Technical Manual WB 40-wpds Ed. 8 PDF

TECHNICAL MANUAL
WESTERBEKE 40
Marine Diesel Engine
WESTERBEKE WPDS
\
, Marine Diesel Generators
Pub1i c a t i o n #20502
Edition 8
July 1980
I MESTERBEn
WESTERBEKE CORPORATION
MYLES STANDISH INDUSTRIALPARK
150JOHN HANCOCK ROAD. TAUNTON, MA 027807319
WESTE-
- RB
-EKE 4C
This marine diese; engine, p r e v i o u s ? ~desi anated UESTERBEKE Four-!07,

incorporates a basic engine mode? known various!^ as 4-99, c - ! O i , and
4-708. You wi!l notice continual references to the l a t t e r three eeg-
ine mode: numbers througout tke workshop portton of t h i s manual. They
are used to distinguisl? anlong the three ~ n a j o rengineer~rlgchanges a:-
ready made t o the engine .
WITH 2:l SHORT PROFILE SAILING GEAR
WITH SAO MANUAL VEE DRIVE TRANSMISSION
SECTION INDEX
GENERAL
Introduction Operation
Installation Maintenance
ENGINE OVERHAUL
OTHEROVERHAUL
Marine Engine Electrical System
Cooling System (External)
Transmissions
GENERATOR SETS
HYDRAULIC CRANKING SYSTEM
SERVICE BULLETINS
IMPORTANT
PRODUCT SOFTWARE NOTICE
Product software o f a l l kinds, such as product software. Such software may be

brochures, drawings, t e c h n i c a l data, outdated and no l o n g e r accurate. Routine
o p e r a t o r ' s and workshop manuals, p a r t s changes made by Westerbeke's s u p p l i e r s .
l i s t s and p a r t s p r i c e l i s t s , and o t h e r o f which Westerbeke r a r e l y has n o t i c e
information, i n s t r u c t i o n s and s p e c i f i - i n advance, are frequently n o t r e f l e c t e d
c a t i o n s provided from sources other i n t h e s u p p l i e r ' s software u n t i l a f t e r
than Westerbeke, i s n o t w i t h i n Wester- such chanaes t a k e place.
beke's c o n t r o l and, accordingly, i s
orovided t o Westerbeke customers o n l v Westerbeke customers should a l s o keep i n
as a c o u r t e s v ~ a n dservice. WESTERB~KE mind t h e time span between p r i n t i n g s o f
C AN N O T - B E - R ~ P O N S I B ~ E ~ F OR
R ~ ~ fproduct
Westerbeke i software,
~ and ~ the ~ ~
OF SUCH SOFTIsIARE, MAKES NO WARRANTIES unavoidable e x i s t e n c e o f e a r l i e r , non-
OR REPRESENTATIONS WITH RESPECT THERETO, c u r r e n t Westerbeke software e d i t i o n s i n
INCLUDING THE ACCURACY, TIMELINESS OR t h e f i e l d . A d d i t i o n a l l y , most Wester-
COMPLETENESS THEREOF, AND WILL I N NO beke products i n c l u d e customer-requested
EVENT BE LIAELE FOR ANY TYPE OF DAMAGES s p e c i a l f e a t u r e s t h a t f r e q u e n t l y do n o t
OR INJURY INCURRED I N CONNECTION WITH, i n c l u d e complete documentation.
OR A R I S I N G OUT OF, TEE FURNISHING OR
USE OF SUCH SOFTWARE. I n sum, product software provided w i t h
Westerbeke products, whether from Wester-
For example, components and sub-assemb- beke o r o t h e r s u p p l i e r s , must n o t and
l i e s incorporated i n Westerbeke's cannot be r e l i e d upon e x c l u s i v e l y as t h e
products and s u p p l i e d by o t h e r s (such d e f i n i t i v e a u t h o r i t y on t h e r e s p e c t i v e
as engine blocks, f u e l systems and com- product. It n o t o n l y makes good sense,
ponents, transmissions, e l e c t r i c a l con- b u t i s imperative t h a t appropriate
ponents, pumps, and o t h e r products) representatives o f iiesterbeke o r t h e
are g e n e r a l l y supported by t h e i r manu- s u p o l i e r i n q u e s t i o n be consulted t o
f a c t u r e r s w i t h t h e i r own software, and determine the accuracy and currency o f
Westerbeke must depend on such software t h e product software being consulted
f o r t h e design o f Uesterbeke's own by the customer.
INTRODUCTION
IMPORTANT
THIS MANUAL IS A DETAILED GUIDE TO THE INSTALLATION, START-UP, OPERATION
AND MAINTENANCE OF YOUR WESTERBEKE MARINE DIESEL ENGINE. THE INFORMA-
TION IT CONTAINS I S VITAL TO THE ENGINE'S DEPENDABLE, LONG TERM OPERA-
TION.
READ I T !
KEEP I T I N A SAFE PLACE
KEEP I T HANDY FOR REFERENCE AT ALL TIMES
FAILURE TO DO SO WILL I N V I T E SERIOUS RISK, NOT ONLY TO YOUR INVESTMENT,
BUT YOUR SAFETY AS WELL.
UNTJERSTANDING THE DIESEL.... ORDERING PARTS

The d i e s e l engine c l o s e l y resembles t h e Whenever replacement p a r t s a r e needed,
g a s o l i n e engine inasmuch a s t h e mechanism always include t h e complete p a r t descrip.-
i s e s s e n t i a l l y t h e same. I t s c y l i n d e r s t i o n and p a r t number ( s e e s e p a r a t e P a r t s
a r e arranged above i t s closed crankcase; L i s t f u r n i s h e d , i f not p a r t of t h i s pub-
i t s crankshaft i s of t h e same g e n e r a l t y p e l i c a t i o n ) . Be s u r e t o i n c l u d e t h e
a s t h a t of a g a s o l i n e engine; i t has t h e e n g i n e ' s model and s e r i a l number. Also
same s o r t of v a l v e s , camshaft, p i s t o n s , be s u r e t o i n s i s t upon Westerbeke f a c t o r y
connecting r o d s , l u b r i c a t i n g system and packaged p a r t s , because " w i l l f i t " p a r t s
r e v e r s e and reduction gear. a r e f r e q u e n t l y n o t made t o t h e same
Therefore, i t follows t o a g r e a t e x t e n t s p e c i f i c a t i o n s a s o r i g i n a l equipment.
t h a t a d i e s e l engine r e q u i r e s t h e same
p r e v e n t a t i v e maintenance a s t h a t which any GENERATOR SETS
i n t e l l i g e n t operator would g i v e t o a gas- Westerbeke d i e s e l s a r e used f o r both
o l i n e engine. The most important f a c t o r s t h e propulsion of b o a t s and f o r generating
a r e proper maintenance of t h e f u e l , lub- e l e c t r i c a l power. For g e n e r a t o r s e t app-
r i c a t i n g and cooling systems. Replacement l i c a t i o n s , a l l d e t a i l s of t h i s Manual
of f u e l and l u b r i c a t i n g f i l t e r elements a t apply, except i n regard t o c e r t a i n por-
t h e time p e r i o d s s p e c i f i e d i s a must, and t i o n s of t h e I n s t a l l a t i o n , Operation and
frequent checking f o r contamination ( i . e . Maintenance s e c t i o n s . A d d i t i o n a l i n f o r -
water, sediment e t c . ) i n t h e f u e l system mation i s provided i n t h e s e c t i o n t i t l e d
i s a l s o e s s e n t i a l . Another important Generator S e t s , S e c t i o n T.
f a c t o r i s t h e use of t h e same brand of
11
high d e t e r g e n t " d i e s e l l u b r i c a t i n g o i l
designed s p e c i f i c a l l y f o r d i e s e l engines.
The d i e s e l engine does d i f f e r from t h e
g a s o l i n e engine, however, i n t h e method of
handling and f i r i n g i t s f u e l . The carbu-
r e t o r and i g n i t i o n systems a r e done away
w i t h and i n t h e i r place i s a s i n g l e com-
ponent - t h e Fuel I n j e c t i o n Pump - which
performs t h e f u n c t i o n of both.
Unremitting c a r e and a t t e n t i o n a t t h e
f a c t o r y have r e s u l t e d i n a Westerbeke
engine capable of many thousands of hours
of dependable s e r v i c e . What t h e manufact-
u r e r cannot c o n t r o l , however, i s t h e
treatment i t r e c e i v e s i n s e r v i c e . T h i s
p a r t r e s t s with you!
YOUR NOTES
INSTALLATION
FOREWORD
Since t h e b o a t s i n which t h e s e engines a r e used a r e many and v a r i e d ,
d e t a i l s of engine i n s t a l l a t i o n a r e e q u a l l y so. It i s n o t t h e purpose of
t h i s s e c t i o n t o a d v i s e boatyards and engine i n s t a l l e r s on t h e g e n e r a l l y
well understood and well developed procedures f o r i n s t a l l a t i o n of en-
gines. However, t h e following o u t l i n e of g e n e r a l procedure i s included
because i t i s v a l u a b l e i n e x p l a i n i n g t h e f u n c t i o n s of each component,
t h e reasons why, t h e p r e c a u t i o n s t o be watched and t h e r e l a t i o n s h i p of
t h e i n s t a l l a t i o n t o t h e o p e r a t i o n of t h e engine. There a r e d e t a i l s of
t h e i n s t a l l a t i o n which should have a p e r i o d i c check and of which t h e
o p e r a t o r should have a thorough understanding t o i n s u r e good o p e r a t i n g
c o n d i t i o n s f o r t h e engine and c o r r e c t procedure f o r i t s s e r v i c i n g .
INSPECTION OF EQUIPMENT pry a g a i n s t t h i s w i t h crowbar, a s you may

The engine i s shipped from t h e f a c t o r y d i s t o r t t h e coupling.
mounted s e c u r e l y and p r o p e r l y c r a t e d . Ac- I n some c a s e s i t may be necessary t o
cessory equipment i s shipped i n a s e p a r a t e l i f t t h e engine i n o t h e r t h a n t h e r e g u l a r
small box, u s u a l l y packed with t h e engine h o r i z o n t a l p o s i t i o n . It may be t h a t t h e
crate. engine must be lowered endwise through a
Before accepting shipment from t h e small hatchway which cannot be made l a r g e r .
t r a n s p o r t a t i o n company, t h e c r a t e should I f t h e opening i s extremely r e s t r i c t e d i t
be opened and a n i n s p e c t i o n made f o r con- i s p o s s i b l e t o reduce, t o some e x t e n t , t h e
cealed damage. I f e i t h e r v i s i b l e o r con- o u t s i d e c l e a r a n c e s such a s g e n e r a t o r ,
cealed damage i s noted, you should r e q u i r e cooling piping, w a t e r tank, f i l t e r s ,
t h e d e l i v e r i n g agent t o s i g n "Received i n mounting l u g s , e t c . This a c c e s s o r y equip-
damaged condition" . Also check c o n t e n t s ment should be removed by a competent
of t h e shipment a g a i n s t t h e packing l i s t mechanic and s p e c i a l c a r e should be t a k e n
and make s u r e note is made of any d i s c r e p - t o avoid damage t o any exposed p a r t s and
a n c i e s . This i s your p r o t e c t i o n a g a i n s t t o avoid d i r t e n t e r i n g openings. The p a r t s
l o s s o r damage. Claims f o r l o s s o r damage which have been removed should be r e t u r n e d
must be made t o t h e c a r r i e r , not t o J. H. t o p o s i t i o n a s soon a s t h e r e s t r i c t i o n has
Westerbeke Corporation. been passed.
I n case i t is necessary t o hoist t h e
RIGGING AND LIFTING engine e i t h e r f r o n t end upwards o r r e v e r s e
The engine i s f i t t e d w i t h l i f t i n g r i n g s . gear end upwards, t h e attachment of s l i n g s
Rope o r c h a i n s l i n g s should be a t - must be done v e r y c a r e f u l l y t o avoid t h e
tached t o t h e r i n g s and t h e engine l i f t e d p o s s i b i l i t y of damage t o t h e p a r t s on
by means of t a c k l e a t t a c h e d t o t h i s s l i n g . which t h e weight may bear. It i s b e s t i f
The l i f t i n g r i n g s have been designed t o s p e c i a l r i g g i n g work be done by someone
c a r r y t h e f u l l weight of t h e engine, experienced and competent i n t h e handling
therefore auxiliary slings are not re- of heavy machinery.
quired or desired.
CAUTION: S l i n g s must n o t be so s h o r t a s ENGINE BOLTS
t o p l a c e t h e engine l i f t i n g eyes i n s i g - It i s recomnended t h a t bronze hanger
n i f i c a n t sheer s t r e s s . S t r a i n on t h e b o l t s of a p p r o p r i a t e s i z e be used through
engine l i f t i n g eyes must n o t be i n excess t h e engine f l e x i b l e mounts. Lag screws
of lo0 from t h e v e r t i c a l . A spacer bar a r e l e s s p r e f e r r e d because t h e i r hold on
must be placed between t h e t w o l i f t i n g t h e wood i s weakened every t i m e they a r e
e y e s , i f supported by v a l v e cover s t u d s . moved, whereas t h e l a g b o l t s t a y s i n pos-
~h~ general rulein moving engines is i t i o n and t h e n u t o n t o p i s used t o t i g h t -
t o s e e t h a t a l l equipment used is amply en t h e engine down o r i s removed t o permit
strongand firmly fixed in place.M~~~ the t h e engine t o be l i f t e d . The b o l t i t s e l f
engine a l i t t l e a t a time and s e e t h a t i t Stays i n P o s i t i o n a t a l l times, a s a s t u d ,
is firmly supported. ~ l i ~possibil- i ~ ~ and t ~t h e bond between t h e b o l t and t h e wood
i t y of a c c i d e n t s by avoiding h a s t e . Do is not weakened by i t s removal.
n o t l i f t from t h e p r o p e l l e r coupling, o r
8
FOUNDATION FOR ENGINE PROPELLER COUPLING
A good engine bed c o n t r i b u t e s much Each Westerbeke D i e s e l e n g i n e i s regu-
toward t h e s a t i s f a c t o r y o p e r a t i o n of t h e l a r l y f i t t e d with a s u i t a b l e c o u p l i n g f o r
engine. The engine bed must be of r i g i d connecting t h e p r o p e l l e r s h a f t t o t h e
c o n s t r u c t i o n and n e i t h e r d e f l e c t nor t w i s t engine.
when subjected t o t h e engine weight o r t h e The coupling must n o t o n l y t r a n s m i t t h e
p o s i t i o n t h e boat may have t o t a k e under power of t h e engine t o t u r n t h e s h a f t , b u t
t h e e f f e c t s of rough seas. The bed must must a l s o t r a n s m i t t h e t h r u s t e i t h e r ahead
keep t h e engine w i t h i n one o r two thous- o r a s t e r n from t h e s h a f t t o t h e t h r u s t
andths of a n i n c h of t h i s p o s i t i o n a t a l l b e a r i n g which i s b u i l t i n t o t h e r e d u c t i o n
times. It has t o withstand t h e forward g e a r housing of t h e engine. T h i s coupling
push of t h e p r o p e l l e r which i s a p p l i e d t o i s v e r y c a r e f u l l y machined f o r a c c u r a t e
t h e p r o p e l l e r s h a f t , t o t h e t h r u s t washer fit.
bearing i n t h e engine and f i n a l l y t o t h e For a l l engine models, a p r o p e l l e r h a l f -
engine b o l t s and engine bed. coupling, bored t o s h a f t s i z e f o r t h e
I n f i b e r g l a s h u l l s , we recommend t h a t s p e c i f i c o r d e r , i s supplied. The coupling
s i m i l a r wooden s t r i n g e r s a s i n wooden e i t h e r h a s a keyway w i t h s e t screws o r i s
h u l l s be formed and f i t t e d , then g l a s s e d of t h e clamping t y p e .
t o t h e h u l l securely. This allows hanger The forward end of t h e p r o p e l l e r s h a f t
b o l t s t o be i n s t a l l e d f i r m l y i n wood, t h u s h a s a long s t r a i g h t keyway. Any b u r r s
reducing noise and t r a n s m i t t e d v i b r a t i o n . should be removed from t h e s h a f t end. The
The temptation t o i n s t a l l t h e engine on coupling should be a l i g h t d r i v e f i t on
a p a i r of f i b e r g l a s " angle irons" should t h e s h a f t and t h e s h a f t should not have t o
be r e s i s t e d . Such c o n s t r u c t i o n w i l l a l l o w be scraped down o r f i l e d i n o r d e r t o g e t a
engine v i b r a t i o n s t o p a s s through t o t h e f i t . It is important t h a t t h e key b e
h u l l . F l e x i b l e mounts r e q u i r e a f i r m p r o p e r l y f i t t e d b o t h t o t h e s h a f t and t h e
foundation a g a i n s t which t o r e a c t i f t h e y coupling. The key should f i t t h e s i d e of
a r e t o do t h e i r job. When p o s s i b l e , f o l l o w t h e keyway v e r y c l o s e l y , b u t should not
bed design "A" and avoid bed design "B". touch t h e top of t h e keyway i n t h e hub of
t h e coupling.
I f i t seems d i f f i c u l t t o d r i v e t h e
coupling over t h e s h a f t , t h e c o u p l i n g can
be expanded by h e a t i n g i n a p a i l of b o i l -
ing water. The f a c e of t h e p r o p e l l e r
coupling must be e x a c t l y p e r p e n d i c u l a r t o
t h e c e n t e r l i n e o r a x i s of t h e p r o p e l l e r
shaft .
PROPELLER
The t y p e and s i z e of p r o p e l l e r v a r i e s
w i t h t h e gear r a t i o and must b e s e l e c t e d
t o f i t t h e a p p l i c a t i o n based upon b o a t
t e s t s . To u t i l i z e t h e f u l l power of t h e
engine, and t o a c h i e v e i d e a l l o a d i n g con-
d i t i o n s , i t is d e s i r a b l e t o u s e a propel-
l e r which w i l l permit t h e engine t o r e a c h
i t s f u l l r a t e d speed a t f u l l t h r o t t l e
under normal load.
ALIGNMENT OF ENGINE
The engine must b e p r o p e r l y and e x a c t l y
a l i g n e d with t h e p r o p e l l e r s h a f t . No
m a t t e r what m i t e r i a l i s used t o b u i l d a
boat i t w i l l be found t o be f l e x i b l e t o
some e x t e n t and t h e boat h u l l w i l l change
i t s shape t o a g r e a t e r e x t e n t t h a n i s
u s u a l l y r e a l i z e d when it i s launched and
operated i n t h e water. It i s t h e r e f o r e
v e r y important t o check t h e engine a l i g n -
9
ment a t frequent i n t e r v a l s and t o c o r r e c t I n making t h e f i n a l check f o r alignment,
any e r r o r s when they may appear. t h e engine h a l f coupling should be held i n
Misalignment between t h e engine and t h e one p o s i t i o n and t h e alignment with t h e
p r o p e l l e r s h a f t i s t h e c a u s e of t r o u b l e s p r o p e l l e r coupling t e s t e d w i t h t h e p r o p e l l e r i!
which a r e blamed o f t e n on o t h e r causes. coupling i n each of f o u r p o s i t i o n s , r o t a t e d
It w i l l c r e a t e e x c e s s i v e bearing wear, 900 between each p o s i t i o n . This t e s t w i l l
r a p i d s h a f t wear and w i l l , i n many c a s e s , a l s o check whether t h e p r o p e l l e r half coup-
reduce t h e l i f e of t h e h u l l by loosening l i n g i s i n exact alignment on i t s s h a f t .
t h e h u l l f a s t e n i n g s . A bent p r o p e l l e r Then, keeping t h e p r o p e l l e r coupling i n o n e
s h a f t w i l l have e x a c t l y t h e same e f f e c t p o s i t i o n t h e alignment should be checked
and i t i s t h e r e f o r e n e c e s s a r y t h a t t h e r o t a t i n g ' t h e engine half coupling t o f u l l
p r o p e l l e r s h a f t i t s e l f be p e r f e c t l y p o s i t i o n each 900 from t h e next one.
straight. The engine alignment should be rechecked
One p a r t i c u l a r l y annoying r e s u l t of m i s - a f t e r t h e boat h a s been i n s e r v i c e f o r o n e
alignment may be leakage of t r a n s m i s s i o n t o t h r e e weeks and, i f necessary, t h e
o i l through t h e r e a r o i l s e a l . Check t o alignment remade. It w i l l u s u a l l y be
make s u r e t h a t alignment i s w i t h i n t h e found t h a t t h e engine i s no l o n g e r i n
l i m i t s prescribed. alignment. This i n not because t h e work
The engine should be moved around on was improperly done a t f i r s t , but because
t h e bed and supported on t h e screw- jacks t h e boat h a s t a k e n some time t o t a k e i t s
o r shims u n t i l t h e two h a l v e s of t h e coup- f i n a l shape and t h e engine bed and e n g i n e
l i n g s can be brought t o g e t h e r without using s t r i n g e r s have probably absorbed some
f o r c e and s o t h a t t h e f l a n g e s meet evenly moisture. I t may even be necessary t o re-
a l l around. It i s b e s t not t o d r i l l t h e a l i g n a t a f u r t h e r period.
foundation f o r t h e f o u n d a t i o n b o l t s u n t i l The c o u p l i n g should always be opened u p
t h e approximate alignment has been accu- and t h e b o l t s removed whenever t h e boat i s
r a t e l y determined. hauled o u t o r moved from t h e land t o t h e
Never attempt a f i n a l alignment with water, and' during s t o r a g e i n a c r a d l e .
t h e boat on land. The boat should be i n The f l e x i b i l i t y of t h e boat o f t e n puts a
t h e water and have had a n o p p o r t u n i t y t o very s e v e r e s t r a i n on t h e s h a f t o r t h e
, .
assume i t s f i n a l water form. It i s b e s t coupling o r both when i t i s being moved.
t o do t h e alignment w i t h t h e f u e l and I n some c a s e s t h e s h a f t has a c t u a l l y b e e n
water tank about half f u l l and a l l t h e bent by t h e s e s t r a i n s . This does not a p p l y
u s u a l equipment on board and a f t e r t h e t o small b o a t s t h a t a r e hauled out of t h e
main mast has been stepped and f i n a l r i g - water when not i n u s e , u n l e s s they a r e
ging has been accomplished. dry f o r a c o n s i d e r a b l e time.
Take p l e n t y of time i n making t h i s
alignment and do not be s a t i s f i e d with EXHAUST SYSTEM
anything l e s s t h a n p e r f e c t r e s u l t s . Exhaust l i n e i n s t a l l a t i o n s vary consid-
Thealignment i s c o r r e c t when t h e s h a f t e r a b l y and each must be designed f o r t h e
can be s l i p p e d backwards and forward i n t o p a r t i c u l a r job. The g e n e r a l requirements
t h e counterbore very e a s i l y and when a a r e t o p r o v i d e a n o u t l e t l i n e with a m i n i -
f e e l e r gauge i n d i c a t e s t h a t t h e f l a n g e s mum of r e s t r i c t i o n s and arranged so t h a t
come e x a c t l y t o g e t h e r a t a l l p o i n t s . The sea w a t e r , r a i n water, o r condensation
two halves of t h e p r o p e l l e r coupling cannot g e t back i n t o t h e engine. There
should be p a r a l l e l w i t h i n 0.002 inches ( A ) . should be a considerable f a l l i n t h e l i n e '
between t h e exhaust manifold flange and
t h e d i s c h a r g e end. This s l o p e i n t h e p i p e
makes i t d i f f i c u l t f o r water t o be d r i v e n
i n very f a r by a wave; and a s t e e p drop
followed by a long s l o p e i s b e t t e r t h a n a
s t r a i g h t g r a d u a l slope. Avoid any d e p r e s -
s i o n o r t r o u g h t o t h e l i n e which would
f i l l w i t h water and o b s t r u c t t h e flow of
exhaust g a s . Also avoid any sharp bends.
Brass o r copper i s not acceptable f o r
wet e x h a u s t systems, a s t h e combination o f
s a l t w a t e r and d i e s e l exhaust gas w i l l
10
cause rapid d e t e r i o r a t i o n . Galvanized If t h e r e a r e more components t o b e
i r o n f i t t i n g s and galvanized i r o n pipe i s r i g i d l y connected t o each o t h e r than w i l l
recommended f o r t h e exhaust l i n e . The ex- weigh 8 pounds, t h e n a f l e x i b l e exhaust
haust l i n e m u s t be a t l e a s t a s l a r g e a s s e c t i o n must be i n s t a l l e d between t h e
t h e engine exhaust manifold f l a n g e and b e manifold o u t l e t and t h e e x h a u s t system.
increased i n s i z e i f t h e r e i s an e s p e c i a l - The exhaust system must be supported
l y long run and/or many elbows. It should o r suspended independently of t h e engine
be increased by 1/2" i n I . D . f o r every 1 0 manifold, u s u a l l y using s i m p l e m e t a l
f e e t beyond t h e f i r s t 10 f e e t . hangers secured t o t h e overhead.
A l l d r y p o r t i o n s of t h e e x h a u s t sys-
tem should be wrapped i n s u i t a b l e i n s u l a -
t i o n m a t e r i a l t o keep s u r f a c e temperatures
a s low a s p o s s i b l e .
OWIN TWIU HULL
Many i n s t a l l a t i o n s use f l e x i b l e rubber
exhaust hose f o r t h e water c o o l e d s e c t i o n
of t h e exhaust l i n e because of t h e e a s e of
i n s t a l l a t i o n and f l e x i b i l i t y . Provide
adequate support f o r t h e r u b b e r hose t o
p r e v e n t sagging, bending, and formation
of water pockets.
Always arrange t h e rubber hose s e c t i o n
s o t h a t water cannot p o s s i b l y f l o w back
i n t o t h e engine. Also make sure t h a t e n t e r -
i n g s e a water cannot spray d i r e c t l y a g a i n s t
EXHAUST SYSTEM W I T H WATER JACKETED t h e i n s i d e of the exhaust p i p i n g . Otherwise
STANDPI PE e x c e s s i v e e r o s i o n w i l l occur.
Most exhaust systems today use a MEASURING EXHAUST GAS BACK PRESSURE
water l i f t type m u f f l e r such a s t h e
Westerbeke "Hydro-Hush." I n most Back p r e s s u r e must be measured on a
i n s t a l l a t i o n s t h e r e i s a dry, i n s u l a t e d s t r a i g h t s e c t i o n of t h e e x h a u s t l i n e and I,
high loop a f t e r t h e engine manifold and a s near a s p o s s i b l e t o t h e e n g i n e exhaust

