominal

voltage

.••...

'

••

'.'

..••.••.••.•..

Battery

(NOT

supplied

with

engine)

Terminal

voltage

.••••.•••••...•..•..

Recommended

capacity

•....•.....••.

'

•..

Generator

....•......••..•.....•••...

Capacity

........•.....•••.....•...

Voltage

...•••..••..•.••.•...•••..

Alternator

(optional)

Capacity.

. . . . . . • • . . • . .

•.

• . • . . • . . • . .

Voltage

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

.

TRANSMISSIONS

Four-60

Gear

Options

60

ft.

lbs.

15

ft.

lbs.

25

ft.

lbs.

40

ft.

lbs.

70

ft.

lbs.

35

ft.

lbs.

50

ft.

lbs.

12

volts

(ne

gati

ve

ground)

12

volts

130

ampere

hours

negative

ground

14

amperes

12V.D.C.

55

amperes

12

V. D. C.

SAOD

SA002

SAOV

·.............................

Direct

Drive

2:1

RG

SSL-13

SSL-20

8

·...........................

·.............................

·...........................

·..........

..

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

1.

29:1

RG

1.

67:1

RG

2:1

RG

1.

3:1

RG

.

2:1

RG

(

\

c

FOREWORD

INSPECTION

OF

SIllPMENT

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

1.5...

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

inst.allation

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

inspect~d

for

possible

accidental

damage

in

transit

and

for

any

possible

shortage

in

parts

and

equipment.

Before

accepting

any

shipment

from

the

transportation

comppny

~

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

mCl,Y

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

engin~

bed.

In

fiberglas

hulls~

we

recommend

that

similar

wooden

stringers

as

in

wooden

hulls

be

formed

and

fitted~

then

glassed

to

the

hull

securely.

This

.allows

hanger

bolts

to

be

installed

firmly

in

wood~

thus

reducing

noise

and

transmitted

vibration.

The

temptation

to

install

the

engine

on

a

pair

of

fiberglas

"angle

irons"

should

be

resisted.

Such

construction

will

allow

engine

vibrations

to

pass

through

to

the

hull.

Flexible

mounts

require

a

firm

foundation

against

which

to

react

if

they

are

to

do

their

job.

When

possible,

follow

bed

design"

A"

and

avoid

bed

design

11

B" •

"A'l

Fig.

1.

Bed

Design

A

and

B

10

(

\

(

\

,.

\.

ENGINE

BOLTS .

It

is·

recQm.meJ}.cj~dJhat

3/S

mch

lag

bolts

Cb.a.ng,~.:.r

bolts)~

preferably

of

bronze,.

be

-

·1.i~~d

tM.o:ugh

~he

enw.!l~·

~uJ).PC?r~~_g

mqunt$;'

·":L.~g~~crews

are

less

p!-eferred

because

their

hold

on

the

wood

is

weakene~'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

WesterbekeDiesel

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

·pe·rpendicular

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

b.e

satisfied

with

anything

less

than

p.erfect

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

tlie

flanges

come

together

at

all

points.

The

two

halves

of

the

coupling

should

be

parallel

within

O.

001

mch

if"

possible.

However,

the

maximum

allowable

tolerance

must

not

exceed

0.001

inch

per

inch

of

coupling

O.

D.

In

making

the

final

check

for

alignmellt.

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

propeller

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

iriitial

alignment

is

accomplis~ed

during

boat

construction

or

while

the

boat

is

still

on

its

cradle~

the

coupling

should

be

disconnected

and

all

alignment

rechecked

shortly

after

launching.

.

Theen~ne

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

improperly

done

at

~irst~

but

because

the

boat

has

taken

some

time

to

take

its

fin.al

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

o:t:'

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

st~ess

steel

at

the

manifold

f1~ge

(which

should

,be

'W~a~ped

due

to'

fhe" high"

"temperature)

and

no

'"

--,

less

than

12

inches

.overalI

Iengf1i~

threaaEi¢[

at

"eacn'"ena-.,

,"

4.

The

exhaust

pipe

'inust

be

of

suffici~nt

size

to

handle

th~

exnaust

gases

from

the

engine

properly

and

should

never

be

made

$maller

than

the

opening,

of

the

exhaust

m~ifold.

The

I.

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-50

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

biock

and

head,

·exhaust

manif~ld,_

and

he~t

exchanger.

The

heat

e~changer

is

cooled

by

the

sea

water

pump

..

FUE~

PI~ING

We

recommend

1/4

inch

O.

D.

copper

tubing

together

with

suitable

fittings,

both

for

the.

supply

line

and

return

line.

Run

tne

tubing

in

the

longest

pieces

obtainable

to

avoid

.the

u.se

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

II

yapor

lock.

I'

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

m'eans

of

copper

straps.

The

final

connection

to

the

eng~e

should

be

through

the

flexible

rubber

hoses

supplied

•.

FUEL

SUPPLY

(see

Fig.

2

for

Fuel

inj~ction

P:t:imp

lever

control

positions)

To

ensure

satisfactory

operation,

a

Diesel

engine

must

have

a

dependable

supply

of

clean

fuel

oil.

For

this

reason,

cleanliness

and

c'are

are

especially

import,ant

at

the

time

when

the

fuel

tank

is

installed

because

dirt

left

anywhere

in

the

fuel

lines

or

tank

will

certainly

cause

fouling

of

~jector

nozzles

when

t:q..e

engine

is

started

for'

the

first

'time.