b e f o r e t h e muffler t o prevent water manifold. The engine should b e r u n a t !
i
flowing backwards i n t o t h e engine d u r i n g maximum load during t h e measurement period.
Set-up should be a s shown below. i
cranking.
I t i s e s s e n t i a l n o t t o hang t o o 1. For normally a s p e r a t e d e n g i n e s : i
much weight i n t h e form of exhaust system P r e s s u r e Test Mercury Test Water Column
1-1/2" Max PSI 3" Mercury = 39"
i1
components r i g i d l y from t h e engine mani-
f o l d . Generally i t i s p e r m i s s i b l e t o 2. For turbo- charged engines:
d i r e c t l y connect a p i p e n i p p l e and a P r e s s u r e Test Mercury T e s t Water Column
water jacketed exhaust elbow, which two 0.75 Max PSI 1-1/2" Mercury = 19-1/2"
components weigh about 8 pounds (4kg).
- !
Mu.sLsR, vm b38,. Checking The Back P r e s s u r e

1. Exhaust pipe f l a n g e !
~
WATER L l FT EXHAUST SYSTEM WITH 2. Exhaust l i n e
"HYDRO-HUSH" MUFFLER 3. Transparent p l a s t i c hose, p a r t l y f i l l e d
I
11
w i t h water. Measurement "A" may n o t To i n s u r e s a t i s f a c t o r y o p e r a t i o n , a
exceed 39" f o r normally a s p e r a t e d d i e s e l engine must have a dependable sup-
engines and 19.5" f o r turbo- charged ply of c l e a n d i e s e l f u e l . For t h i s reason,
engines. c l e a n l i n e s s and c a r e a r e e s p e c i a l l y im-
p o r t a n t a t t h e t i m e when t h e f u e l tank i s
WATER CONNECTIONS i n s t a l l e d , because d i r t l e f t anywhere i n
Seacocks and s t r a i n e r s should be of t h e t h e f u e l l i n e s o r t a n k w i l l c e r t a i n l y
f u l l f l o w type a t l e a s t one s i z e g r e a t e r cause f o u l i n g of t h e i n j e c t o r nozzles when
than t h e i n l e t t h r e a d of t h e s e a water t h e engine i s s t a r t e d f o r t h e f i r s t time.
pump. The s t r a i n e r should be of t h e type
which may be withdrawn f o r c l e a n i n g while FUEL PIPING
the v e s s e l i s a t sea. We recommended copper tubing t o g e t h e r
Water l i n e s can be copper t u b i n g o r with s u i t a b l e f i t t i n g s , both f o r t h e supply
wire-wound, r e i n f o r c e d rubber hose. I n l i n e and t h e r e t u r n l i n e . Run t h e tubing
any c a s e , use a s e c t i o n of f l e x i b l e hose i n t h e l o n g e s t p i e c e s o b t a i n a b l e t o avoid
t h a t w i l l not c o l l a p s e under s u c t i o n , be- t h e use of unnecessary f i t t i n g s and con-
tween t h e h u l l i n l e t and engine and betweennectors. The s h u t o f f v a l v e i n t h e l i n e
t h e o u t l e t and t h e exhaust system. T h i s between t h e f u e l t a n k and engine should be
t a k e s up v i b r a t i o n and p e r m i t s t h e engine of t h e f u e l o i l t y p e , and i t i s important
t o b e moved s l i g h t l y when i t ' s being re- t h a t a l l j o i n t s be f r e e of p r e s s u r e l e a k s .
aligned. Do not use s t r e e t elbows i n Keep f u e l l i n e s a s f a r a s p o s s i b l e from
s u c t i o n piping. A l l pipe and f i t t i n g s exhaust pipe f o r m i n i m u m temperature, t o
should b e of bronze. Use s e a l i n g compound e l i m i n a t e "vapor locks" .
a t a l l connections t o prevent a i r l e a k s . The f u e l p i p i n g l e a d i n g from t h e tank
The neoprene impeller i n t h e s e a (raw) t o t h e engine compartment should always be
water pump should never be r u n d r y . s e c u r e l y anchored t o prevent c h a f i n g .
Usually t h e copper t u b i n g i s secured by
FUEL TANK AND FILTERS means of copper s t r a p s .
Fuel tanks may be of f i b e r g l a s s , monel, The f i n a l c o n n e c t i o n t o t h e engine
aluminum, p l a i n s t e e l o r t e r n e p l a t e . I f should be through f l e x i b l e rubber hoses.
made of f i b e r g l a s s , be c e r t a i n t h a t t h e
i n t e r i o r i s g e l coated t o prevent f i b e r s ELECTRIC PANEL
from contaminatine t h e f u e l svstem.
Copper o r f u e l t a n k should not
The Westerbeke a1 1- e l e c t r i c panel
be used. It i s not necessary t o mount t h e
u t i l i z e s an e l e c t r o n i c tachometer
tank above t h e engine l e v e l a s t h e f u e l l i f t w i
t h a built-in hour Tacho-
pump provided w i l l r a i s e t h e f u e l from t h e
tank. The amount of l i f t should b e k e p t
meter cables are no longer required,
except for the Skipper mechanical
minimum (6 f e e t being maximum). I f a t a n k
Mounted on the panel are
is a l r e a d y i n s t a l l e d above engine l e v e l ~t a water temperature
can be u t i l i z e d i n t-his p o s i t i o n . Great
c a r e should be taken t o ensure t h a t t h e fueli ns
gauge and o isi l pressurelighted. gauge.
The all- Each
t r u men t
system i s c o r r e c t l y i n s t a l l e d s o t h a t a i r -
e l e c t r i c panel i s i s o l a t e d from
l o c k s a r e eliminated and p r e c a u t i o n s taken
ground and may be mounted where
a g a i n s t d i r t and water e n t e r i n g t h e f u e l .
v i s i b l e . I t i s n o r m a l l y pre-wired.
A urimarv f u e l f i l t e r of t h e w a t e r col-
l e c t i n g type should be i n s t a l l e d between
t h e f u e l tank and t h e f u e l l i f t pump. A ELECTRICAL EQUIPMENT
recommended type i s a v a i l a b l e from t h e Most Westerbeke engines a r e supplied
l i s t of a c c e s s o r i e s . The secondary f u e l pre-wired and w i t h plug- in connectors.
f i l t e r i s f i t t e d on t h e engine between t h e Never make o r b r e a k connections while t h e
f u e l l i f t pump and t h e i n j e c t i o n pump and engine is running. C a r e f u l l y follow a l l
has a r e p l a c e a b l e element. i n s t r u c t i o n s on t h e wiring diagram sup-
A s t h e f u e l l i f t pump has a c a p a c i t y i n plied, especially those relating to fuse/
excess of t h a t required by t h e i n j e c t i o n c i c u i t breaker requirements.
pump, t h e overflow i s piped t o t h e f u e l S t a r t e r b a t t e r i e s should be located a s
t a n k and should be connected t o t h e t o p of c l o s e t o t h e e n g i n e a s p o s s i b l e t o bvoid
t h e t a n k o r a s near t h e top a s p o s s i b l e . ~ o l t a g edrop t h r o u g h long l e a d s . It i s
bad p r a c t i c e t o u s e t h e s t a r t e r b a t t e r i e s
f o r o t h e r s e r v i c e s u n l e s s t h e y r e q u i r e low
amperage o r a r e i n t e r m i t t e n t . I n c a s e s
where t h e r e a r e s u b s t a n t i a l l o a d s (from
l i g h t s , r e f r i g e r a t o r s , radios, depth
sounders, e t c . ) i t i s e s s e n t i a l t o have a
complete, s e p a r a t e system and t o p r o v i d e
charging c u r r e n t f o r t h i s by means of a
second a l t e r n a t o r o r " a l t e r n a t o r o u t p u t
splitter".
S t a r t e r b a t t e r i e s must be of a typk
which permits a high r a t e of d i s c h a r g e
(Diesel s t a r t i n g ) .
C a r e f u l l y f o l l o w t h e recommended w i r e
s i z e s shown i n t h e wiring diagrams. P l a n
i n s t a l l a t i o n so t h e b a t t e r y i s c l o s e t o
engine and use t h e following c a b l e s i z e s :
I1 - f o r d i s t a n c e s up t o 8 feet
#I10 - f o r d i s t a n c e s up t o 10 f e e t
#2/0 - f o r d i s t a n c e s up t o 13 f e e t
1310 - f o r d i s t a n c e s up t o 16 feet
MECHANICAL CONTROLS
The recommended p r a c t i c e i s t o have t h e
stop- run l e v e r loaded t o t h e r u n p o s i t i o n
and c o n t r o l l e d by a sheathed c a b l e t o a
push- pull knob a t t h e p i l o t s t a t i o n . The
t h r o t t l e l e v e r should be connected t o a
Morse type l e v e r a t t h e p i l o t s t a t i o n by
a sheathed cable.
The transmission c o n t r o l l e v e r may be
connected t o t h e p i l o t s t a t i o n by a f l e x -
i b l e , sheathed c a b l e and c o n t r o l l e d by a
Morse type l e v e r . The s i n g l e - l e v e r t y p e
g i v e s c l u t c h and t h r o t t l e c o n t r o l w i t h
f u l l t h r o t t l e range i n n e u t r a l p o s i t i o n .
The two-lever t y p e provides c l u t c h c o n t r o l
with one l e v e r and t h r o t t l e c o n t r o l w i t h
t h e other.
Any bends i n t h e c o n t r o l c a b l e s should
be gradual. End s e c t i o n s a t engine and
transmission must be s e c u r e l y mounted.
A f t e r linkages a r e completed, check t h e
i n s t a l l a t i o n f o r f u l l t r a v e l , making s u r e
t h a t , when the transmission c o n t r o l l e v e r
a t t h e p i l o t s t a t i o n i s i n forward,
n e u t r a l and r e v e r s e , t h e c o n t r o l l e v e r on
t h e transmission i s on t h e r e s p e c t i v e
d e t e n t . Check t h e t h r o t t l e c o n t r o l l e v e r
and t h e stop- run l e v e r on t h e f u e l i n j e c -
t i o n pump f o r f u l l t r a v e l .
Some models do n o t r e q u i r e a s t o p
c a b l e because t h e y have e i t h e r a f u e l
s o l e n o i d o r an e l e c t r i c f u e l pump.
Examples of such models a r e t h e W 5 8
and W52.
I
13
OPERATION
PREPARATION FOR FIRST S T m 5. F i l l fuel tank with clean Diesel
fuel o i l ; No. 2 diesel fuel oil i s
.
The engine i s shipped "dry". .with recommended. The use of No. 1 i s I
lubricating oil drained from the permissible b u t No. 2 i s preferred
crankcase and transmission. There- because of i t s higher lubricant I
I
fore, be sure t o follow these recom- content.
mended procedures careful 1y before
starting the engine for the f i r s t time. NOTE: If there i s no f i l t e r in the
f i l l e r of the fuel tank, the recom- 1
1. Remove oil f i l l e r cap and f i l l oil mended procedure i s t o pour the fuel I
sump with heavy duty, diesel lubricat- through a funnel of 200 mesh wire
i n g oil t o the highest mark on the d i p - screen.
stick. See table under Maintenance for
an approved lubricating o i l . Do not 6. F i l l grease cup on the sea water
overf i 11. Select an approved grade pump, i f present, with a good grade
from the listing and continue t o use i t . of water pump grease.
2. Fill the reverse gear t o the high-
e s t mark on the dipstick w i t h TYPE A FUEL SYSTEM
transmission fluid. Do not overfill.
Oil level for the Short Profile Sail- lhefuel injection system of a com-
ing Gear i s measured before threading pressi on ignition engine depends
the dipstick into the housing. upon very high fuel pressure during
the injection stroke to function
Engine oil i s not reconended because correctly. Relatively tiny move-
i t can foam and i t can contain addi- ments of the pumping plungers pro-
tives harmful to some transmissions. duce t h i s pressure and i f any a i r
If the engine i s equipped with a V drive. i s present inside the high pressure
f i l l t o the full mark on the dipstick l i n e , then this a i r acts as a cushion
with the recommended lubricant specified and prevents the correct pressure,
on the data tag on the V drive housing. and therefore fuel injection, from
being achieved.
3. Fill fresh water cooling system with
a 50-50 anti-freeze solution only after In consequence i t i s essential t h a t
opening a l l petcocks and plugs until all a l l a i r i s bled from the system
entrapped a i r i s expelled. whenever any part of the system has
been opened for repair or servicing.
Fill surge t a n k t o w i t h i n one inch
of the top. Check this level after
englne has run for a few minutes.
If trapped a i r i s released, the water BLEEDING PROCEDURES BY MODEL
level may have dropped. If so, re-
f i l l t a n k t o within one inch of top 1. I n i t i a l Engine Start-up
and replace f i l l e r cap. (Engine stoppage due to lack
of fuel )
4. Ensure battery water level i s
a t least 3/8" above the battery a. Insure that the fuel tank(s)
plates and battery i s fully charged i s f i l l e d with the proper
so that i t i s capable of the extra grade of diesel fuel.
e f f o r t that may be required on the b. Fill any large primary f i l t e r /
f i r s t start. water separator with clean
diesel fuel that i s installed
between the fuel tank and en-
gine. To attempt to f i l l any
large primary f i l t e r using t h e
manual priming lever on the en-
gine mounted f u e l 1i f t pump may 2. On t h e f u e l i n j e c t i o n pump body i s a
prove f u t i l e o r r e q u i r e a con- 5/16 bleed screw (Bleed P o i n t B).
siderable amount o f priming. This may be mounted on a manifold
C. Turn the f u e l s e l e c t o r v a l v e t o w i t h a pressure switch. Open t h i s
"On." Systems w i t h more than one one t o two t u r n s (do n o t remove i t )
tank insure t h a t f u e l r e t u r n i n g and w i t h the p r i m i n g l e v e r bleed
i s going t o t h e tanks b e i n g used. u n t i l f u e l f r e e o f a i r bubbles
flows. Stop p r i m i n g and t i g h t e n
The above procedures are b a s i c f o r the bleed screw.
a l l i n i t i a l engine s t a r t - u p s o r f o r
r e s t a r t i n g engines stopping due t o 3. On t h e c o n t r o l cover o f t h e i n j e c -
lack o f fuel. t i o n pump (Bleed P o i n t C) i s a
5/16 bleed screw. Open t h i s screw
WESTERBEKE W7 AND WPD4 GENERATOR (360Q one t o two t u r n s and oroceed as i n
R.P.M.) (Fiaure 1) Step 2. (Note: ~ y p a s st h i s bleed
p o i n t on the W-30 i n j e c t i o n pump. )
1. With the use o f a 5/16 box wrench
o r common screw d r i v e r , open t h e 4. W50 i n j e c t i o n pump o n l y Open the
bleed screw one t o two t u r n s on the 5/16 bleed screw (Bleed P o i n t D)
outgoing s i d e o f the engine mounted on t h e i n j e c t o r l i n e banjo b o l t
secondary f u e l f i l t e r (Bleed one t o two t u r n s and w i t h t h e
p o i n t A). With firm strokes on the t h r o t t l e f u l l open and t h e engine
l i f t pump p r i m i n g l e v e r , b l e e d u n t i l stop l e v e r i n t h e r u n p o s i t i o n ,
fuel f r e e o f a i r bubbles f l o w s from crank t h e engine over w i t h t h e
t h i s p o i n t . Stop priming and g e n t l y starter u n t i l clear fuel free
t i g h t e n the bleed screw. of a i r flows f r o m t h i s p o i n t .
Stop cranking and t i g h t e n t h i s
2. With a 518 open end wrench loosen bleed screw.
one t o two t u r n s the n u t s e c u r i n g
the i n j e c t o r l i n e t o the i n j e c t o r 5. With a 518 wrench loosen one t o two
(Bleed P o i n t B). turns t h e i n j e c t o r l i n e a t t a c h i n g
nuts a t the base of each i n j e c t o r
Decompress the engine w i t h t h e l e v e r and w i t h the t h r o t t l e f u l l open and
on t h e top o f t h e c y l i n d e r head. t h e engine s t o p c o n t r o l i n the r u n
Crank t h e engine over w i t h t h e p o s i t i o n , crank t h e engine over w i t h
s t a r t e r (W7 ensure t h a t t h e engine t h e s t a r t e r u n t i l f u e l spurts by the
stop l e v e r i s i n the run p o s i t i o n nuts and i n j e c t o r l i n e a t each i n j e c -
and t h e t h r o t t l e i s f u l l open). t o r . Stop c r a n k i n g and t i g h t e n t h e
(4KW use the defeat p o s i t i o n w h i l e n u t and proceed w i t h normal s t a r t i n g
cranking). Crank the engine u n t i l procedures.
fuel spurts by t h e n u t and l i n e .
Stop cranking and t i g h t e n t h e 518
n u t and proceed w i t h normal s t a r t i n g WESTERBEKE W13 & 4.4KW (Figure 6
procedures. W21 & 7.7KW ( " 11
I,
u27 & llKW ( !'
WESTFRBFKE W30 (Fiaure 2) W33 I I,
M40 & WPO 10. 12%. 15. (Fiaure

& WBO 15. (Fiaure 4) These u n i t s are s e l f - b l e e d i n g .
W80 & BR 30.(Fiaure 5)
W120 & BR45. (Fiaure 5 1 1. Turn t h e i g n i t i o n t o the ON p o s i t i o n
and w a i t 15-20 seconds.
1. Open the banjo b o l t on t o p o f the
engine mounted secondary f u e l f il- 2. S t a r t the engine f o l l o w i n g normal
t e r 1-2 t u r n s (Bleed P o i n t A) ; s t a r t i n g procedures.
With f i r m s t r o k e on t h e f u e l l i f t
pump priming l e v e r bleed u n t i l f u e l
free of a i r bubbles flows f r o m t h i s
p o i n t . Stop priming and t i g h t e n
the b o l t .
WESTERBEKE W58 & WTO 20 - (Figure 7 )
1. Open the bleed screw on t h e t o p

inboard s i d e o f t h e engine-mounted
secondary f u e l f i l t e r one t o two
t u r n s using a l o r n box wrench
(Bleed P o i n t A). This f u e l f i l t e r
i s equipped w i t h a hand-operated
p r i m i n g pump. With the palm o f
y o u r hand, pump t h i s p r i m e r u n t i l
f u e l f r e e o f a i r f l o w s from t h i s
p o i n t . Stop pumping and t i g h t e n
t h e bleed screw.
2. With bleed screw A t i g h t e n e d , pump

t h e hand primer several more times.
T h i s primes t h e i n j e c t i o n .pump
. which
i s self-bleedin!. ?he i n j e c t i o n pump Fiaure I
incorporates a feed pump which keeps
t h e f u e l system primed when the en-
g i n e i s running, thus no e x t e r n a l
l i f t pump i s required.
3. Loosen the f o u r i n j e c t o r 1i n e a t -
t a c h i n g nuts a t t h e base o f each
i n j e c t o r (Bleed P o i n t B) one t o two
t u r n s w i t h a 16mm open-end wrench.
Place the t h r o t t l e i n t h e f u l l open
p o s i t i o n and crank t h e engine over
w i t h t h e s t a r t e r u n t i l f u e l spurts
by the nut and i n j e c t o r l i n e s . Stop
cranking and t i g h t e n each o f t h e
f o u r nuts and proceed w i t h normal
s t a r t i n g procedure.
Figure 2
Figure 3
Figure 4 Figure 7
Figure 5 T y p i c a l Mechanical Fuel L i f t Pump
Figure 6
17
PREPARATION FOR STARTING 6. As soon as t h e engine s t a r t s , r e -
lease the s t a r t s w i t c h and the
1. Check water l e v e l i n expansion preheat b u t t o n and r e t u r n t h e
tank. I t should be 1% t o 2 i n . t h r o t t l e t o the " i d l e " p o s i t i o n
below the t o p o f the tank when immediately.
cold.
CAUTION: Do n o t crank t h e engine more
2. Check the engine sump o i l l e v e l . than 20 seconds when t r y i n g t o s t a r t .
Allow a r e s t p e r i o d o f a t l e a s t t w i c e
3. Check the transmission o i l l e v e l . t h e cranking p e r i o d between t h e s t a r t
cycles. S t a r t e r damage may occur by
4. See t h a t t h e r e i s f u e l i n the tank overworking t h e s t a r t e r motor and t h e
and the f u e l s h u t - o f f i s open. b a c k f i l l i n g o f t h e exhaust system i s
possible.
5. Check t o see t h a t t h e s t a r t i n g
b a t t e r y i s f u l l y charged, a l l
e l e c t r i c a l connections are proper- STARTING THE ENGINE (WARM)
l y made, a l l c i r c u i t s i n order and
t u r n on t h e power a t t h e b a t t e r y I f t h e engine i s warm and has o n l y been
disconnect. stopped f o r a s h o r t time, place the
t h r o t t l e i n the p a r t i a l l y open p o s i t i o n
6. Check t h e seacock and ensure t h a t and engage the s t a r t e r as above, e l i m i n -
i t i s open. a t i n g t h e preheat step.
STARTING THE ENGINE (COLD) NOTE: Always be sure t h a t t h e s t a r t e r

p i n i o n has stopped r e v o l v i n g before
Most Westerbeke marine d i e s e l engines again re-engaging t h e s t a r t e r , o t h e r -
a r e equipped w i t h a c o l d s t a r t i n g a i d wise t h e flywheel r i n g gear o r s t a r t e r
t o ease i n t h e s t a r t i n g o f your engine p i n i o n may be damaged.
when cold.
Ensure t h a t the e l e c t r i c a l connection t o
1. Check t o see t h a t the " stop" l e v e r the c o l d s t a r t i n g a i d i s c o r r e c t .
( i f i n s t a l l e d ) i s i n the "run"
position. Extended use o f the c o l d s t a r t i n g a i d
beyond t h e time p e r i o d s s t a t e d should
2. Place t h e t h r o t t l e i n t h e f u l l y be avoided t o prevent damage t o t h e a i d .
open p o s i t i o n .
NEVER under any circumstances use o r
3. Press the "Preheat" b u t t o n i n and a l l o w any one t o use e t h e r t o s t a r t y o u r
h o l d f o r 15 t o 20 seconds. engine. I f y o u r engine w i l l n o t s t a r t ,
then have a q u a l i f i e d Westerbeke marine
4. While h o l d i n g the "Preheat" b u t t o n mechanic check your engine.
i n , t u r n t h e keyswitch t o the "ON"
o r "Run" p o s i t i o n . This a c t i v a t e s
t h e panel gauges, l i g h t s and f u e l WHEN ENGINE STARTS
s o l e n o i d o r e l e c t r i c f u e l pump if
so equipped. Continue t o t u r n t h e
keyswitch t o t h e " S t a r t " p o s i t i o n 1. Check f o r normal o i l pressure
immediately upon engine s t a r t i n g .
and h o l d f o r no more than 20 sec-
onds. Some u n i t s may be equipped Do n o t continue t o r u n engine i f
o i l pressure i s n o t present w i t h i n
w i t h a pushbutton t o s t a r t r a t h e r
than the keyswitch and i n these 15 seconds of s t a r t i n g t h e engine.
cases t h e e l e c t r i c a l system i s 2. Check Sea Water Flow. Look f o r
a c t i v a t e d by f u e l pressure. water a t exhaust o u t l e t . Do t h i s
I
5. I f the engine f a i l s t o s t a r t i n w i t h o u t delay.
20 seconds, release s t a r t s w i t c h
and preheat f o r an a d d i t i o n a l 3. Recheck Crankcase O i l . A f t e r t h e
15-20 seconds, then repeat step 4. engine has r u n f o r 3 o r 4 minutes,
18
subsequent t o an o i l change o r new NOTE: The SAO transmission r e q u i r e s t h a t
i n s t a l l a t i o n , s t o p t h e engine and when backing down, the s h i f t l e v e r must
check t h e crankcase o i l l e v e l . This be h e l d i n t h e reverse p o s i t i o n , since
i s important as i t may be necessary i t has no p o s i t i v e overcenter l o c k i n g
t o add o i l t o compensate f o r the mechanism.
o i l t h a t i s r e q u i r e d t o f i l l the
engine's i n t e r n a l o i l passages and
o i l f i l t e r . Add o i l as necessary. STOPPING THE ENGINE
Check o i l l e v e l each day o f opera-
tion. 1. Position s h i f t lever i n neutral
4. Recheck Transmission O i l Level. 2. I d l e t h e engine f o r 2 t o 4 minutes
(This applies o n l y subsequent t o an t o a v o i d b o i l i n g and t o d i s s i p a t e
o i l change o r new i n s t a l l a t i o n . ) I n some o f the heat.
such a case, stop the engine a f t e r
running f o r several minutes a t 800 3. I f equipped w i t h a s t o p lever, p u l l
RPM w i t h one s h i f t i n t o forward and t h e knob and h o l d i n t h i s p o s i t i o n
one i n t o reverse, then add o i l as u n t i l t h e engine stops. This stops
necessary. Check o i l l e v e l each the f l o w o f f u e l a t the i n j e c t i o n
day o f o p e r a t i on. pump. A f t e r t h e engine stops, r e -
t u r n the control t o t h e run position
5. Recheck Expansion Tank Water Level, t o avoid d i f f i c u l t y when r e s t a r t i n g
i f engine i s f r e s h water cooled. t h e engine.
(This applies a f t e r c o o l i n g system
has been drained o r f i l l e d f o r t h e 4. Turn o f f the keyswitch. Some models
f i r s t time.) Stop engine a f t e r i t do n o t use the stop l e v e r as they
has reached operating temperature are equipped w i t h a f u e l solenoid
o f 1 7 5 ' ~ and add water t o w i t h i n o r e l e c t r i c f u e l pump which shuts
one i n c h o f t o p o f tank. o f f t h e f u e l supply when t h e key-
s w i t c h i s turned t o t h e o f f p o s i t i o n .
WARNING: The system i s pressurized when
5. Close the seacock.
overheated and the pressure must be
released g r a d u a l l y i f the f i l l e r cap i s
6. Disconnect power t o system w i t h
t o be removed. I t i s advisable t o pro- b a t t e r y switch .
t e c t t h e hands a g a i n s t escaping steam
and t u r n t h e cap slowly counter- clock-
wise u n t i l t h e resistance o f the s a f e t y OPERATING PRECAUTIONS
stops i s f e l t . Leave the cap i n t h i s
p o s i t i o n u n t i l a l l pressure i s released. 1. Never r u n engine f o r extended
Press t h e cap downward against t h e periods when excessive overheat-
s p r i n g t o c l e a r t h e s a f e t y stops, and i n g occurs, as extensive i n t e r n a l
continue t u r n i n g u n t i l i t can be l i f t e d damage can be caused.
off.
2. DO NOT p u t c o l d water i n an over-
6. Warm-up I n s t r u c t i o n s . As soon as heated engine. I t can crack t h e
possible, g e t the boat underway, c y l i n d e r head, block, o r manifold.
b u t a t reduced speed, u n t i l water
temp. gauge i n d i c a t e s 130-15D F. 3. Keep i n t a k e s i l e n c e r f r e e from
l i n t , etc.
I f necessary, engine can be warmed
up w i t h t h e transmission i n n e u t r a l
a t 1000 RPM. Warming up w i t h the 4. Do n o t r u n engine a t high RPM w i t h -
transmission i n n e u t r a l takes l o n g e r o u t c l u t c h engaged.
and tends t o overheat t h e transmission.
5. Never Race a Cold Engine as i n t e r n a l
7. Reverse Operation. Always reduce damage can occur due t o inadequate
engine t o i d l e speed when s h i f t i n g o i1 circulation.
gears. However, when t h e transmission
i s engaged, i t w i 11 c a r r y f u l l engine 6. Keep t h e engine and accessories
load. clean.
7. Keep the fuel clean. Handle i t with
extreme care because water and d i r t
i n fuel cause more trouble and ser-
vice l i f e of the injection system i s
reduced.
8. Do not allow fuel t o r u n low, because
fuel intake may be uncovered long
enough t o allow a i r t o e n t e r the
injection system, resulting in engine
stoppage requiring system bleeding.
9. Do n o t be alarmed i f temperature
gauges show a high reading following
a sudden stop a f t e r engine has been
operating a t f u l l load. This i s
caused by the release of residual heat
from the heavy metal masses near the
combustion chamber. Prevention f o r
t h i s is t o run engine a t i d l e for a
short period before stopping i t . High
temperature reading a f t e r a stop does
not necessarily signal alarm against
restarting. If there i s no functional
d i f f i c u l t y , temperatures will quickly
return t o normal when engine i s operat-
ing.
TEN MUST RULES
IMPORTANT IMPORTANT IMPORTANT
...f o r your s a f e t y and your e n g i n e ' s d e p e n d a b i l i t y .
ALWAYS -
1. Keep t h i s Manual handy and read i t whenever i n doubt.
2. Use o n l y f i l t e r e d f u e l o i l and c h e c k lube o i l l e v e l d a i l y .
3. Check cooling water temperature f r e q u e n t l y t o make s u r e i t i s 190'
o r less.
4. Close a l l d r a i n cocks and r e f i l l w i t h water b e f o r e s t a r t i n g o u t .
5. I n v e s t i g a t e any o i l l e a k s immediately.
NEVER -
6. Race t h e engine i n n e u t r a l .
7. Run t h e engine u n l e s s t h e gauge shows proper o i l p r e s s u r e .
8. Break t h e f u e l pump s e a l s .
9. Use c o t t o n waste o r f l u f f y c l o t h f o r c l e a n i n g o r s t o r e f u e l i n a
galvanized c o n t a i n e r .
1 0 . Subject t h e engine t o prolonged o v e r l o a d i n g o r continue t o run i t
i f b l a c k smoke comes from t h e e x h a u s t .
21
MAINTENANCE
PERIODIC ATTENTION:
A f t e r you have taken d e l i v e r y of your
engine, i t i s important t h a t you make t h e
following checks r i g h t a f t e r t h e f i r s t
f i f t y hours of i t s o p e r a t i o n :
FIFTY HOUR CHECKOUT (INITIAL)
Do t h e following:
1. Retorque t h e c y l i n d e r head b o l t s .
2. Retorque t h e rocker b r a c k e t n u t s and
a d j u s t v a l v e rocker c l e a r a n c e .
3. Check and a d j u s t , i f n e c e s s a r y , t h e
forward drum assembly and t h e r e v e r s e
band on manual SAO and SA-1 t r a n s -
missions.
4. Change engine l u b r i c a t i n g o i l and o i l
filter.
5. Check f o r f u e l and l u b r i c a t i n g o i l
l e a k s . Correct i f n e c e s s a r y .
6. Check cooling system f o r l e a k s and in-
spect water l e v e l .
7. Check f o r l o o s e f i t t i n g s , clamps,
connections, n u t s , b o l t s , vee b e l t
t e n s i o n s e t c . Pay p a r t i c u l a r a t t e n -
t i o n t o l o o s e engine mount f i t t i n g s .
These could cause mis-alignment.
DAILY CHECKOUT
Do t h e following: FIGURE 2
1. Check sea water s t r a i n e r , i f one has
been i n s t a l l e d . CAUTION: The u s e of d i f f e r e n t brands of
2. Check water l e v e l i n c o o l i n g system. l u b r i c a t i n g o i l s during o i l changes h a s
3 . Check l u b r i c a t i n g o i l l e v e l i n sump. been known t o c a u s e e x t e n s i v e o i l sludg-
F i l l t o h i g h e s t mark on d i p s t i c k . ing and may i n many i n s t a n c e s cause com-
4. Turn down g r e a s e cup o n w a t e r pump, plete o i l starvation.
i f used, one f u l l t u r n . 6. S t a r t engine and r u n f o r 3 o r 4
5. Check l u b r i c a t i n g o i l l e v e l i n t r a n s - minutes. Stop engine and check o i l
mission. F i l l t o h i g h e s t mark on f i l t e r g a s k e t f o r l e a k s . Check o i l
dipstick. sump l e v e l . T h i s i s important a s i t
may b e n e c e s s a r y t o add o i l t o com-
SEASONAL CHECK-OUT (MORE OFTEN IF POSSIBLE) p e n s a t e f o r t h e o i l t h a t i s required
Do t h e following: t o f i l l t h e engine's i n t e r n a l o i l
1. Check generator o r a l t e r n a t o r "V" passages a n d ' o i l f i l t e r . Add o i l a s
b e l t for tension. necessary. Change o i l i n transmission.
2. Check water l e v e l i n b a t t e r y . Use SAE 30, High Detergent Lubricating
3 . Change o i l i n sump. O i l , S e r v i c e DG, DM, o r DS. Do not
4. Replace l u b r i c a t i n g o i l f i l t e r , o v e r f i l l . See n o t e below.
F i g . 2 . See Note.
5. F i l l sump w i t h d i e s e l l u b r i c a t - IMPORTANT NOTE:
i n g o i l t o h i g h mark on d i p s t i c k . I T I S MANDATORY THAT THE CHECKS 3 , 4 , 5
Refer t o S p e c i f i c a t i o n p a g e f o r AND 6 BE ATTENDED TO WHEN TOTAL OPERATING
p r o p e r q u a n t i t y of o i l . --
Do Not TIME REACHES 150 HOURS. I N SOME INSTANCES,
O v e r f i l l . See Note. THIS TOTAL IS REACHED BEFORE END OF SEASON.
7. Clean A i r F i l t e r i f supplied. 3. F i l l f r e s h water c o o l i n g system w i t h
@ o s t models have a n a i r s i l e n c e r a n t i f r e e z e of a r e p u t a b l e make. (Refer
t h a t does n o t r e q u i r e f i l t e r i n g t o Cold Weather P r e c a u t i o n s . )
m a t e r i a l and t h e r e f o r e does n o t 4. S t a r t engine. When t e m p e r a t u r e gauge
r e q u i r e c l e a n i n g . ) The time i n d i c a t e s 1750F, s h u t engine down and
period for replacing the a i r d r a i n l u b r i c a t i n g o i l . Remove and r e -
f i l t e r depends on o p e r a t i n g con- p l a c e f i l t e r . F i l l sump w i t h High De-
d i t i o n s , t h e r e f o r e , under extreme- tergent Lubricating O i l .
l y d i r t y conditions, the seasonal 5. Remove a i r f i l t e r . C a r e f u l l y s e a l a i r
frequency s h o u l d be i n c r e a s e d . i n t a k e opening w i t h waterproofed adhes-
The c o r r e c t t i m e p e r i o d s f o r i v e t a p e o r some o t h e r s u i t a b l e medium.
replacing t h e f i l t e r w i l l g r e a t l y 6. S e a l t h e exhaust o u t l e t a t t h e most a c -
a s s i s t i n r e d u c i n g b o r e wear, c e s s i b l e l o c a t i o n a s c l o s e t o t h e en-
t h e r e b y e x t e n d i n g t h e l i f e of t h e gine a s possible.
engine. 7. Remove i n j e c t o r s and spray o i l i n t o
8. Check engine f o r l o o s e b o l t s , n u t s , cylinders.
etc. 8. Replace i n j e c t o r s w i t h new s e a l i n g
9. Check sea w a t e r pump f o r l e a k s . washer under each i n j e c t o r . T u r n engine
10. Wash primary f i l t e r bowl and screen. slowly over compression.
I f f i l t e r bowl c o n t a i n s water o r sedi- 9. Top o f f f u e l t a n k completely s o t h a t no
ment, f i l t e r bowl and secondary o i l air space remains, thereby p r e v e n t i n g
f u e l f i l t e r need t o be cleaned more water formation by condensation.
frequently. 10. Leave f u e l system f u l l of f u e l .
11. Replace secondary f u e l f i l t e r element. 11. Change f u e l f i l t e r s b e f o r e p u t t i n g t h e
12. Replace a i r f i l t e r . engine back i n s e r v i c e .
12. Wipe engine with a c o a t of o i l o r
END OF SEASON SERVICE grease.
1. Drain f r e s h w a t e r cooling system by re- 13. Change o i l i n transmission.
moving t h e s u r g e t a n k p r e s s u r e cap and 14. Disconnect b a t t e r y and s t o r e i n f u l l y
opening a l l w a t e r system petcocks. charged condition. Before s t o r i n g t h e .I
2 . Remove z i n c rod ( u s u a l l y l o c a t e d i n b a t t e r y , t h e b a t t e r y t e r m i n a l s and
heat exchanger) and see i f i t needs c a b l e connectors should be t r e a t e d t o
r e p l a c i n g . The z i n c rod w i l l t a k e prevent corrosion. Recharge b a t t e r y
c a r e of any e l e c t r o l y s i s t h a t may occur every 30 days.
between d i s s i m i l a r metals. I n s e r t new 15. Check alignment.
zinc i f necessarv.
23
LUBRICATING OILS
L u b r i c a t i n g o i l s a r e a v a i l a b l e f o r Westerbeke D i e s e l e n g i n e s which o f f e r a n improved

standard of performance t o meet t h e requirements of modern o p e r a t i n g c o n d i t i o n s such a s
s u s t a i n e d h i g h speeds and temperatures.
These o i l s meet t h e requirements of t h e U . S. Ordnance S p e c i f i c a t i o n MIL-L-2104B

(API S e r v i c e CC). Any o t h e r o i l s which a l s o conform t o t h e s e s p e c i f i c a t i o n s , but a r e
not l i s t e d h e r e a r e , of course, a l s o s u i t a b l e .
COMPANY BRAND
00/450F 1
S.A.E. DESIGNATION
45O/800F OVER 80OFI
American O i l Co. American Supermil Motor O i l
BP Canada Limited BP Vanellus