If

a

molded

tank

of

fiberglas

is

used,

be

ce.rtain

.that

the

interior

is

_

gel-

coated

to

prevent

fibres

from

contaminating

the

fuel

system.

In

the

Westerbeke

D~esel

fuel

system,

:;tIl

excess

0:( fue,l

oil

is

supplied

to

t:q.e

injec-

tion

pump

by

a

fuel

lift

pump

and

the

oversupply

which

is

not

required

for

injectic;>n

to

the

e~g~e

is

returned

to

the

fuel

tank.

Two'

fuel

'filters

are

provided

with

the

engine;

one

is

an

i,ntegral

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

~

. 9 /

Fuel

Stop

Control

. /

Stop

~-~

Run

JI!.'

Fig.

2

Fuel

Injection

Pump

Throttle

and

STOP

/RUN

Lever

Control

Positions

.

NOTE:

The'

fue.l

i njecti

on

pump

Fuel

Stop

Control 1ever

shoul

d

be

spr;

ng

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

transmissi'ons'

normally

require

25

pounds

of

effort6n

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

r.od

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

member~'

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

maintain

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.

il'he

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

skippe;r

panel,

or

Fig.

4.

a

wiring

diagram

for.an

optional

55-

ampere

alternator

arid

Westerbeke

All

Electric

panel.

Carefully

follow

the

reconlmended

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

--

fo'r

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-wiririg

will

be

\

e~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

tacho.meter

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

..

mar,ine

instruments

are

an

ammeter,

water

temper.ature

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

isola'~ed

gt"ound

electrical

-systems-

and

may

be mounted where

visible.,

It

must

be

used

with

the

55-amp

a1

ternator.

.

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

(

\

(

c.

e @

e e WESTERBEKE

SKI

PPER

PANEL

e

GROUND

OP SW.

"16

@

-

'":"

"16

tlf>

OIL

PRESS.

SENDER

WATER

TEMP.

SENDER

@ @

·16

'"16

ENGINE

'10

@

~Y_S!!'.I!f!:!.

.f.~E~

______

,

01'1' I

! 0

RUN

"*

I

. I

I

® START I

I

L

____

--

__

.__

I

_...J

START

MOTOR

I

& SOLENOID

@

.;rOIL.

PRESS.

sw

*

OPTIONAL

Fig.

3

Wiring

Diagram

with

Generator

and

Skipper

Panel

. @)WESTERBEKE

ALL

ELECTRIC PANEL. (WITH

ALTERNATOR

ONLY)

.

LAMPS

~

.

OIL

PRESS.

SENDER

WATER

TEMP.

SENDER

@ ®

ENGINE

@ KEY SWITCH

PANEL

r

---;F;---

-------1

.10

0

RUN

...

I

~----~~--~~~

1

'6

+

SATTERY -

IZVDC

~

®

START

I

1

I

PREHEAT I

SW I

'16

® I

-10 I

L

_____________

J

BATTERY

CA8L.E

@

'*

OIL

PRESS.

SW.

"*

OPTIONAL

Fig.

4

Wiring

Diagram

with

Alternator

and

Electric

Panel

15

STARTING

AID

(Fig'. 5)

The

starting

aid

on

Westerbeke

Four-

60

consists

of

a

co'mbustion

chamber

glow

plug

preheater

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

ail

engine

cranking~

four

9-volt

glow

plugs

are

used

to

provide

full

preheat

power

during

cr~king.

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

clj.matiG

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+

BATTE/?(

rE~MINAL.

TO

PRE-HEAT

SWIT~H.

TO

HEArERS.

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

~NTENANCESCHEDULE

END

OF

SEASON

SERVICE

Page

No.

19

20

21

22

23

17

LUBRICATING

OILS

Lubricating

oils

are available for

Westerbeke

Diesel engines

which

offer

an

improved

standard of

performance

to

meet

the requirements of

modern

operating

conditions

such

as

sustained

high

speeds

and

temperatures.

These

oils

meet

the requirements of the

U.

S.

Ordnance

SpecificationMIL-L~2104B

(API

Service

CC).

Any

other

oils

which

also

conform

to these specifications,

but are not

listed

here are, of course, also suitable.

f

i .

S:~A.E.

DESIGNATION

COMPANY

BRAND

OO/45°F

45°/80gF

OVER

80°F

-

Ameri

can

0;

1

Co.

,

American

Supermil

Motor

Oil

lOW

20W/20

30

BP

Canada

Limited

I

BP

Vane11us

lOW

20W/20

30

i

I

BP

Vane11us

10W/30

10W/30 10W/30

Chevron

Oil

Co.

I

RPM

DELO

Multi-Service

Oil

lOW

20W/20

30

I

Cities Service

Oil

Co.

I

CITGO

Extra

Range

lOW

20W/20

30

I

Continental

Oil

Co.

I

CONOeO

TRACON

OIL

lOW

20W/20

30

I

Gulf

Oil

Corporation I

Gulf1ube

Motor

Oil

X.H.D.

lOW

20W/20

30

I I

Mobile

Oil

Company

Delvac

1200

Series .

1210

1220

1230

Shell

Oil

Company

Shell Rotella

TOil

lOW

I

20W/20

30

Sun

Oi

1

Company

Sunf1eet

MIL-B

lOW

20W/20

30

Texaco,

Inc.

Ursa

Oil

Extra

Duty

lOW

20W/20

30

·f

.

18

/

(

\.

Westerbeke FOUR-60 User manual

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