BP Vanellus
Chevron O i l Co. D M DELO Multi- Service O i l low ( 20w/20 ( 30
C i t i e s S e r v i c e O i l Co. CITGO E x t r a Range
Continental O i l Co. CONOCO TRACON OIL
Gulf O i l Corporation Gulflube Motor O i l X.H.D.
Mobile O i l Company Delvac 1200 S e r i e s
S h e l l O i l Company Shell Rotella T O i l
Sun O i l Company S u b f l e e t MIL-B
Texaco, I n c . Ursa O i l E x t r a Duty

YOUR NOTES
ENGINE OVERHAUL
The following sections contain detailed
information relating to the proper operation
characteristics of the major components and
systems in the engine. Included are
disassembly, rework and reassembly instruc-
tions for the guidance of suitably equipped
ard staffed marine engine service and
rebuilding facilities. The necessary
procedures should be undertaken -
only by
such facilities.
Additional operating characteristics are
included in the Operation Section of this
manual.
Any replacements should be made only with
genuine Westerbeke parts.
CONTENTS SECTION
ENGINE DESCRIPTION ............................. A

TECHNICAL DATA... ................................... B
FAULT DIAGNOSIS... .................................. D
CYLINDER HEAD.. .................................. E
..........................
P I S T O N AND CONNECTING RODS F
CYLINDER BLOCK LINERS ............................... G
CRANKSHAFT & MAIN BEARINGS .......................... H
FLYWHEEL AND HOUSING ................................ J
TIMING CASE AND DRIVE ............................... K
TIMING .............................................. L
LUBRICATION SYSTEM .................................. M
COOLING SYSTEM (INTERNAL) ........................... N
FUEL SYSTEM ......................................... P
SECTION A
Engine Description i
The 4.108, 4.107 and 4.99 Series Diesel Engines with uniform heat distribution. Intimate mixing of the fuel
which this manual is concerned is an indirect injection. and air over a wide speed range i s ensured, which in-
four cylinder, four stroke power unit. creases the engines performance, efficiency and flexi-
The 4.108 and 4.107 has a bore of 3.125 in (79.4 mm) bility. The upper part of the combustion chamber is
and a stroke of 3.5 in (88.9 mm), and the 4.99 has a machined in the cylinder head and i s hemispherical in
bore of 3.0 in (76.2 mm) and a stroke of 3.5 in (88.9 shape: the lower part being formed b y an insert in the
mm). form of an accurately machined p l u g located in the
cylinder head, this contains the throat connecting
Throughout this manual, whenever the "left" or "right" the combustion chamber to the cylinder. Fuel is intro-
hand side of the engine is referred to, it is that side duced into this chamber by means of pintle type
as viewed from the flywheel end of the engine.
atomiser nozzles.
Cylinder Block and Crankcase
The cylinder block is of monoblock construction, cast Valve Mechanism

integrally with the crankcase, it is manufactured from
high duty cast iron alloy. The valves are operated by cast iron, mushroom type
The 4.108 engine is fitted with "dry" type, unshouldered tappets, located in guides machined in the cylinder
lhinwall liners. and the 4.107 and 4.99 engines are block. through pushrods to forged steel rocker levers I
fitted with "wet" liners. flanged at the top and sealed with lead bronze lined. steel backed wrapped bushes.
Valve clearances are adjusted by means. of a hardened
at the bottom by two synthetic rubber rings located in
ball ended screw and locknut at t h e pushrod end of
!
the cylinder block. i
Both liner types are centrifugally cast from high duty the rocker lever.
alloy iron.
Cylinder Head and Valves

Crankshaft
The cylinder head is a specially toughened high duty
allow casting and is secured to the cylinder block by The crankshaft is forged from chrome-molybdenum
studs and nuts, both are phosphated for increased Steel with four integral balance weights. The 4.108
torque characteristics. The joint between the cylinder crankshaft is treated by "Tufftride" process. The rear
head and block is made from a black composite of the crankshaft is machined to accommodate the
material and is known as a 'Klinger' type gasket. thrust 'washers which are replaceable, copper lead
lined, steel backed, which control t h e crankshaft end
TWO overhead valves are fitted to each cylinder. push float and are positioned either side of the rear main
rod operated via the valve mechanism mounted on the bearing. An oil thrower and flywheel location flange are
head and enclosed by a pressed steel cover. Each inlet also machined at the rear end, while the front end is
valve has a synthetic rubber oil deflecting seal, both keyed for a power take off. !
inlet and exhaust valves are retained by two springs
located between a hardened steel seat and a hardened
i
spring cap secured by split conical collets. All valves
operate in unshouldered cast iron guides pressed into
the head.
I
Main Bearings
Three main bearings are provided for the crankshaft

Combustion System and are of the replaceable pre-finished, thin wail,
Steel backed, aluminium tin lined type. The high duty
The 'H' system of combustion is known as the pre- cast iron bearing caps are dowel located and each is
combustion type, being formed compietely in the secured by two high tensile steel setscrews locked by
cylinder head, thus giving a flat topped piston with tab washers. i
ENGINE DESCRIPTION-A.2
Camshaft maintains an intermittent feed by drillings in the spigot

and idler gear to lubricate the timing gear arrangement.
The special cast iron alloy camshaft which has chill and to the centre camshaft bearing where due to
hardened cams. is mounted in a low position on the speclal machining on the centre camshaft journal an
right hand side of the cylinder block and supported by adequate reduced pressure feed is maintained at the
three bearings machined directly into the cylinder rocker assembly. The o ~ pump
l incorporates a pressure
block. These bearings are pressure lubricated by means relief valve which limits the maximum oil pressure.
of internal drillings and the cams and tappets are while the oil filter incorporates a by-pass valve which
splash lubricated. prevents the engine being starved of oil should the
filter element become blocked.
Connecting Rods and Bearings

Fuel Injection Equipment
The connecting rods are molybdenum alloy steel
stampings with 'H' section shank. the big end parting A distributor type fuel injection pump is fl&ge mounted
face is inclined at 45 to the axis of the rod and on to a drive housing cast on the left hand side of the
serrated for cap location. The caps are each secured cylinder block. It is mounted horizontally at the front
by two high tensile steel setscrews. The big end bear- of the engine and gear driven via a splined drive shaft
ing bores are fitted with replaceable pre-finished thin The majority of pumps incorporate a mechanical gov-
wall. aluminium-tin lined. steel backed bearings. The ernor and an automatic advance and retard mechanism.
small end bores being fitted with bronze lined steel
backed bushings.
The fuel lift pump is of the diaphragm type mechanical.

ly operated by an eccentric on the engine camshaft.
Timing Gear Arrangement via a small pushrod. I t is located on the tappet in-
spection cover on the right hand side of the engine and
The camshaft and fuel injection pump are driven by is equipped for hand priming.
the crankshaft gear via an idler gear. This helical gear
train which makes provision for fuel pump timing
adjustments is located on the front face of the cylinder
Cooling System Fresh Water Circuit
block and enclosed by a pressed steel cover bolted to
a steel backplate.
A centrifugal type circulating water pump is fitted to
The camshaft and fuel injection pump drive gears are the front face of the cylinder block, to assist the water
manufactured from spheroidal graphite cast iron, the circulation through the cylinder block and head. The
crankshaft and idler gears being of steel treated by water outlet is via a thermostat housing which is cast
the Sulfinuz or Tufftride process. integral with the cylinder head. the thermostat restricts
the flow of water when the engine is cold and brings
about a faster warm up. When the water temperature
reaches a pre-determined point the thermostat opens
Pistons and Piston Pins
and allows normal coolant circulation. The water pump
is belt driven from the crankshaft pulley
The pistons are manufactured from special high silicon
aluminium alloy, fitted with three compression rings
and one oil control ring above the piston pin and one oil
control ring below. The upper oil control ring comprises
four laminated segments. The piston pins are of the fully
floating type. located axially in the piston by circlips. The
piston has a steel insert rolled into the top groove.
Lubrication System
The lubrication of the engine is by full pressure feed

from a rotor type oil pump. driven by spiral gears from
the camshaft. An oil strainer is fitted on the end of the
pump inlet pipe. the pump then delivers the oil via a
full flow filter. bolted on the fuel pump side of the
cylinder block to the main oil gallery. This gallery is
drilled lengthwise through fFC3 crankcase. drillings from
the main oil gallery to the main bearings and drillings
in the main crankshaft journals to the crankpin jour-
nals provide the lubrication for the crankshaft. Oil
feeds are also taken to the idler gear spigot which
ENGINE DESCRIPTION-A.3
The injectors are located in an accessible position on Starting Aid

the left hand side of the cylinder head.
The nozzles are of the pintle type. T O aid starting under cold conditions a 'Thermostart
Provision is made for mounting a fuel filter on either heater is fitted into the induction manifold.
side of the cylinder head. The filter should be of the
paper element type and of approved design.
Tachometer Drive
Provision is made, on the right hand side of the

engine, for a drive at half engine speed to be taken from
the oil pump spiral gear to a mechanical tachometer.
SECTION B
Technical data
Engine Data
Westerbeke 4.108 and 4.107 4.99

Bore (nominal - See Page 8.3) ... ... 3.125 in (79.37 mm) 3.00 in (76.2 mm)
Stroke ... ... ... 3.5 in (88.9 mm) 3.5 in (88.9 mm)
No. of Cylinders ... ... ... Four Four
Cubic Capacity ... ... ... ... 107.4 in:' (1.760 litre) 99 in' (1,621 litre)
Compression Ratio ... ... ... 22 : 1 20 : 1
Firing Order ... ... ... ... 1. 3. 4. 2. 1 . 3. 4. 2.
Cycle ... ... ... ... Four.Stroke Four-Stroke
Combustion System ... ... ... Indirect Injection Indirect Injection
Rating Details
4.99 4.107 4.108

Maximum Rated Output 34 bhp at 3000 revlmin. 37 bhp at 3000 revlmin 37 bhp at 3000 revlmin
Maximum Torque Output 73 lbf ft (10,l kgf rn) 79 lbf (10,92 kgf m) 79 lbf ft (10,92 kgf m)
Recommended Torque Tensions
The following torque figures will apply with the components lightly oiled before assembly:-
4.107 and 4.99 4.108

Cylinder Head Nuts ... ... 42 lbf It ( 5.81 kgf m) 60 lbf It ( 8.3 kgf m)
Connecting Rod Setscrews ... 42 lbf It ( 5.81 kgf m) 42 lbf ff ( 5.81 kgf m )
'Main Bearing Setscrews ... ... ... 85lbfft(11.5 kgfm) 8 5 l b f l t (11.5 k g f m )
Flywheel Setscrews ... ... .. 6 0 l b f f t ( 8.3 k g f m ) 60 lbf It ( 8.3 kgf m )
Idler Gear Hub Setscrews 36 lbf ft ( 4.98 kgf m) 32 lbf ft ( 4.4 kgf m )
Crankshaft Pulley Setscrews ... ... 150 lbf ft (20.5 kgf m) 150 lbfft (20.5 kgf m )
Injector Securing Nuts . . ... 1 2 l b f f t ( 1.7 k g f m ) 12 ibf It ( 1.7 k g f m )
'The tab and shim washers may be discarded where used on earlier engines, but the setscrews must be tightened t o
the torque loading indicated.
Service Wear Limits
The following "wear limits" indicate the condition when it i s recommended that the respective items should be serviced
or replaced.
Cylinder Head Warping ... Longitudinal 0.006 in (0.15 mm)

Cylinder Head Warping Transverse 0.003 in (0.08 rnm) concave
0.005 in ( 0 . 1 3 mm) convex
Maximum Bore Wear (when new liners are necessary) 0.006 in (0.15 mm)
Crankshaft Main and Big End Journal Wear 0.001 in ( 0 . 0 3 mm)
Crankshaft Main and Big End Journal Ovality 0.0005 in (0.01 mm)
Maximum Crankshaft End Float ... ... ... 0.020 in (0.51 mm)
Valve Stem to Guide Clearance ... inlet 0.005 in ( 0 . 1 3 mm)
Valve Stern to Guide Clearance ... exhaust 0.006 in (0.15 mm)
Valve Head Thickness at outer edge 0.025 in (0.64 mm)
Rocker Clearance on Shaft ... ... ... 0.005 in ( 0 . 1 3 mm)
Camshaft Journals - Ovality and Wear .. 0.002 in (0.05 mm)
Camshaft End Float .. ... ... ... 0.020 in (0.51 mm)
Idler Gear End Float ... ... ... ... 0.010 in (0.25 mm)
Valve Head Depth below Head Face inlet and exhaust 0.048 in (1.220 mm)
TECHNICAL DATA-6.3
MANUFACTURING DATA AND DIMENSIONS

The data regarding clearances and tolerances is given for personnel engaged upon major overhauls.
CYLINDER BLOCK
Total Height of Cylinder Block
between Top 8 Bottom Faces 9.936/9.939 in (252.374/252.451 mm)
Parent Bore Dia. for Cylinder Liner 3.249/3.250 in (62.525/82.550 mm)
Parent Bore Dia. for Cylinder Liner Wet Liners
Main Bearing Parent Bore 2.3950/2.3955 in (60.833/60.846 mm)
Camshaft Bore Dia. No. 1 1.794/1.7955 in (45.568/45.606 mm)
Tappet Bore Dia. 0.562/0.56325 in (14.275/14,307 mm)
Fuel Pump Drive Hub Bearing
Bore Dia. 1.8125/1.8141 in (46.037/46.078 mm)
Cylinder Liner 4.108 Cast lron

Type ... ... ... ... ... ... Dry - Interference Fit
Interference Fit of Liners ... ... ... 0.00310.005 in (0.076/0.127 mm)
Inside Dia. of Liner after Finish Boring and Honing ... 3.125/3.126 in (79.375/79.40 mm)
Height of Liner in relation to Cylinder Biock Top Face 0.023/0.027 in (0.584/0.686 mm) above
Overall Length of Liner ... ... ... ... 6.495/6.505 in (164.973/165,227 mm)
Cylinder Liner 4.107 and 4.99 Cast lron

Type ... ... ... ... ... ... Wet - Push Fit
inside Dia, of Liner Pre-Finished ... .. 4.99 3.00/3.001 in (76.20/76.225 mm)
Inside Dia, of Liner Pre-Finished . . . . 4.107 3.125/3.126 in (79.374/7.9.4 mm)
Thickness of Top Flange ... .,. . 4.99 0.3125/0.3145 in (7.937/7.988 mm)
Depth of Recess in Block for Liner Flange . 4.99 0.31 15/0.3135 in (7.912/7.963 mm)
Thickness of Top Flange ... ... ... 4.107 0.250/0.252 in (6.3W6.4 mm)
Depth of Recess in Block for Liner Flange ... 4.107 0.249/0.251 in (6,325/6,375 mm)
Height of Liner in relation to
Cylinder Block Top Face ... 4.107 and 4.99 0.003 in (0,076 mm) Above, 0.001 in (0.025 mm) below
Liner Flange Outside Dia. ... ... 4.99 3.618/3.621 in (91,898/91,973 mm)
Cylinder Block Top Bore for Liner Flange ... 4.99 3.625/3.627 in (92.075/91.125 mm)
Clearance Fit of Liner Flange
to Block Bore ... ... 4.107 and 4.99
Pistons 4.108
Type ... ... ... ... ... ... Fiat Topped
Overall Height (Skirt to Crown) ... ... ... 3.147/3.150 in (79.934/80.010 mm)
Center Line of Piston Pin to Piston Skirt ... 1.157 in (29.388 mm)
Piston Height in relation to Cylinder Block Top Face ... 0.002/0.006 in 10.051/0.152 mml Above
Bore Dia. for Piston Pin ... ... ... 1.06255/1 06275 n (26 989126 994 mm)
Com~ressionRing Groove Width-TOD ... ... 0.0805/0.0815 i n 12.045/2.070 mml
Compression R.ng Groove Width-2nd .. 00645/00655 i n (1 63W1.664 mm)
Comoression Rina Groove Width-3rd .. 0.0645/0 0655 in l t 638/1.664 mml
Oil control Ring Groove W i d t h 4 t h ... ... 0.126/0.127 in (3.200/3.225 mm)
Oil Control Ring Groove Width-5th ... ... 0.190/0.191 in (4,82814,851 mm)
Note: There is a Steel Insert fitted above the Top Groove.
Pistons 4.107 and 4.99

Type ... ... ... ... ... ... Flat Topped
Overall Height (Skirt to Crown) ... ... ... 3.146 in (79.91 mm)
Center Line of Piston Pin to Piston Skirt ... 1.344 in (34.14 mm)
Piston Height in relation to Cylinder Block Top Face 0.0085/0.012 i n (0.2210.30 mm) Above
Bore Dia. for Piston Pin
later 4.99 and all 4.107 engines ... ... ... 0 937550 93775 n (23,81123.82 mm)
Early 4.99 engines ... ... ... ... 0.87505,O 87525 n (22.22/22.23 m m l
Compression Ring Groove Width-Top ... ... 0.0801/0.0811 in (203412.06 mm)
Compression Ring Grooves Width 2nd and 3rd ... 0.0645/0.0655 in (1,63811,664 mm)
Oil Control Ring Grooves Width 4th and 5th ... 0.190/0.191 in (4.826/4.851 mm)
TECHNICAL DATA-8.4
Piston Rings 4.108

Top-Compression ... ... ... ... Parallel Faced
Second and Third Compression ... ... ... Internally Stepped
Fourth-Oil Control ,.. ... ... ... Laminated Segment
Fifth-Oil Control ... ... ... ... Slotted Scraper
Top Compression Ring Width ... ... ... 0.0771/0.0781 in (1,958/1.984 mm)
Ring Clearance in Groove ... ... ... 0.0024/0.0044 in (0.061/0.112 mm)
Second and Third Compression Ring Width ... ... 0.061 W0.0625 in (1.562/1,587 mm)
Ring Clearance in Groove ... ... ... 0.002/0.004 in (0,051/0.102 mm)
Fifth Scraper Ring Width ... ... ... 0.1865/0.1875 in (4,737/4.762 mm)
Ring Clearance in Groove ... ... ... 0.0025/0.0045 in (0,063/0.114 mm)
Ring Gap-Top Compression ... ... ... 0.009/0.014 in (0.229/0,356 mm)
Ring Gap-Second and Third Compression ... ... 0.009/0.014 in (0.229/0.356 mm)
Ring Gap-Fifth Scraper ... ... ... 0.009/0.014 in (0,229/0.356 mm)
Piston Ring Gaps quoted are measured in a ring gauge o l 3.125 in (79,38 mm) bore. I n practice lor every 0.001 in
(0,254 mm) difference In cylinder bore diameter lrom gauge size, 0.003 in (0.762 mm) should be allowed.
Piston Rings 4.107 and 4.99

Agricultural and lndustrial Engines
Top Compression ... ... ... ... Parallel Cast Iron
'Second and Third Compression ... ... ... Internally Stepped
Fourth-Oil Control ... ... ... ... Chrome Plated Spring Loaded Scraper
Fifth-Oil Control ... ... ... ... Slotted Scraper
'4.99 Agricultural engines have taper faced cast iron Compression rings fitted in the second and third ring grooves
Top Compression Ring Width ... ... ... 0.0771/0.0781 in (1.96/1,984 mm)
Second and Third Compression Ring Width ... 0.061 W0.0625 in (1.562/1.587 mm j
Ring Clearance in Groove ... ... ... 0.002/0.004 in (0,05110,102 mm)
Fourth and Fifth Scraper Ring Width ... ... 0.1865/0.1875 in (4.737/4.762 mm)
Ring Gap-Compression Rings Chrome Vehicle ... 0.012/0.017 in (0,30/0,43 mm)
Ring Gap-Oil Control Rings Cast lron Vehicle ... 0.009/0.014 in (0.229/0,356 mm)
Ring Gap-Compression Rings Cast iron
Agricultural and Industrial ... ... 0.009/0.0t4 in (0.229/0.356 mm)
Piston Ring Gaps quoted are measured in a ring gauge of 3.000 in (7620 mm) bore lor 4.99 engines and 3.125 in
(79,38 mm) bore for 4.107 engines. I n practice. lor every 0.001 in (0,254 mm) dillerence in cylinder bore diameter
from gauge size, 0.003 in (0,762 mm) should be allowed.
Piston Pin 4.108

Type ... ... ... ... Fully Floating
Outside Dia. of Piston Pin ... ... ... 1.0625/1.0627 in (26.987/26.993 mm)
Length of Piston Pin ... ... ... ... 2.673/2.687 in (67.894/68.250 mm)
Fit i n Piston Boss ... ... ... ... Transition
Piston Pin 4.107 and 4.99

Type ... ... ... ... ... Fully Floating
Outside Dia. of Piston Pin ... ... ... 0.9375 in/0.9377 in (23,812/23.817 mm)
Earlier Engines ... ... ... ... 0.875/0.8752 in (22.225/22.23 mm)
Fit in Piston Boss ... ... ... ... Transition
Small End Bushing 4.108

Type ... ... ... Steel Backed. Lead Bronze Lined
Length of Small End Bushing ... ... ... 0.935/0.955 in (23,749/24,257 mm)
Outside Dia. of Small End Bushing .. ... ... 1.221 /1.222 in ~31,013/31.039mm)
Inside Dia. before Reaming ... ... ...
Inside Die. after Reaming ... ... ...
Clearance between Small End Bushing and Piston Pin 0.00045/0.0007 in (0,0114/0.0178 mm)
TECHNICAL DATA-6.5
Small End Bushing 4.107 and 4.99

Type ... ... ... ... ... ... Steel Backed. Lead Bronze Lined
Length of Small End Bushing ... ... 0.865/0.885 in (22.00/22.48 mm)
Outside Dia, of Small End Bushing
on later 4.99 and all 4.107 engines ... ... 1.065/1.066 in (27.05/27,08 mm)
Early 4.99 engines ... ... ... ... 1.0025/1.0035 in (25,46/25.49 mm)
Inside Dia, after Reaming on later
4.99 and all 4.107 engines ... ... ... 0.9382/0.93875 in (23.83/23.84 mm)
Early 4.99 engines ... ... ... ... 0.8757/0.87625 in (22.24/22.26 mm)
Clearance between Small End Bushing and Piston Pin 0.0005/0.00125 in (0.01/0.03 mm)
Note. Bushings to be reamed to suit respective Piston Pins, and are provided with a reaming allowance.
Connecting Rod 4.108

Type ... ... ... ... ... ... 'H' Section
Cap Location to Connecting Rod . . ... ... Serrations. Offset 45" t o the Horizontal
Big End Parent Bore Dia. ... ... ... 2.146/2.1465 in (54.508/54.521 mm)
Small End Parent Bore Dia. ... ,.. ... 1.21875/1.21975 i n (30.956/30.981 mm)
Length from Centre Line of Big End
to Centre Line of Small End
Big End Setscrew ... ... ... ... 0.375 in ( 8 in) U.N.F.
Connecting Rod End Float ... ... ... 0.0065/0.0105 in (0,165/0.267 mm)
Connecting Rod 4.107 and 4.99

Type ... ... ... ... ... ... 'H' Section
Cap Location to Connecting Rod ... ... ... Serrations. Offset 45' t o the horizontal
Big End Parent Bore Dia. ... ... ... 2.146/1.1465 in (54.508/54.521 mm)
Small End Parent Bore Dia.
on later 4.99 and all 4.107 engines ... ... 1.0625/1.0635 in (26,99/27,01 mm)
Early 4.99 engines ... ... ... ... I . O O / l . O O l in (25,4/25.43 mm)
Length from Centre Line of Big End to Centre Line of
Small End ... ... ... ... ... 6.405/6.407 in (162.69/162.74 mm)
Big End Setscrew ... ... ... ... 0.375 in ( 8 i n ) U.N.F.
Connecting Rod End Float
on later 4.99 and all 4.107 engines ,.. ...
Early 4.99 engines , .. ... ...
Connecting Rod Alignment 4.108,4.107,4.99

Large and small end bores must be square and parallel with each other within the limits of -0.010 in (0,25 mm) mea-
sured 5 in (127 m m ) each side of the axis of the rod on test mandrel as shown i n Fig. 6.1. With the small end bush
fitted, the limit of *0.010 in (0.025 m m ) is reduced t o 10.0025 in (0.06 mm).
TECHNICAL DATA-B.6
Crankshaft 4.108, 4.107. 4.99

Overall Length . . . ... 21.125 in (536,575 mm)
Main Journal Dia. Nos. 1 and 2 2.248/2.2485 in (57.099/57.112 mm)
Main Journal Dia. No. 3 ... 2.2475/2.248 in (57.086/57,099 mm)
Main Journal Length No. 1 1.40625 in (35.719 mm)
Main Journal Length No. 2 1.496/1.504 in (37.998/38.202 mm)
Main Journal Length No. 3 1.499/1.502 in (38,075/38.151 mm)
Main Journal Fillet Radii 0.125/0.141 in (3,17513,581 m m )
Crankpin Dig. ... ... 1.9995/2.000 in (50,787/50.800 mm)
Crankpin Length ... 1.1875/1.1895 in (30.162/30.213 mm)
Crankpin Fillet Radii ... 0.15625/0.17187 in (5/32/11/64 in)
(3.969/4.366 mm)
Surface Finish-All Journals ... ... 8.16 micro.in (0.2 - 0.4 micron)
Main Journal and Crankpin Regrind Undersizes
Oil Seal Helix Dia. ... ... ...
Oil Seal Helix Width ... ... ...
Oil Seal Helix Depth ... ... ...
Flange Dia. ... ... ... ... 3.9985/3.9995 in (101.562/101,587 mm)
Flange Width ... ... , .. ... 0.500 in (12.700 mm)
Spigot Bearing Recess Depth ... ... 0.875 in (22.225 mm)
Spigot Bearing Recess Bore ... ... 1.250 in (31.750 mm)
Crankshaft End Float ... ... ... 0.002/0.015 in (0.0508/0.381 mm)
Special Note:
The crankshaft fitted to the 4.108 engine is hardened by the "Tufftride" process.
Special precautions are therefore necessary when regrinding. Only very light cuts should be taken, especially in the
region of the fillet radii and adequate cooling should be ensured during grinding operations.
After regrinding the crankshaft it should be crack-detected and de-magnetised, then reireated by the ..Tufftride" process
after which the crankshaft should again be crack-detected and de-magnetised. Where facilities are not available to re-
harden the crankshaft by this process, a factory replacement crankshaft should be obtained.
Fillet radii and surface finish must be maintained during all crankshaft regrinding. Length of No. 3 main journal not to
exceed 1.516 in (38.506 mm) after regrinding. Where necessary use oversize thrust washers to bring crankshaft end
float within the correct limits.
Crankshaft Thrust Washers 4.108,4.107, 4.99

Type ... ... ... .,. ... ... Steel Backed-Lead Bronze Faced
Position in Engine ... ... ... Rear Main Bearing
Thrust Washer Thickness (STD) . . . ... ... 0.089/0.091 in (2.261/2,311 mm)
Thrust Washer Thickness (O/S) ... ... ... 0.0965/0.1005 in (2.451/2,553 mm)
Thrust Washer Outside Dia. ... ... ... 3.245/3.255 in (82.423/82.677 mm)
Thrust Washer Inside Dia. .,. ... ... 2.590/2.600 in (65.786/66.040 mm)
Main Bearings 4.108, 4.107, 4.99

.. ...
Tvoe ... ... ...
~ ~
Pre.finished, Steel Backed. Aluminium Tin Lined
Shell Width ... ... ... 1.245/1.255 in (31.623/31,877 mm)
Outside Dia. of Main Bearing ... 2.3955 in (60,846 mm)
Inside Dia, of Main Bearing ... 2.2505/2.2515 in (57.163/57.188 mm)
Running Clearance-Nos. 1 and 2 0.002/0.0035 in (0,051/0.089 mm)
Running Clearance-No. 3 .,. 0.002510.004 in (0,06310,102 mm)
Steel Thickness ... .,. 0.060 in (1.524 mm) Max.
Aluminium Thickness ... .,. 0.012/0.01225 in (0,305/0.311 mm)
Connecting Rod Bearings 4.108,4.107, 4.99

Type ... ... ... ... ... ... Pre-finished. Steel Backed. Aluminium Tin Lined
Shell Width ... ... ... ... ... 0.870/0.880 in (22.098/22.325 mm)
Outside Dia. of Con. Rod Bearing ... ... ... 2.1465 in (54.521 mm)
Inside Dia. of Con. Rod Bearing ... ... ... ' 2.0015/2.0025 in (50.838/50,863 mm)
Running Clearance ... ... ... ... 0.0015/0.003 in (0.03810.076 mm)
Steel Thickness ... ... ... ... ... 0.060 in (1.524 mm) Max.
Aluminium Thickness ... ... ... ... 0.012/0.01225 in (0,305/0.311 mm)
TECHNICAL DATA-6.7
Camshaft 4.108, 4.107, 4.99

No. 1 Journal Length ... ... 1.347/1.351 in (34,214/34.315 mm)
NO. 1 Journal Dia. ... ... 1.791 /1.792 in (45.491/45.517 mm)
NO. 1 Cylinder Block Camshaft Bore Dia. 1.794/1.7955 in (45,568/45.606 mm)
No. 1 Journal Running Clearance ... 0.002/0.0045 in (0,051/0.114 mm)
N O. 2 Journal Length ... ... 1.250 in (31.750 mm)
N O. 2 Journal Dia. ... .. 1.78111.782 in (45.237/45,263 mm)
No. 2 Cylinder Block Camshaft Bore Dia. 1.784/1.787 in (45.314/45,390 mm)
No. 2 Journal Running Clearance ... 0.002/0.006 in (0,05110.152 mm)
No. 3 Journal Length ... ... 1.000 i n (25.400 mrn)
NO. 3 Journal Dia. ... ... 1.773/1.774 in (45.034/45.060 mm)
No. 3 Cylinder Block Camshaft Bore Dia. 1.776/1.778 in (45.110/45.161 mm)
No. 3 Journal Running Clearance . . . 0.002/0.005 in (0.051/0.127 mm)
Cam Lift ... ... ... 0.266 i n (6.766 mm)
Oilways for Rocker Shaft Lubrication NO. 2 Journal
Camshaft Thrust Plates 4.108, 4.107,4.99

Type ... ... ... ... ... ... 180" Oil Impregnated Sintered Iron
Thrust Plate Outside Dia. ... ... ... 2.55W2.557 in (64.897PS4.948 mm)
Cylinder Block Recess Dia. for Thrust Plate ...
Clearance Fit of Thrust Plate in Recess ... ...
Thrust Plate inside Dia. ... ... ... ...
Thrust Plate Thickness ... ... ... ...
Cylinder Block Recess Depth for Thrust Plate ... 0.158/0.164 in (4.009/4.166 mm)
Thrust Plate Height in relation to Cylinder Block Face 0.004 in (0.102 mm) above or below
Camshaft End Float ... ... ... 0.003/0.013 in (0.076/0.330 mm)
Valve and Fuel Pump Timing

Refer to later section on timing (page L.1)
CYLINDER HEAD 4.108, 4.107, 4.99

Overall Length of Cylinder Head ... ... ... 20.000 i n (508.000 mm)
Overall Depth of Cylinder Head ... ... ... 2.617/2.633 in (66,472/66.878 mm)
Resurfacing Allowance on Cylinder Head Face ... NIL-On no account can the cylinder head face be
resurfaced.
Pressure for Water Leakage Test . . ... ... 20 lbf/in2 (1.4 kgf/cm2)
Valve Seat Angle ... ... ... ... 45"
Bore in Cylinder Head for Guide ... ... ... 0.4995/0.5005 in (12.687/12.713 mm)
Bore in Cylinder Head tor Combustion Chamber Inserts 1.250/1.252 in (31.750/31.801 mm)
Depth of Bore i n Cylinder Head for
Combustion Chamber Inserts . . . ... ...
Combustion Chamber Inserts 4.108, 4.107, 4.99

Outside Dia. ot Insert .. ... ... ... 1.248/1.249 in (31.699/31.724 mm)
Depth of Insert ... ... ... ... 0.374/0.375 in (9.499/9.525 mm)
Height of Insert in relation to Cylinder Head Face ... 0.002 in (0.051 mm) above or below
Clearance Fit of Insert in Cylinder Head Bore ... 0.001/0.004 in (0.025/0.102 mm)
Method of Location in Cylinder Head ... ... By Cylinder Block Face and Expansion Washer
Valve Guides (Inlet) 4.108, 4.107, 4.99

Inside Dia. .. ... ... ... ... 0.3145/0.3155 in (7.988/8.014 mm)
Outside Dia. ... ... ... ... 0.50125/0.50175 in (12.744/12.757 mm)
lnterference fit of Guide in Cylinder Head Bore ... 0.00075/0.00225 in (0.019/0.057 mm)
Overall length of Guide ... ... ... ... 2.130 in (54.102 mm)
Guide Protrusion Above Top
Face of Cylinder Head ... ... ...
Valve Guides (Exhaust) 4.108,4.107,4.99

Inside Dia. ... ... ... ... ... 0.3145/0.3155 in (7.988/8.014 mm)
Outside Dia. ... ... ... .. ... 0.50125/0.50175 in (12.744/12.757 mm)
Interference fit of Guide in Cylinder Head Bore ... 0.00075/0.00225 i n (0.019/0.057 m m )
Depth of Counterbore . . . ... ... ... 0.380 i n (9.650 mm)
Overall Length of Guide ... ... ... 2.440 i n (61.980 mm)
Guide Protrusion above Top Face of Cylinder Head ... 0.800/0.815 in (20.320/20.701 mm)
TECHNICAL DATA-B.8
Valves (Inlet) 4.108, 4.107, 4.99

Valve Stem Dia. ... ... ... ... 0.312/0.313 in (7.925/7.950 mm)
Clearance fit of Valve Stem in Guide ... ... 0.0015/0.0035 in (0,038/0.089 mm)
Valve Head Dia. ... ... ... ... 1.410/1.414 in (35.814/35,916 mm)
Valve Face Angle ... ... ... ... 45"
Valve Head Depth Below Cylinder Head Face ... 0.028 in (0,711 mm)/O.O39 in (0,991 m m )
Overall Length of Valve ... ... ... ... 4.592/4.608 in (116.637/117.043 mm)
Sealing Arrangement ... ... ... ... Rubber Oii Seal
Valves (Exhaust) 4.108, 4.107, 4.99

Valve Stem Dia. ... ... ... ... 0.3115/0.3125 in (7.912/7.937 mm)
Clearance Fit of Valve Stem in Guide ... ... 0.002/0.004 in (0.051/0.102 mm)
Valve Head Dia. ... ... ... ... 1.191/1.195 in (30.251/30.353 mm)
Valve Face Angle ... ... ... ... 45-
Valve Head Depth Below Cylinder Head Face ... 0.021 in (0.53 mm)/0.032 in (0,813 m m )
Overall Length of Valve ... ... ... ... 4.600/4.616 i n (116,840/117,246 mm)
Sealing Arrangement ... ... ... No Seal fitted to Exhaust Valve
Inner Valve Springs (where fitted)

Fitted Length . . ... ... .,. ... 1.530 in (38.862 mm)
Load at Fitted Length ... ... ... ... 28.6 lbl f 2 lbf (13.0 kgf 1 0.91 kgf)
Fitted Position . . , ... ... ... ... Damper Coil to Cylinder Head
Outer Valve Springs 4.108, 4.107, 4.99

Fitted Length ... ... ... .,. ... 1.780 in (45.212 mm)
Load at Fitted Length ... ... ... ... 56.0 lbf 2.8 lbf (25.4 kgf '1.27 kgf)
Fitted Position ... ... ... ... ... Damper Coil to Cylinder Head
Rocker Levers 4.108, 4.107. 4.99

Length between Center Line of Adjusting Screw and
Center Line of Rocker Shaft 1.042/1.058 in (26,467/26.873 mm)
Length between Center Line of Rocker Lever Pad and
Center Line of Rocker Shaft 1.567/1.583 in (39.802/40.208 mm)
Inside Dia, of Rocker Lever Bore 0.71825/0.71950 in (18.243/18.275 mm)
Outside Dia. of Rocker Lever Bushing
Interference Fit of Bushing in Rocker Lever
Finished Inside Dia. of Rocker Lever Bushing 0.6245/0.62575 in (15.862/15.894 mm)
Clearance of Rocker Lever Bushing on Rocker Shaft 0.00075/0.0035 in (0.019/0.089 mm)
Valve Clearances 4.108, 4.107, 4.99

Clearance between Valve Stem T ~ Dand Rocker Lever 0.012 in (0.30 mm) Cold
Rocker Shalt 4.108, 4.107, 4.99

Overall Length of Shaft ... ... ... ... 14.5625 in (369.887 mm)
Outside Dia. of Shaft ... ... ... ... 0.62225/0.62375 in (15,805/15.843 mm)
Lubrication ... ... ... .,. ... Oil Feed from Cylinder Head through Central
Passage to Individual Rocker Levers
Push Rods 4.108, 4.107, 4.99

Overall Length ... ... ... ... ... 8.527/8.560 in (216,58/217.42 mm)
Outside Dia. ... ... ... ... ... 0.250 in (6.350 mm)
Tappets 4.108, 4.107, 4.99

Overall Length ... ... ... ... ... 2.250 i n (57,150 mm)
Outside Dia. of Tappet Shank ... ... ... 0.560/0.561 i n (14.224/14.249 mm)
Cylinder Block Tappet Bore Dia. ... ... ... 0.562/0.56325 in (14.275/14,307 mm)
Tappet Running Clearance in Cylinder Block Bore ... 0.001/0.00325 i n (0.025/0.082 mrn)
Outside Dia. of Tappet Foot ... ... ... 1.245/1.255 in (31.623/31,877 mm)
TECHNICAL DATA-B.9
TIMING GEARS 4.108, 4.107, 4.99

Camshaft Gear
Number of Teeth ... ... ... ... 48
Inside Dia. of Gear Boss ... ... ... 1.75011.7514 in (44.450/44.486 mm)
Outside Dia, of Camshaft Hub ... ... ... 1.749611.7509 in (44.430/44.473 mm)
Transition Fit of Gear and Hub ... ... ... 0.0009/0.0018 in (0.023/0.046 mm)
Fuel Pump Gear

Number of Teeth ... ... ...
lnside Dia. of Cylinder Block Bore for Fuel F
Drive Hub Bearing ... ... ...
Outside Dia, of Fuel Pump Drive Hub Bearing
interference Fit of Drive Hub
Bearing in Cylinder Block Bore ... ... ... 0.0004/0.0027 in (0,010/0.069 mm)
lnside Dia. of Fuel Pump Drive Hub Bearing ... 1.312511.3135 in (33,34133.78 mm)
Outside Dia. of Fuel Pump Gear Drive Hub ... ... 1.3105/1.3115 in (33.287/33.312 mm)
Running Clearance of Drive Hub in Bearing ... ... 0.0031/0.0051 in (0,07910,129 mm)
Drive Hub End Float ... ... ... ... 0.002/0.010 in (0.05110.254 mm)
ldler Gear and Hub

Number of Teeth ... ... ... 57
Inside Dla. of Gear Boss .,. 1.7187/1.7197 in (43.655/43.660 mm)
lnside Dia. of Gear Boss with Bushing Fitted 1.562511.5641 in (39.687/39.728 mm)
Outside Dia. of Gear Hub ... ... 1.561211.5619 in (39.654/39,668 mm)
Running Clearance of Gear on Hub ... 0.000310.0016 in (0.008/0.041 mm)
Idler Gear Width ... ... ... 1.310511.31 35 in (33,287133,363 mm)
Hub Width ... ... ... ... 1.3165/1.3185 in (33.439/33.490 mm)
Idler Gear End Float ... ... ... 0.00210.007 in (0.05110.178 mm)
Crankshaft Gear
Number of Teeth ... ... ... ... 24
Inside Dia, of Gear ... ... ... ... 1.250/1.2512 in (31.750/31,780 mm)
Crankshaft Dia, for Gear ... ... ... 1.25011.2506 in (31.750/31,756 mm)
Transition Fit of Gear on Crankshaft ... ... 0.0006/0.0012 in (0.01510.030 mm)
Timing Gear Backlash

Clearance between Crankshaftlldler and Camshaft1
Idler Gear ... ... ... ... ... 0.0015/0.003 in (0.038/0.076 mm)
LUBRlCATlYG SYSTEM 4.108, 4.107, 4.99

Lubricating Oil Pressure ... ... ,. . ... 30/60 p.s.i. (2.1/4,2 kgflcm') at maximum engine
speed and normal working temperature.
Sump
Dipstick Position ... ... ... ... Camshaft side of engine opposite No. 2 cylinder
Strainer Location ... ... ... ... End of suction pipe to lubricating oil pump.
Typical Sump Capacities

Refill Capacities-Engine Level ... ... ... Imp. pt U.S. pt Litre
Standard Sump ... ... ... ... ... 7.0 8.4 4.0
Note: The above sump capacities are intended to be used as a guide and actual capacities should be governed by the
level indicated on the dipstick.
TECHNICAL DATA-B.10
Lubricating Oil Pump

Type ... ... ... ... ... ... Rotor Type
Number of Lobes-Inner Rotor ... ... ... Three or Four
Number of Lobes-Outer Rotor ... ... ... Four or Five
Method of Drive ... ... ... ... By Spiral Gears from the CamshaR
Pump Clearances
Inner Rotor t o Outer Rotor ... ... ...
Outer Rotor to Pump Body ... ... ...
Inner Rotor End Clearance ... ... ... 0.0015/0.0003 in (0,0380,076 mm)
Outer Rotor End Ctearance ,.. ... ,.. 0.000510.0025 i n (0.01310.063 mm)
Inside Dia. of Bore for Pump Shaft ... ... 0.500/0.501 in (12.700/12,725 mm)
Outside Dia. of Pump Shaft ... ... ... 0.498310.4986 in ( 12.65511 2,664 mm)
Running Clearance. Shaft in Bore ... ... 0.001410.0027 i n (0,036/0.069 mm)
Lubricating Oil Pump Drive Gear

Number of Teeth ... ... ... 12
Inside Dia. of Gear Bore . . . ... ... ... 0.496510.4970 in (12.611/12.624 mm)
Outside Dia. of Oil Pump Drive Shaft ... ... 0.4983/0.4986 in (12.655/12.664 mm 1
Interference Fit of Gear on Shaft ... ... ... 0.001310 0021 n (0.03310.053 mm)
Lubricating Oil Pump Drive Gear Backlash ... ... 0 015510 019 n ( 0 39410 483 mm)
Relief Valve
Type ... ... ... ... Spring Loaded Plunger
Pressure Setting ... ... 5 0 6 5 lbf/in2 (3.514.6 kgflcmz)
Length of Plunger .. ... 0.9375 in (23.813 mm)
Outside Dia. of Plunger ... ... 0.558510.5595 in (14.10114.21 mm)
lnside Dia. of Valve Housing Bore 0.560510.5625 in (14,24114.29 mm)
Clearance of Plunger in Bore ... 0.00110.004 i n (0.02510.102 rnm)
Outside Dia. of Spring ... ... 0.368/0.377 in (9.347/9.576 mm)
Spring-Free Length .. ... 1.5 in (38.10 mm)
Spring-Solid Length ... ... 0.754 in (19.15 mm)
Lubricating Oil Filter

Type ... ... ... ... ... ... Full Flow
Element Type ... ... . . ... Paper
BY-Pass Valve Setting ... ... ... ... Opens between 13-17 lbf/inl
(0.91-1.2 kgflcm2) pressure differential
Type 01 Valve Spring Loaded Ball
COOLING SYSTEM 4.108, 4.107, 4.99

Type ... ... ... ... ... ... Water Cooled
Cylinder Block and Head ' ... ... ... Thermo-Syhpon Impeller Assisted
Engine Water Capacity ... ... Approx. 10 U.S. quarts
Thermostat
Type ... ... ... ... ... Wax Capsule
Opening Temperature ... ... ... ... 175-182'F (79.5-83.5"C)
Fully open at ... ... ... ~.. ... 200-205F (93.5-96-C)
Minimum Travel at Fully Open Temp. ... ... 0.3125 in (7.94 mm)
Water Pump
Type ... ... ... ... ... ... Centrlf.ga1-Belt drlven from Crankshaft
Outside Dia. of Shaft for Pulley ... ... ... 0 590510.5908 n 114.999115.006 mm l
Inside Dia. of Pulley Bore ... ... ... 0.58810.589 in (1~935114.961mm)
Interference Fit of Pulley on Shaft ... ... 0.001510.0028 in (0.038/0.071 mm)
Outside Dia. of Shaft for Impeller . . . . ... ... 0.49810.499 in (12,649112,675 mm)
Inside Dia. of Impeller Bore ... ... ... 0.497/0.4975 in (12,624/12,636 mm
Interference Fit of Impeller on Shaft ... ... 0.0005/0.002 in (0,013/0.051 n m '
TECHNICAL DATA-6.11
Outside Dia. of impeller ... ... ... ... 3.094/3.125 in (78.588/79.375 mm)
Impeller to Body Clearance ... ... ... 0.005/0.025 in (0.127/0.635 mm)
Water Pump Seal Type . . ... ... ... Synthetic Rubber-Carbon Faced
Inside Dia. of Seal for Impeller Shaft ... ... 0.472 i n (11.989 mm)
Outside Dia, of Seal ... ... ... .. ~
1.102 in (27.991 mm)
'Water Pump Insert Type ... .. , ... Phosphor Bronze-Surface Finish ol Sealing
Face to be 12-20 micro-in (0.3-0.5 micron)
Outside Dia, of insert ... ... .. 1.6241.6245 in (41.250/41.263 mm)
lnside Dia. of lnsert Bore in Water Pump Housing ... 1.625/1.626 in (41.275/41.300 mm)
.Later water pumps are fitted with ceramic faced inserts
Fuel Lift Pump

Type ... ... ... ... ... AC Delco Diaphragm 'YJ' Series
Spring Colour Code ... ... ... ... Green
Method of Drive ... ... ... From Eccentric on Camshaft via Push rod
Total Stroke of Operating Lever ... ... ... 0.192 in (4.877 mm)
Static Pressure-No Delivery ... ... ... 4-7 Ibf/in1 (0.28-0.49 kgf/cm2)
Pump t o Distance Piece Gasket Thickness ... ... 0.018/0.022 in (0.457/0.559 mm)
Distance Piece-Lift Pump to Tappet Inspection Cover 0.256 in (6.502 mm)
Fuel Injection Pump

Make ... ...
Type .. ... ... ... ... D.P.A.
Rotation ... . . ... ... ... Clockwise (Viewed from Drive End)
Plunger Dia. . . , .. ... ... 6 mm
Hydraulically Governed
Timing Letter ... ...
NO. 1 Cylinder Outlet ... ... ...
Mechanically Governed
Timing Letter ... ... .. ... ...
No. 1 Cylinder Outlet ...
TECHNICAL DATA-6.12
Static Timing Position

The static timing position varies according to application, but cat, be obtained by relerring to the first group o f letters
and digits Of the fuel pump setting code (stamped on the fuel pump identification plate), i.e..
First Group Of Static Timing Piston Displacement Remarks

Fuel Pump Code B.T.D.C. B.T.D.C.
EH39
MH26
MHz7
pH28
} 18' 0.108 in (2,75 mm)
0.120 in (3.05 mm)

0.134 in (3.40 mm)
0.134 in (3.40 mm) 4.107 engines rated up to and including
2.500 rev/min
0.160 in (4.06 mm) 4.107 engines rated above 2,500 revlmin
0.226 in (5.74 mm)
Note: For 4.107 and 4.99 mechanically governed engines rated above 3,000 and 2.500 rev/min respectively. t h e static
timing is altered to 22" B.T.D.C. - piston displacement 0.160 in (4.06 mm). For 4.108 engines prior to engine numbers
108U15973 and 108UD20214, the static timing was 19" B.T.D.C. - piston displacement 0.120 in (3.05 mm). W h e n re-
setting these pumps, it is advisable to set at the figures quoted in above table.
For 4.107 industrial engines having a fuel pump coding of pH30 and an idling speed of 1.000 rev/min, thestatic timing
is 21' B.T.D.C. and a piston displacement of 0.147 in (3.73 m m ) .
Injectors
4.108 Marine& Industrial
4.107 Marine& Industrial
Make ... ... ... ... ... ... C.A.V.
Holder Type ... ... ... ... ... BKB40SD5224
Nozzle Type ... ... ... ... ... BDN12SD6236
Code Letter ... ... ... ... ... BG
Min. Working Pressure ... ... ... .,. 135 atm (2000 ibf/in2 or 140 kgf/cm2)
Setting Pressure ... ... ... ... 150 atm (2200 lbf/inl or 155 kgf/cm2)
Note: Earlier atomisers bearing the identification code letter 'J' had a setting pressure of 140 atm. When servicing 01
these atomisers is carried out, they should be reset in accordance with the settings quoted above.
Starting Aid
Make ... ... ... ...... ... C.A.V.
Type ... ... ... ... ... .,. Thermostart
Voltage ... ... ... ... ... 12 Volt
Maximum Current Consumption ...... ... 12.9 Amperes at 11.5 Volts
Fuel Flow Rate through Unit ... ... ... 4.3-4.9 cml min at 70F (21C)
Height of Reservoir above Centre of Thermostart ... 4.5-10 in (11,4-25.4 cm)
SECTION D
Fault Diagnosis
Fault Possible Cause
Low cranking speed 1. 2. 3. 4.
Will not start 5. 6. 7. 8, 9. 10. 12. 13, 14. 15. 16. 17. 18. 19. 20, 22. 31. 32, 33.
Difficult starting 5. 7, 8 . 9 , 10, 11. 12. 13. 14. 15, 16. 18, 19. 20.21. 22. 24. 29. 31. 32. 33.
Lack of power 8 , 9 , 1 0 . 1 1 , 1 2 . 1 3 . 14.18. 19.20.21.22.23,24,25.26.27.31.32.33.
Misfiring 8.9.10.12.13.14.16.18.19.20.25.26.28.29.30, 32.

P
Excessive fuel consumption 11.13.14.16.18.19.20.22.23.24. 25.27.28.29.31.32.33.
Black exhaust 11.13.14.16.18.19.20.22.24.25.27. 28.29.31.32.33.
Bluelwhite exhaust / 4. 16. 18. 19. 20. 25. 27. 31. 33. 34. 35. 45. 56.
Low oil pressure 1 4. 36. 37. 38. 39. 40. 42. 43. 44. 58.
Knocking 9. 14. 16. 18. 19. 22. 26. 28. 29. 31. 33. 35. 36. 45. 46. 59.
Erratic running 7.8,9.10,11.12.13.14.16,20,21,23,26. 28.29.30.33.35.45.59.
Vibration 13. 14. 20. 23. 25. 26. 29. 30. 33. 45. 47. 48. 49.
High oil pressure 4, 38. 41.
Overheating 11. 13. 14. 16. 18. 19. 24. 25. 45, 50, 51. 52. 53. 54. 57.
Excessive crankcase pressure 1 25. 31. 33. 34. 45. 55
Poor compress~on 1 11. 19, 25. 28. 29, 31. 32 33 34 46. 59
Starts and stops 1 10. 11. 12.
Key to Fault Finding Chart

1. Battery capacity low. 31. Worn cylinder bores.
2. Bad electricai connections. 32. Pitted valves and seats.
3. Faulty starter motor. 33. Broken, worn or sticking piston ringls.
4. lncorrect grade of lubricating oil. 34. Worn valve stems and guides.
5. L O W cranking speed. 35. Overfull air cleaner or use of incorrect grade of
6. Fuel tank empty. oil.
7. Faulty stop control Operation. 36. Worn or damaged bearings.
8. Blocked fuel feed pipe. 37. Insufficient oil in sump.
9. Faulty fuel lift pump. 38. Inaccurate gauge.
10. Choked luel filter. 39. Oil pump worn.
11. Restriction in air cleaner. 40. Pressure relief valve sticking open.
12. Air in fuel system. 41. Pressure relief valve sticking closed.
13. Faulty fuei injection pump. 42. Broken relief vaive spring.
14. Faulty injectors or incorrect type. 43. Faulty suction pipe.
15. lncorrect use of cold start equipment. 44. Choked oil filter.
16. Faulty cold starting equipment. 45. Piston seizure/pick up.
17. Broken luel injection pump drive. 46. lncorrect piston height.
18. lncorrect fuel pump timing. 47. Damaged fan.
19. lncorrect valve timing. 48. Faulty engine mounting (Housing).
20. Poor compression. 49. lncorrect aligned flywheel housing, or flywheel.
I. Blocked fuel tank vent. 50. Faulty thermostat.
22. incorrect type or grade of fuel. 51. Restriction in water jacket.
23. Sticking throttle or restricted movement. 52. Loose fan belt.
24. Exhaust pipe restriction. 53. Choked radiator.
25. Cylinder head gasket leaking. 54. Faulty water pump.
26. Overheating. 55. Choked breather pipe.
27. Cold running. 56. Damaged valve stem oil deflectors (if fitted).
28. lncorrect tappet adjustment. 57. Coolant level too low.
29. Sticking valves. 58. Blocked sump strainer.
30. lncorrect high pressure pipes. 59. Broken vaive spring.
SECTION E
Cylinder Head
E2
El To Remove the Cylinder Head

1. Completely drain the cooling system.
Before commencing to overhaul the cylinder head 2. Disconnect the battery terminals.
ensure that all joints, gaskets and any other parts ex- 3. Remove the securing nuts and detach the exhaust
pected to be required are available. pipe from the exhaust manifold. Blank off the end i
Remove any external components from the vicinity of of the exhaust pipe to prevent entry of any foreign !
the cylinder head cover, atomisers and fuel Pump. matter.
E3
CYLINDER HEAD-E.2
7. Remove the cylinder head cover together with the

4. Uncouple the water outlet connection on the front breather pipe.
of the cylinder head. 8. Unscrew the oil feed pipe to the rocker shaft at
5. Remove the air cleaner and olace somewhere level the cylinder head end. (Refer to Fig. E.2 for its
ready for servicing. location).
6. Disconnect the fuel pipe and electrical connection 9. Remove the eight rocker shaft bracket securing
io the starting aid located in the induction mani- nuts evenly and remove the rocker shaft complete
told. (Refer to Fig. E.l) with the oil teed pipe. (Refer to Fig. E.3).
CYLINDER HEAD-E.3
10. Remove the eight push rods and place somewhere

safe (possibly in the cylinder head cover) to 16. Remove the cylinder head securing nuts and l i f t
avoid the possibility of any being accidentally bent. off thecylinder head complete with inlet and ex-
11. Unscrew the small banjo bolts on the tops of the haust manifolds. (Refer to Fig. E.5).
atomisers and remove the leak-off pipe by unscrew- NOTE: On 4.99 and 4.107 engines. to prevent liner
ing the union on top of the fuel filter. movement should the engine be turned with the
12. Remove the low pressure fuel pipes between the cylinder head removed. it is suggested that the l i n e r s
fuel filter and the fuel pump. remove the fuel filter are held in posltion by suitable tubing placed over t w o
after disconnecting the feed pipe from the lift ol the cylinder head studs and locked wifh nuts a n d
pump, blank off ail pipes and ports to Prevent washers.
ingress of foreign particles.
13. Remove the four high pressure fuel pipes from the
fuel pump to the injectors. Blank off fuel pump out-
let ports. To Remove the Valves
14. Remove the injector securing nuts and carefully
remove the injector. (Refer to Fig. E.4). All valves are numbered. The cylinder head is m a r k e d
Blank off the exposed ports on the injectors. wilh corresponding numbers. (Refer to Fig. E.6).
15. Uncouple the alternator adjusting link. 1. Remove collets by compressing the valve springs
as shown in Fig. E.7.
2. Remove the spring caps. springs, seals ( w h e r e
fitted) and spring seats. Remove valves.
CYLINDER HEAD-E.4
COMBUSTION CHAMBER INSERTS

These can be gently tapped out of their locations by
means of a short length of curved bar through the
injector bore. When refittinp they must be located by
means of expansion washers in &e recesses provided.
as shown in Figs. E.8 and E.9.
Cleaning
Remove any carbon from the cylinder head.
!f the water jacket within the cylinder head shows signs VALVE GUIDES
of excessive scale. then a proprietary brand of de-
scaling solution may be used. if possible the cylinder The worn guides should be removed either by
head should be tested for water leakage after such means of a press and a suitable "dolly" or the valve
treatment at the pressure given on Page 8.7. guide removal tool shown In Fig. E.10.
Before fitting the new guides remove any burrs from
VALVE SPRINGS the cylinder head parent bores. then smear the bores
with clean oil and either press in the new guides or
It is advisable to fit new valve springs whenever the pull them in by means of the tool shown in Fig. E . l l .
engine undergoes a major overhaul. Where a top over- until the guide protrusion above the head top face is
haul only is being carried out the springs should be that quoted on Page 8.7.
examined, paying particular attention to squareness of NOTE: Special care should be exercised during this
ends and pressures developed at specific lengths, the operation as the guides, being made of cast iron. are
details of which can be found on Page 5.8. therefore comparatively brittle.
CYLINDER HEAD-E.5
INLET EXHAUST
VALVE VALVE
lnlet
A-1.530 in to 1.531 in
8-0.31 25 in to 0.31 75 in
C-0.015 i n chamfer at 45' (Max.)
Exhaust
A-1.296 i n to 1.297 in
8-0.3125 in to 0.3175 in
C-0.015 in chamfer at 45 (Max.)
VALVES AMD VALVE SEATS

The valves should be checked in their respective
guides for wear and replaced if wear has taken place. Material EN32A Case Hardened and Ground
(ensure that the wear is in fact on the valve stem and
not in the guide bore before replacing the valve). lnlet Dimensions
The valve and valve seat faces should be reconditioned A-2.75 in
in the normal way using specialised equipment or with 8-2 in
grinding compound, according to their condition. A
valve seat (hand operated) cutting tool is shown in
C-0.75 in
Fig. E.12. Valves should always be refitted to their D-0.309 in to 0.310 in
original seats and any new valve fitted should be suit- E-1/16 in at 45
ably marked to identify its position if removed at a later F-1/16 in at 45
date. (Refer to Fig. E.6 for illustration of valve num- G-1/32 in Radius
bering).
Before refitting the valves it should be ascertained
H-1.238 in to 1.239 in
whether the valve head depth relative to the cylinder J-0.222 in to 0.225 in
head face is within the limits given on Page 8.8. This K--1.523 in to 1.533 in
depth can be checked. as shown in Fig. E.13, by
placing a straight edge across the face of the cylinder Exhaust Dimensions
head, then by careful selection of feeler gauges mea-
A-2.75 in
suring the distance between the straight edge and the
head of the valve. 0-2 in
Where this depth exceeds the maximum limit and even C-0.75 in
the fitting of a new valve does not reduce this depth D-0.309 in to 0.310 in
below the maximum limit, then the remedy is to fit a E-1/16 in at 45
valve seat insert, the procedure for this is given in
F-1/16 in at 45
detail commencing on this page.
When refacing valves or valve seats care should be
G-1/32 in Radius
taken to see that only [he minimum amount of metal H-1.018 in to 1.019 in
necessary to obtain a satisfactory seat is removed, and J-0.222 in to 0.225 in
that as narrow a valve seat as possible is maintained. K-1.287 i n to 1.297 in
After all the valves have been lapped in the valve head
Hand Grinding depths relative to the cylinder head face should be
When grinding or lapping-in valves make certain that all checked to ensure that they are within the limits given
signs of pitting are removed from the seats. on Page 13.8.
CYLINDER HEAD-E.6
To Dismantle the Rocker Shaft Assembly

C P 1. Remove the retaining circlips lrom each end of
the rocker shaft.
2. Withdraw the rocker levers. springs and support
brackets from the rocker shaft.
3. Unscrew the oil feed pipe from the banjo a n d re-
move the banjo. (When refitting this feed pipe it
Should be noted that the end of the pipe locates
the banjo position on the shaft).
Examine the rocker bushings and shaft for wear. The
rocker levers should bs an easy fit on the rocker shaft
without excessive side play.
El 7 New rocker levers are supplied complete with bushing
fitted and reamed to size.
NOTE: When fitting new bushes ensure that the oil
feed holes are in alignment before pressing home, and
when pressed fully home that the holes coincide.
VALVE SEAT INSERTS (Refer to Fig. E.17).
Valve seat inserts are not fitted to production engines.

but may be fitted in service. TO Re-Assemble the Rocker Shaft Assembly
When fitting inserts ensure that only genuine Westerbeke
parts are used. 1. Refit the oil feed banjo and locate with the
In order to fit these inserts proceed as follows: feed pipe.
1. Fit new valve guides as described on Page E.4. 2. Refit the rocker levers. springs and support
2. Using the new valve guide bore as a pilot, machine brackets in the opposite order to which they were
the insert recess in the cylinder head face to the removed. Lightly oil the components during re-
dimensions shown in Fig. E.15. assembly and ensure that each rocker lever does
3. Remove all machining swarf and thoroughly clean not bind on the shaft. The assembly should n o w be
the insert recess (removing any burrs which may as shown in Fig. E.18.
be present).
4. Using the valve guide bore as a pilot once again
press the insert home with the inserting tool. this PUSH RODS
to01 is shown fully dimensioned in Fig. E.16.
Check the push rods for straightness. if any a r e bent
NOTE: The insert must not under any circum-
then fit new replacements.
Stances be hammered in. neither should any lubri-
cation be used.
5 . Visually inspect to ensure that the insert has been To Refit the Valves
pressed fully home. i.e. is flush with the bottom of
the recess. Lightly oil the valve stems to provide the initial lubrica.
6. Recut the valve seat at an included angle of 90' tion.
(which will give the normal 45' seat) until the Replace valves. springs. spring plates. washers. collars
valve head depth reaches the minimum limit which and collets, taking care that the numbers on the valves
is given on Page 6.8. Lightly lap the valve to its correspond to the numbers stamped adjacent t o the
new seat. valve Seat (see Fig. E.6).
El 8
CYLINDER HEAD-E.7
NOTE: Valve springs incorporate a damper coil and

care should be taken to ensure that this damper coil
is to the bottom of the spring, i.e.. nearest the cylinder
head when fitted.
lnner valve springs are not required for engines rated
at 3,000 revlmin and below.
4.108 and 4.99 marine diesel engines are fitted with rub-
ber sealing rings on inlet valves only.
All latest 4.107 and 4.99 marine diesel engines incor-
porate oil deflectors on both inlet and exhaust valves.
In the case of earlier 4.107 and 4.99 marine diesel
engines which incorporate rubber sealing rings on the
inlet valves only, oil deflectors should be fitted to both
inlet and exhaust vaives after the valve assembly has
been dismantled. With this arrangement, a different valve
spring seating washer is required for exhaust vaives.
a different valve spring seating washer is required for
exhaust vaives.
Where a groove is cut on the inlet valve stem, a rubber
sealing washer shouid be fitted in addition to the de-
flector to stop the latter from becoming canted on the
stem.
Oil deflectors should not be fitted to 4.99 vehicle and
4.108 engines.
CYLINDER HEAD GASKET

Always use a new cylinder head gasket. Ensure that
the correct type is used.
4.108 Engines
With this engine, the gasket is made of a black corn.
posite material and is known a s the Klinger type. It
MUST be fitted DRY and on no account should sealing
compound be used.
It is very important that the gasket is placed correctly.
otherwise the steel beading may be nipped between
the cylinder head face and the top of the liner.
4.107 and 4.99 Engines
These engines use a steel laminated gasket.
To Refit the Cylinder Head

1. Place the cylinder head gasket carefully in posi-
tion on the cylinder block top face (the gasket is
marked "TOP FRONT" to indicate how it should
be fitted). (Refer to Fig. E.22).
1. Retaining Collets E l9
2. Lower the cylinder head into position on top of the
gasket ensuring that it lays perfectly level. 2. Spring Caps
3. Lightly lubricate both cylinder head studs and nuts 3. Inner Valve Springs
\ with engine oil, then tighten the nuts progressively 4. Outer Valve Springs
in three stages in the sequence shown in Fig. E.23 5. Spring Seating Washers
to the torque given on page 8.2. This final torque
6 . '0' Sealing Ring (Inlet Valves only)
tightening stage should be repeated to ensure that
no loss of tension has taken place on any studs 7. Inlet Valve
earlier in the sequence. 8. Exhaust Valve
CYLINDER HEAD-E.8
20 E21
4. Fit the push rods in their locations then carefully 6. Adjust the valve clearances to 0.012 in (0.3 mm)
fit the rocker shaft assembly, noting that the valve as follows:-
adjusting screw ends locate in their respective Turn the engine so that the valves of No. 1 cylinder
push rod cups and the oil feed to the rocker shaft are in the position of 'valve overlap'. i.e.. the period
is located correctly. between the opening 01 the inlet valve and the
5 . Locate the oil feed pipe nut just finger tight at this closing of the exhaust valve. In this position, adjust
stage, then evenly tighten the rocker shaft bracket the clearances of No. 4 cylinder valves: similarly.
-
securing nuts to a torque of 12 15 lbf It (1.7 - with the valves of No. 3 cylinder in the overlap
2 kgf m ) now tighten the oil feed pipe nut. position, adjust the valves of No. 2 cylinder. With
When correctly located the oil feed pipe will be valves of NO. 4 in the overlap position, adjust the
as shown in Fig. E.2. valves of No. 1 cylinder and finally with valves of
NOTE: If the oil feed pipe nut is tightened before No. 2 cylinder in overlap position. adjust valves o n
the rocker shaft bracket securing nuts, the pipe No. 3 cylinder.
will either be strained or the olive pulled off the 7. Replace the alternator adjusting link and tension
feed pipe. the "V" belt (Refer to Page N.l).
E22
CYLINDER HEAD-E.9
8. Replace the injectors (Refer to Page' P.7) but do Replace the rocker shaft as previously described a n d
not tighten the securing nuts. set the valve clearances to 0.012 in (0,30 mm) COLD.
9. Replace the leak off pipe assembly and four high Start engine and check oil flow to rocker levers, if
pressure fuei pipes to the injectors. Tighten the satisfactory refit cylinder head cover and air cleaner.
injector securing nuts. Finally check for oil leaks and rectify immediately if
10. Replace the fuei oil filter and the low pressure any are visible.
fuel pipes between filter and lift pump and filter
and fuel pump.
11. Reconnect the electrical and fuel supplies to the
NOTE for 4.108 Engines Only
starting aid.
12. Reconnect the exhaust pipe to the manifold. It is essential that the cvlinder headnuts are re-toraued t o
13. Reconnect the water outlet connection at the front 60lbffl(8,3kgfm)aftertheflrst6to12hourswiththeingine
of the cylinder head. hot and in thesequenceshown in Fig. E.23.
14. Fill the cooling system with clean water ensuring
the drains are closed. Check for water leaks.
15. Bleed the air from the fuel system as described on
Page P.81.
16. Reconnect the battery.
Starting the Engine

Proceed as instructed on Page P . l l . with the engine
running at a fast idle check that the oil pressure is
satisfactory and that the oil reaches the rocker assem.
bly and oozes gently from the rocker levers at this
speed.
After the engine has been thoroughly warmed up it
should be shut down, the rocker shaft removed and
the cylinder head nuts checked, sa that any loss of
torque tension can be corrected by tightening the nuts
to the torque given on Page 8.2 and in the order shown
in Fig. E.23. E24
SECTION F
Pistons and Connecting Rods
F1
F2
To Remove Pistons and Connecting Rods

1. Remove the cylinder head assembly. (Refer to suitable piston ring tool. such a tool is shown in
Page E.l ). Fig. F.3.
2. Remove the oil sump. (Refer to Page M . l ) . NOTE: The laminated segments or spring loaded
NOTE: Any ridges or carbon deposits around the rings fitted in the fourth ring groove should be
top of the cylinder bores should be removed with removed by hand.
a suitable scraper before piston removal is With 4.108 pistons there is a steel insert rolled
attempted. into the top ring groove during piston manufacture.
3. Rotate the crankshaft until one pair of big ends are It should be regarded as an integral part of the
at bottom dead centre. then remove their respec- piston and no attempt should be made to remove
tive connecting rod cap securing bolts.
4. Remove the connecting rod caps and bearing
shells. (Refer to Fig. F.1).
NOTE: If the bearing shells are serviceable, they
should be suitably marked to identify them to their
original locations.
5. Push the pistons and connecting rods carefully
out through the top of the block and remove as
shown in Fig. F.2.
6. Rotate the crankshaft through 180" to bring the
remaining pair of big ends to bottom dead centre
and repeat removal operations.
When piston removal has been carried out keep
each piston and rod assembly separate, each to
each as marked. Mark the pistons on the crown
(before removing the piston pin) to indicate the
'FRONT' in relation to the 'FRONT' marking cast on
the connecting rods.
To Remove Pistons and Rings from the

Connecting Rods
1. Remove the piston rings from each piston, using a F3
I PISTONS AND CONNECTING RODS-F.2
2.
it from its location.
Remove the circiip retaining the piston pin and
push out the piston pin to release the connecting
rod.
NOTE: Should difficulty be experienced in re-

moving the piston pin, warm the piston in a suit-
able clean liquid (usually water) to a temperature
of 100-120F. (40-5O0C), this will then enable
the pin to be pushed out quite easily.
Inspection
1. Examine the pistons tor scoring and any signs of
groove damage.
2. Check the clearance of the piston rings in their
respective grooves by placing the ring outer face
into the groove and a suitable sized feeler between
the ring and groove face.
NOTE: All ring gaps, ring groove clearances etc..
are given in the Technical Data Section on Pages
A.5 and A.6.
3. Check the fitted gaps of the piston rings, bearing
in mind that in worn cylinder bores these gaps
should be checked at the bonom of the bore.
4. Check the fit of the piston pin in the small end bush-
ing, if excessive, replace the small end bushing.
5. To renew the small end bushing remove the old one
by means of a suitable press and 'dolly'. Press in
the new bushing, ensuring that the oil holes coin-
cide when fitted. Ream out the new bushing to suit
the piston pin, then check the rod for parallelism
and twist. (Refer to Page A.7).
6. Examine the big end bearing shells for any signs
of wear or pitting.
1. Warm the piston in a suitable clean iiquid to a

To Refit the Pistons to the Connecting Rods
temperature of 100 - 120F (40 - 50'C) which
If the original pistons are to be refitted they must be will enable the piston pin to be easily pushed
re-assembled to the same connecting rods, i.e. No. 1 into the piston bore when the piston and rod have
piston to No. 1 connecting rod assembly. Refer to Figs. been correctly aligned.
F.4 and F.5 for location of piston and rod numbering. 2. Place No. 1 piston onto its head, noting the posi-
Any new components fitted should be numbered the tion of the mark previously made to indicate the
same as those which they replace, "FRONT.
PISTONS AND CONNECTING RODS--F.3
3. Hold No. 1 connecting rod with the small end

between the piston pin bores s o that the word
"FRONT" cast on the rod is towards the same
side.
4. Push the piston in into the piston thus locating
the conneiting rod in position..
5. Fit the two retaining circlips ensuring that they
locate correctly in their recesses. (Refer to Fig.
F.6).
NOTE: If the engine has been in service for some
considerable time it is advisable to fit new circlips.
even if the old ones do not appear to be strained
or damaged.
6. Repeat this procedure for the three remaining
pistons and connecting rods.
Fitting the Piston Rings

Fit piston rings to the piston. Rings vary according
to engine type and application as follows: reading
from the top of the piston.
4.108 Engines
1. Plain parallel faced compression.
2. Internally stepped compression.
3. Internally stepped compression.
4. Laminated segment oil control.
5. Slotted scraper.
F7
4.107.and 4.99 Marine and Industrial

Engines rated at 3000 r.p.m. or below.
1. Plain parallel faced compression.
2. lnternally stepped compression.
3. lnternally stepped compression.
4. Laminated segment oil control.
5. Slotted scraper.
After an appropriate period of service, when indica-

tions of piston ring and/or cylinder bore wear may be-
come apparent. a replacement ring pack has been
made available for fitting exclusively to 4.99 service
engines and includes a taper faced ring for fitting in
NOTE: All the rings quoted above except the laminated
and spring loaded type may be fitted by means of an
expanding tool of the type shown in Fig. F.3. These
rings, being made of cast iron are therefore com-
paratively brittle, so when fitting care should be taken
not to expand any ring more than is necessary to just
clear the piston.
F6
bi
PISTONS AN0 CONNECTING RODS-F.4
PISTON CROWN
p!gq
SECOND AND FOURTH SEGMENTS
FIRSTAND THIRD SEGMENTS
FB
Laminated Segment Rings 2. Fit the second segment on top of the first, so that
when compressed as described above the ends
The procedure for fitting the laminated type is dilferent.
point upwards. Position the gap at 180' to that of
in as much as the ring comprises four separate seg.
the first segment.
ments, these may be fitted by hand in the loilowing
sequence with the piston crown uppermost:-
1. Fit the first segment to the piston so that when 3. Fit the third segment as in ( 1 ) above with the gap
held horizontally between the thumb and fingers immediately above the gap of the first segment.
and radially compressed the ring ends point
downwards (see Fig. F.8). 4. Fit the fourth segment as in ( 2 ) above with the
Place this ring on the bottom face of the fourth gap immediately above the gap of the second seg-
ring groove with the gap over the piston pin bore. ment. If all the segments have been fitted correctly
then they will be positioned as shown above.
F9
PISTONS AND CONNECTING RODS-F.5
The gaps of the remaining rings should oe stag-

gered alternately along the piston pin axis.
Liberally lubricate the rings in their grooves and
see that they can move freely in their locations.
this does not apply to the laminated type in the
fourth groove, which if correctly fitted should not
move freely due to the outward pressure of the top
and bottom segments on the ring groove walls.
When ail the rings have been fitted, they should
be as shown in Fig. F.8.
Always ensure that internally stepped or taper faced

rings are correctly fitted. They are marked TOP or
BTM (bottom) to ensure correct replacement.
The top compression and slotted oil control rings may
be fitted either way up.
Spring Loaded Scraper Ring

7. Fit the two connecting rod sscuring bolts a n d
When fitting the chrome plated spring loaded scraper tighten evenly to the torque quoted on Page 8.2.
ring, (see Fig. F.9). the following procedure should be NOTE: Locking tabs are not fitted to these bolts.
adopted:- 8. Repeat this procedure for No. 4 piston and c o n -
1. Fit internal expander (1 ) . necting rod assembly.
2. Fit two rail rings ( 2 ) al the bottom 01 the groove. 9. Rotate the crankshaft to bring numbers 2 and 3
3. Fit spiral ring ( 3 ) . crankpins to bottom dead centre.
4. Fit two top rail rings ( 2 ) . 10. Repeat procedures 2 - 7 to fit the two remaining
When fitting rail rings, the gaps should be staggered. assemblies.
11. Refit the lubricating oil sump. (Refer Page M.4).
12. Refil the cylinder head assembly. (Refer Page
E.7).
To Fit Piston and Connecting Rod Assemblies Fitting New Pistons

Before fitting the piston and connecting rod assemblies With new 4.108 and 4.107 pistons a machining allow-
to their respective cylinder bores, thoroughly clean ance is provided on the crown of the piston to enable
and liberally coat each bore with clean engine oil. the necessary material to be removed by means o f a
1. Turn the engine until the crankpins of say numbers lathe so that when fitted the piston height above the
1 and 4 cylinders are at bottom dead centre. cylinder block top face will be within the limits quoted
2. Using a suitable ring clamp of the type shown in on Page 8.3.
Fig. F.lO, carefully compress the rings of No. 1 TO determine the exact amount to be removed f r o m
piston and hold in this position. the piston crown. the piston, connecting rod and bear-
3. With the word 'FRONT' on the connecting rod ing assembly will have to be fitted to its respective
facing the front of the engine, insert the rod care- cylinder bore as previously described. and the piston
fully into No. 1 cylinder bore. height above the cylinder block top face measured
NOTE: The cylinders are numbered 1. 2. 3. 4 with the particular piston at top dead centre. T h i s
starting from the front (water pump) end of the piston height can be measured by means of a piston
engine. It is extremely important that these com- height gauge of the type shown in Fig. F . l l . Repeat
ponents (marked as shown In Figs. F.4 and F.5). for each new piston to be fitted and mark each piston
are returned to their original locations. with the number of the cylinder bore it will belong to.
4. The piston head may be gently tapped with the (not on the top as any marking here will be removed
shaft of a hammer as shown in Fig. F.10 until all by the machining). When each piston has b e e n
the rings have entered the cylinder bore. Skimmed it should be checked again when finally re-
5. Draw the rod towards the crankpin, place the top fitted to ensure that any new piston fitted is now within
half bsaring shell in position locating the tag in the limits quoted. Once the piston height is correct
the machined slot and liberally oil, draw the rod mark any such piston on the crown with the number
onto the crankpin. of its respective bore. (Refer to Fig. F.5).
6 . Fit the lower half bearing shell to the connecting
rod cap. locating the tag in the machined slot.
liberally oil and fit the cap to the crankpin, ensur-
ing that the numbers on the rod and cap coincide
as shown in Fig. F.4.
PISTONS AND CONNECTING R O D G F . 6
It will of course be appreciated that grade F pistons

are suitable for topping to give other grades where
these are not to hand.
After fitting pre.topped pistons, the distance between
the cylinder block face and piston crowns should be
checked to ensure the limit is as already quoted (See
Fig. F.11 ).
SECTION G
Cylinder Block and Liners
CYLINDER LINERS (4.108 ENGINES)
The cylinder liners fitted to the 4.108 series engines
are centrifugally cast alloy iron, they are an Interference
fit in the cviinder block parent bore and of the thinwall
dry type.
Reborina - of these liners is not possible and new liners
should be fitted when a rebore would normally be con-
sidered necessary.
Dimensional checks of the cylinder bore are carried
out by means of the gauge tool shown in Fig. G.1.
When checking liners each one should be measured
in three positions - top, centre and bottom: the read-
ings being taken parallel and at right angles to the
centre line of the cylinder biock giving six readings
for each cylinder bore.
When checking the fitted internal bore of a new thin-
wall iiner it is advisable to allow a period of time to
elapse for the liner to settle.
To Renew Cylinder Liners

1. Remove ail the various comopents from the cylinder
biock. (Refer to the appropriate sections for details
of their removal).
2. Using a shouldered metal disc slightly smaller on
the outside diameter than the parent bore dia- Gl
meter and a suitable press, press the liners care.
fully out through the top of the cylinder block. the centrifugal cast iron wet type. They have flanges
at the top and are sealed at the bottom by means of
NOTE: Support the block locally in the area of the two rubber sealing rings which fit in machined re-
top of the liner. cesses in the cylinder block.
3. Lightly lubricate the outside of the iiner with clean
enoina ail read"
.-., for
~ - fittina.
"~
4. AS the liner must protrude above the cylinder block
top face and not be pressed fully home when fitted
correctly, a solid stop washer should be available
designed to give the correct liner protrusion.
NOTE: The limits for iiner protrusion are given on
page 8.3 and may be checked as shown in Fig.
G.2.
5. Press the liner into the bore progressively until it
reaches the solid stop washer.
6. Bore and finish hone the liners to the dimension
quoted on Page 8.3.
NOTE: Where boring equipment is mounted on the
top face of the cylinder block fit a parallel plate
between the boring bar and cylinder block face.
Such a plate should be thicker than 0.027 in
(0.686 mrn).
7. Re-assemble the engine components to the cylinder
biock. (Refer to the appropriate sections lor
assembly of these).
CYLINDER LINERS (4.107 and 4.99)

Cylinder liners fitted to 4.107 and 4.99 engines are of G2
CYLINDER BLOCK AND LINERS-G.2
Earlier 4.99 engines had only one sealing ring at the Ail 4.107 and later 4.99 engines have lour small holes
bottom of the liner. drilled along the fuel pump side of the cylinder block.
4.107 and 4.99 cylinder liners have pre-finishsd bores. each one breaking through into the area between the
Under normal circumstances, the liner would only two sealing rings at the bottom of each cylinder iiner.
need to be renewed during major overhaul, but should These holes permit any coolant which may have ieeked
it be necessary to remove the liner for any other past the upper sealing ring to escape thus relieving
reason, this can be carried out without removal of the the bottom sealing ring of any pressure above it and
crankshaft. preventing coolant from entering the engine sump.
If at any time, the cylinder liners are removed and In the case of a new engine, or where cylinder linen
these same liners are to be refitted, then before they and/or sealing rings have been fitted. it is possible
are removed from the cylinder block. they should be that a slight leakage of coolant could occur from these
suitably marked so that they may be refitted to their holes. This should ease as the liners and sealing rings
original parent bore and in the same position in that settle down after the initial period of running, but where
bore, that is, thrust side of the liner to the thrust side difficulty is ~xperienced.then the use of BARSEAL in
of the cylinder block. the cooling system (in accordance with the manufac-
turers instructions) is approved.
To Renew Cylinder Liners

Remove all components from cylinder block.
Remove liners using a suitable iiner removing tool (see
Fig. G.4).
Once the liner has cleared the rubber sealing rings in
the cylinder block, the iiner can be removed by hand.
Remove any corrosion and burrs which may be present
at the inner ends of the landings.
Renew the rubber sealing rings in the grooves at the
bottom lands.
TO ease fitting of the liners when the rings have been
placed in position, smear the liners with soft soap or
Soapy water.
Place liner in position and press home by hand, ensur-
ing that the rubber sealing rings remain in their
grooves (see Fig. G.5).
The liners are a push fit and no force is required.
After fitting the liners, the cylinder block should be
water tested at a pressure of 20 Ibf/in2 (1.4 kgt/cmz).
Re-assemble engine as required and to instructions
given for the various components.
Note: 'if engine is overheated, i t could have an adverse

affect on the liner sealing rings.
SECTION H
Crankshaft and Main Bearings
(0.19 mm oversize) thrust washers are available which
if used on one side of the rear main bearing only
will reduce crankshaft end float by 0.0075 in (0,19
mm) and by 0.015 in (0.38 mm) if used on both sides
The limits for the crankshaft end float are given on
Page 8.6.
The main bearing caps are numbered and are not
interchangeable. The main bearing shells are located
by means of tabs which locate in slots in the bearing
housings.
NOTE: Before renewal of the main bearings is
attempted make absolutely certain that the correct
replacements are available, reference to the relevant
parts list will ensure this. but for identification purposes
the new bearings should have an annular groove
machined in the inner (bearing) face along the centre
line of the feed holes. when the bearings are correctly
located these feed holes will correspond exactly with
those machined in the cylinder block.
On later 4.107 and 4.99 engines. the annular oil

groove in the main bearing parent bore (cylinder
block and bearing cap) has been deleted. Adequate
lubrication is maintained by repositioning the oil feed
holes radially in the shell bearings and continuing to
machine thi annular groove in the
bearing o n ~ t h e
centre line of these feed holes.
Description
These later type shell bearings may be used on both
The crankshaft runs in three pre-finished replaceable early and later type engines, whereas the early type
thinwall, steel backed, aluminium tin-lined bearings. of shell bearings must NOT on any account, be fitted
Crankshaft end float is controlled by thrust washers to later engines where the annular groove in the main
located either side of the rear main bearing. 0.0075 in bearing parent bore has been deleted.
CRANKSHAFT AND MAIN BEARINGS--H.2
To Renew Main Bearings and Thrust Washers

Removal of the main bearings and thrust washers can 7. Rotate the bearing shell on the crankshaft u n t i l it
be carried out without removing the crankshaft by the locates correctly with the tag in the machined slot.
following procedure:- 8. Locate the lower half bearing sheil in the main
1. Remove the engine from its application. bearing cap, liberally lubricate and refit.
2. Remove the sump and suction pipe assembly. 9. Tighten the two securing setscrews to positively
3. Slacken the setscrews which secure the main locate the bearing shells then slacken a t u r n or
bearing caps. two.
4. Remove completely one of the main bearing caps 10. Repeat items 3 - 4 for the remaining two bearings.
and remove the bearing sheil from the cap. NOTE: To enable the rear main bearing cap t o be
5. Remove the top half of the bearing shell by push. removed, first remove the two oil seal housing
ing it, on the opposite side to the one having the setscrews as shown in Fig. H.3.
locating tag, with a suitable strip of wood and 11. Finally tighten the main bearings to the torque
rotating it on the crankshaft as shown in Fig. H.1. given on Page 8.2.
6. inspect the bearing shells and if replacements are
necessary continue by lightly lubricating and in.
Serting the new top half bearing shell, plain end
first, into the side having the tag location.
Renewal of the thrust washers is accomplished by
carrying out the following procedure:-
1. Remove the two setscrews securing the two rear

main bearing oil seal half housing as shown in
Fig. H.3.
2. Remove the rear main bearing cap securing Set-
screws.
3. Remove the rear main bearing cap and from it the
t w o lower half thrust washers. (Refer Fig. H.4).
4. The single upper half thrust washer is removed by
rotating it with a thin piece of wood until it c a n be
lifted out of its recess.
NOTE: The new thrust washers should be lightly
lubricated before fitting. The steel faces o f the
lower thrust washers should face inwards towards
the bearing cap. (Refer Fig. HS), the steel face
of the upper thrust washer should also face in-
wards.
5. Locate the upper thrust washer half as shown i n
Fig. H.6, place the lower halves either side o f the
rear main bearing cap as described and refit the
cap.
6. Tighten the setscrews evenly and finally t o the
torque given on Page 8.2.
CRANKSHAFT AND MAIN BEARINGS-H.3
7. Check that the crankshaft end float is within the

limits given on Page 6.6 by means of feeler
gauges as shown in Fig. H.7. If incorrect, oversize
thrust washers are availabla to give an overall
reduction of 0.015 in (0.36 mm). (Refer to Page
H.2).
8. Refit the two setscrews securing the rear main oil
seal half housing.
NOTE: If any leakage of oil is apparent from this
seai then new seals should be fitted to the half
housings as described under the heading ''Crank-.
shaft Rear End Oil Seal" or fit a new assembly.
9. Refit the suction pipe assembly and sump.
To Remove the Crankshaft

TO remove the crankshaft it will be necessary to remove
the engine.
H7
1. Remove the starter motor, flywheel and flywheel
housing.
2. Remove the crankshaft front pulley, timing case
cover, timing gears and fuel pump drive hub. NOTE: The rear seai half housing securing set-
(Refer to Page K.l for details of their removal). screws will require removal to enable t h e rear
3. Remove the securing setscrews (also any studs main bearing cap to be removed. (Refer to Fig.
fitted) and remove the timing case back plate. H.3).
4. Remove the sump and lubricating oil pump com- 7. Lift out the crankshaft and place where i t is not
plete with suction and delivery pipes. (Refer to likely to be damaged ready for inspection.
Page M.l for removal of these) 8. Remove the top half main bearing shells. !
5. Remove all the connecting rod setscrews, con. 9. Finally, remove the top half oil seal housing.
necting rod caps and bearing shells.' (Refer to
Page F.1 ).
NOTE: Ail the bearing shells should be marked to
indicate "top" or "bottom" and number of the rod To Refit the Crankshaft
assembly. First ensure that crankshaft oilways are clear.
1.
6. Unscrew the main bearing caps. Place the three top bearing shells in position then
2.
oil liberally with clean engine oil.
NOTE: Unless a new set of main bearings i s being
fitted, those removed must be returned t o their !
original locations.
I
3. Place the crankshaft in position.
4. Locate the upper thrust washer in position as
shown in Fig. H.6.
5. Fit the three lower bearing shells, oil, a n d fit the
three main bearing caps in their respective ioca-
lions.
NOTE: Ensure at this stage that the t w o lower
thrust washer halves are positioned correctly either
6.
side of the rear main bearing cap when i t is fitted.
Check the main bearing setscrews prior t o fitting
~
I
for signs of stretch or thread damage. Where

damage or any doubt exists fit new replacements.
7. Fit the setscrews then tighten evenly to t h e torque
tension given on Page 6.2. I
/ 8. Check that the crankshaft can be rotated freely, if I
\, satisfactory check the crankshaft end float by
means of feeler gauges as shown in Fig. H.7.
Should it not be within the limits quoted o n Page
6.6, then oversize thrust washers are available to
give the necessary adjustment. (Refer to Page
H6 H.2).
CRANKSHAFT AND MAIN BEARINGS-H.4
9. Fit new sealing strips to the rear main bearing oil

seal housings and refit the housings as described
under the heading "Crankshaft Rear End Oil Seal"
on Page H.4.
10. Liberally oil the crankpins. locate the connecting
rod bearing shells, again ensuring their correct
relative positions, then fit the connecting rod caps
as described on Page F.5. The crankcase should
now be as shown in Fig. H.2.
11. Refit the lubricating oil pump complete with suc-
tion and delivery pipes. (Refer to Page M.4).
12. Refit the sump using new seals and gaskets. (Refer
to Page M.1).
13. Refit the timing case back plate, fuel pump drive
hub, timing gears, timing cover and crankshaft
front pulley. (Refer to later text commencing on
Page K.l for their reassembly.
14. Refit and correctly align the flywheel housing as
described in Section J.
15. Refit the flywheel and starter motor.
CRANKSHAFT REAR END OIL SEAL 3. With the thumb or finger press the remainder of
the strip into the groove, working from the centre.
This sealing arrangement consists of two half housings then use any convenient round bar to further bed
boited around the rear of the crankshaft. The bore of in the strip by rolling and pressing its inner dia-
these housings is machined to accommodate a rubber meter as shown in Fig. H.8. This procedure takes
cored , strip which, in conjunction with a right advantage of the friction between the strip and the
hand helix machined between the thrust collar and the groove at the ends to compact the rope, while
flywheel mounting flange to the dimensions given on ensuring that the projections of the end faces of
Page 6.6, acts to return the surplus oil reaching the the rope remain as set.
seal. The two half housings fit over this helix and the 4. Fit the sealing strip to the other half housing in a
contact of the sealing strips with the crankshaft pre- Similar manner.
vents leakage beyond this point. 5. Remove all traces of the old gasket from the cylinder
NOTE: When traces of oil become apparent from block rear face and fit a new gasket treated with a
behind the flywheel and a faulty rear oil seal is sus- suitable sealing compund.
pected, first ensure that the crankcase is breathing 6. Lightly coat the faces of the housing with a suitable
normally. Any build up in crankcase pressure could sealing compound.
cause oil to be forced past the rear sealing arrange- 7. Spread a film of graphite grease over the exposed
ment. If crankcase pressure is normal and new seals inside diameter surface of the strip.
require to be fitted the following procedure should be 8 . Assemble the half housings around the crankshaft
adopted with the crankshaft in position. rear journal and fasten together by the two set-
screws (See Fig. H.3).
1. Set up a half housing in the vice with the seal 9. Swivel the complete seal housing on the shaft to
recess uppermost. bed in the strips, and to establish that the assembly
2. Settle approximately 1 in (25 mm) of the strip. al turns on the crankshaft.
each end, into the ends of ths groove ensuring 10. Bolt the seal housing in position on the block and
that each end of the strip projects 0.010/0.020 in the rear main bearing cap then finally tighten the
(0.25/0.50 mm) beyond the half housing joint face. securing setscrews.
SECTION J
Flywheel and Housing
Alignment of the Adaptor Plate, Flywheel
Housing and Flywheel.
It is most important that the adaptor plate, flywheel
housing and flywheel be correctly aligned with the
crankshaft. If the plate and housing have been removed
as is necessary for a complete overhaul, the greatest
care must be taken on replacement to insure accuracy
of alignment. The appropriate procedure i s as follows:
See that the faces of both the rear of the cylinder block
and the adaptor plate are perfectly clean and free from
burrs.
Secure the adaptor plate to the cylinder block with set-
screws and spring washers.
Alignment of the Adaptor Plate Face.

Secure the base of an indicator gauge to the flange of
the crankshaft.
Set the needle of the gauge against the vertical face of
the adaptor plate (See Fig. Jl).
Turn the crankshaft and check that this face i s perpen-
dicular to the crankshaft axis.
Flywheel housing face should be within a limit of ,006
total indicator reading of being truly at right angles to
the crankshaft axis. All adjustments to bring the adaptor plate within the
limits must be on the adaptor plate and under NO
CONDITIONS must the rear of the cylinder block be
interfered with.
When the adaptor plate is properly aligned to the above
limits, tighten the setscrews evenly.
Ream the dowel holes and fit the correct length and
size of dowels.
Fitting Flywheel and Checking Alignment.

With the flywheel and crankshaft flange perfectly clean
and free from burrs, place the flywheel on the crank-
shaft flange.
Insert the setscrews complete with tab washers into the
flywheel holes and tighten evenly.
Secure the base of the indicator gauge to the adaptor
plate. With the flywheel at top center, set the needle of
the gauge on the periphery at T.D.C. See Fig. J2.
Turn the crankshaft and check the indicator, the flywheel
should run true within ,012 in. total indicator reading.
FLYWHEEL AND HOUSINGd.2
See that the face of the housing is perfectly clean and

free from burrs.
Secure the housing to the adaptor plate with setscrews
and spring washers, but not overtight so as to allow
adjustment.
Attach the indicator gauge to the flywheel centre and
set the needle of the gauge to the interior of the bored
hole in the flywheel housing (See Fig. J4).
Turn the crankshaft and check that this hole is truly
central. The housing is adjusted until the bored hole
is central.
The hole in the housing should be truly central with the
crankshalt within a limit of ,006 (total indicator reading).
With the base of the indicator gauge still bolted to the

adaptor plate adjust the indicator so as to set the needle
against the vertical machined face of the flywheel. See
Fig. J3.
Again turn the crankshaft and check the indicator, the
flywheel should be within .0005" per inch of flywheel
diameter (total indicator reading) of being truly at right
angles to the crankshaft axis.
When the flywheel is correctly aligned, lock the securing
setscrews by means of the tab washers.
Alignment of the Flywheel Housing Face.

With the base of the indicator gauge still bolted to the
flywheel centre, adjust the indicator so as to set the
needle against the vertical machined face of the flywheel
housing, and again turning the crankshaft, check that
this face is perpendicular to the crankshaft axis (See
Fig. J5).
The limits for this facing are the same as those given
for the adaptor plate facing. When the housing is prop-
erly aligned to the above limits, tighten the securing
setscrews evenly.
- and
Ream the dowel holes and fit the correct length
J4 Size dowels.
/
SECTION K
Timing Case and Drive
tion taking care not to damage the rubber lip of
the oil seal on the crankshaft pulley key.
2. Loosely fit the front cover securing setscrews and
nuts.
3. Fit the crankshaft pulley to centraiise the seal, then
tighten the securing setscrews and nuts.
4. Fit the crankshaft pulley retaining setscrew or dog.
nut and tighten to the torque given on Page 0.2.
5. Refit the "V" belt and tension as described on Page
N.1.
To Remove the ldler Gear and Hub

1. Remove the timing case front cover as previously
described in this section.
2. Tap back the locking tabs and unscrew the two
idler hub securing setscrews.
3. The setscrews, idler gear and hub may now be
removed together as shown in Fig. K.1.
K1 4. Clean and thoroughly examine the gear and hub
for Signs of excessive wear, cracks. pitting, etc.
To carry out the following procedure it is assumed that
either working space exists with the engine 'in place' or
it is removed from the application.
To Refit the ldler Gear and Hub
To Remove the Timing Case Cover
1. After ensuring that the oilways in the hub and gear
1. Slacken alternator mounting bolts, release the are clear, hold the gear in position with the
adjusting arm setscrew and remove the alternator timing marks correctly aligned.
drive belt.
2. Remove the crankshaft pulley retaining setscrew
or dognut and withdraw the pulley which is a
keyed fit on the crankshaft.
3. Remove the securing setscrews and nuts from the
timing case and carefully remove the cover, taking
care not to catch the rubber lip of the oil seal on
the crankshaft pulley locating key.
To Renew the Crankshaft Front Oil Seal

1. Using a suitable dolly and press, remove the oil
seal from the timing case cover by pushing out
through the front.
2. Locate the new seal in position so that the lip
faces inwards.
3. Press in the new seal from the front until it just
butts against the seal retaining lip, giving local
support to the cover as the seal is pressed home.
To Refit the Timing Case Cover

1. Using a new gasket, lightly coated with a suitable
sealing compound, piace the front cover in posi- K2
TIMING CASE AND DRIVE-K.2
NOTE: i f the cylinder head assembly has not been

disturbed, then the cylinder head cover and rocker
shaft shouid be removed in order to allow the
camshaft to be turned to facilitate the aligning of
the timing marks.
Insert the hub as shown in Fig. K.2 so that the
holes in the hub and the cylinder block are in
alignment and secure with the two setscrews.
NOTE: Clearance is provided in the setscrew holes

of the idier gear nub, to provide the necessary
backlash adjustment for the timing gears.
Using the adjustable idler gear. backlash between

both crankshaft gear/idler gear and camshaft
gear/idier gear should be set within the range
given on Page 6.9 with the gears held together
in order to take up the effect of bearing clear-
ance. Backlash may be checked by the use of
feeler gauges as shown in Fig. K.3.
When the backlash has been correctly sat, finally
tighten the idler gear hub securing setscrews to
the torque given on Page 6.2.
5. Check the idler gear end float as shown in Fig. K.4
the limits are given on Page 6.9.
6. Lock lhe idier gear hub securing setscrews with
the tabwashers.
NOTE : The timing gears when correctly set shouid
appear as shown in Fig. L.1 To Remove the Fuel Pump Gear
7. Refit the timing case front cover, etc, as pre-
viously detailed in this section. 1. Remove the timing case front cover.
2. Remove the idier gear and hub.
3. Remove the three securing setscrews and ease
the gear from its location on the fuel pump driving
hub.
4. Examine the gear for signs of excessive wear.
cracks. pitting. etc.
To Remove the Camshaft Gear

1. Remove the timing case front cover.
2. Remove the three securing setscrews and ease the
gear away from its location.
3. Examine the gear lor signs of excessive wear.
cracks. pitting, etc.
To Refit the Camshaft Gear

1. Remove the idler gear and hub, cylinder head
cover and rocker shaft (if not previously removed).
2. Refit the gear to the camshaft ensuring that the
'D' marks on the gear and camshaft hub respec-
tively align as shown in Fig. K.5.
3. Refit the three securing setscrews and tighten Lo
a torque of 19-21 ibf ft (2.6-2,9 kgf m).
NOTE: Only the plain (non-slotted) holes in the
camshaft gear are to be used and these will align
with the tapped holes on the camshaft hub when
the 'D' marks are in alignment.
4. Refit the idier hub and gear. timing case front
cover. etc.. as previously detailed in this section.
To Refit the Fuel Pump Gear 4. Refit the low and high pressure fuel pipes to the
fuel pump.
1. Refit the fuel pump gear so that the timing marks 5. Refit the fuel pump drive gear, idler gear and hub.
on the gear and hub respectively are in alignment timing case front cover etc.
as shown in Fig. K.6.
2. Refit the three securing setscrews and tighten to a
torque of 19-21 l b l ft (2.6-2,9 kgf m). To Remove the Timing Case Back Plate
3. Refit the idler gear and hub, timing case front
1. Rcmove the timing case front cover and timing
cover, etc.
gears.
2. Remove the fuel pump and drive hub.
3. Remove the securing setscrews and studs (where
To Remove the Fuel Pump Drive Hub fitted).
1. Remove the timing case front cover and fuel pump
gear.
2. Remove the low and high pressure fuel pipes from
the fuel (injection) pump.
3. Remove the fuel pump securing setscrews and
withdraw the pump.
4. Remove the drive hub locating circlip and with-
draw the drive hub from its bearing (Refer Fig.
K.7 ).
5. Examine the drive hub also the bearing in which
it runs for signs of excessive wear. surface cracks.
pitting etc.
NOTE: The bearing is an interference fit in the

cylinder block and replacement is carried out by
means of a suitable dolly and puller or press if the
block is completely stripped, the new one being
fitted in the reverse manner.
To Refit the Fuel Pump Drive Hub

1. Replace the drive hub in the bearing and locate
with the circlip as shown in Fig. K.8.
2. Check the drive hub end float by means of feeler
gauges placed between the front face of the
bearing and the rear face of the drive hub. The end
float limits are given on Page 8.9.
3. Refit the fuel pump as detailed on Page P.4. K7
4. Remove the fuei lift pump, tappet inspection cover

and fuei lift pump operating push rod.
5. Turn the engine over so that the sump i s now
uppermost.
NOTE : At this stage if it is not possible to turn the
engine over then the tappets should be lifted to
the top of their iocations and secured with suitable
clips.
6. Remove the sump and lubricating oil pump assem-
bly. (Refer to Page M.l for details of their re-
moval)
7. Remove the timing cover back plate as previously
detailed, this will show the camshaft and thrust
plates as illustrated in Fig. K.13.
8. Ease the camshaft out from the block and catch
the two thrust plates as they come out of their
recess in the cylinder block.
9. Withdraw the camshaft as shown in Fig. K.9 taking
care to ensure that the cams and journals a r e not
damaged during this operation.
10. The tappets may now be removed by lifting them
out of their locations (Refer to Fig. K . l l ) o r by
removal of the retaining clips if the engine i s still
the normal way up.
11. Examine camshaft and tappets for signs of exces-
4. Lift the timing case back plate clear from the cam. sive wear, surface cracks, pitting etc.
shaft hub and crankshaft gear.
NOTE: The crankshaft gear is an interference fit
on the crankshaft. Should its removal become
necessary, then this can be accomplished by the
use of a suitable puller.
To Refit the Tappets and Camshaft
1. If the tappets have been removed liberally lubri-
cate them with clean engine oil and return to
their respective locations. Secure with clips (if
To Refit the Timing Case Back Plate applicable).
1. Fit the timing case back plate to the cyiinder block 2. Carefully refit the camshaft into the cyiinder b l o c k
using a new gasket and suitable sealing compound. exercising the same care as used during i t s re-
2. Refit any studs removed and secure with the set- moval.
screws.
3. Refit the fuel pump drive hub and fuel pump.
4. Refit the timing gears, timing case front cover etc.
To Remove the Camshaft and Tappets

TO remove the camshaft it may be necessary to remove
the engine from the application and place in a suitabie
dismantling stand where it can be turned upside down.
The purpose of this i s to prevent the tappets from
falling out of their locations when the camshaft is re-
moved. If, however, it i s not possible to turn the engine
over in this manner, then this problem may be over-
come by attaching suitabie clips (when the tappet
inspection cover has been removed) to each tappet to
hold them in their locations when the camshaft is wlth-
drawn from the block.
1. Remove the engine from the application and mount
In a suitabie dismantling stand (where available)
correct way up.
2. Remove the cylinder head cover. rocker shaft and
push rods.
3. Remove the timing case front cover and timing
gears.
'1
. .
K10
1. Drive Hub
2. Lubricating Oil Pump Drive Gear
3. Groove for reduced oil pressure feed to
Rocker Shaft
4. Bearing Journals
\
3. Before the camshaft is pushed fully home locate 8. Turn the engine over so that the cylinder block top
the two thrust plates (Refer to Fig. K.12) (one of face or cylinder head (if fitted) is uppermost.
which locates on the dowel in the recess) in posi- 7. Refit the timing gears, timing case front cover etc..
tion, either side of the camshaft hub, when correct- as previously detailed.
ly located the camshaft can be pushed fully home 8. Refit the fuel lift pump operating push rod (Refer
and will appear as in Fig. K.13. to Fig. K.14). tappet inspection cover. (after re-
4. Refit the timing case back plate as previously des- moving any retaining clips) and fuel lift pump.
cribed. Refer to Fig. P.9.
5. Refit the lubricating oil pump assembly and sump 9. Re.assemble the remainder of the engine com-
as described on Pages M.l and M.4. ponents in accordance with the instructions given
for each in the relevant part of this section.
SECTION L
;
Timing
~i
L1
General crankshaft is uppermost as shown in Fig. L.l

(This will bring Nos. 1 and 4 pistons to T.D.C.)
AS timing gears are employed, the factory setting
remains constant. It is also worth remembering that 2. Fit the camshaft gear to its hub ensuring that the
the removal of the cylinder head in no way effects 'D' marks are correctly aligned. (Refer to Fig. K.5)
either the fuel pump or the valve timing. Secure with the three setscrews.
3. Similarly, fit the fuel pump gear to the fuel pump

TIMING MARKS drive hub ensuring that the stamped timing marks
When the engine is originally timed at the factory. align as shown in Fig. K.6. Secure with the three
certain marks are stamped on the gears. so that if for setscrews.
any reason the engine timing has to be disturbed, then
to reset to the original timing is quite straight forward. 4. Replace the idler gear so that the double dots on
the idler gear are matched to the single dot on the
crankshaft gear and single line (or dot) on the
camshaft gear, while the single dot on the idler
gear matches with the double dots on the fuel
To Reset the Engine to the Original Timing pump gear. These timing marks when correctly
positioned will appear as shown in Fig. L.1.
Before commencing the retiming procedure it is
i
assumed that ( a ) the camshaft, fuel pump and idler
5. Locate the idler gear with the hub and the two
gears have ail been removed, and (b) the camshaft is
securing setscrews using a new tabwasher.
free to turn by hand. ( i f the cylinder head assembly is
still in position, it is advisable t o remove the injectors
6. Backlash adjustment should be carried out as
and rocker shaft to facilitate the retiming operations).
described under the heading 'To Refit the Idler
1. Turn the engine until the keyway in the front of the Gear and Hub.
Checking Fuel Pump Timing-See Page P.5
Checking Valve Timing

To check the valve timing proceed as follows :
1. Turn the crankshaft until the valves of No. 4
cylinder are 'on overlap
2. I n this position set the valve clearance of No. 1
inlet valve to 0.039 in ( 1 mm).
3. Turn the engine slowly in the normal direction of

rotation until the clearance of No. 1 inlet valve is
just taken up. ( I n this condition it will just be poss-
ible to rotate No. 1 inlet valve push rod between
the thumb and the forefinger).
4. NOS. 1 and 4 pistons will now be at T.D.C. if the
timing has been correctly set.
NOTE : No adjustment is provided lor valve timing.

should the timing be incorrect and the camshaft
gear has been correctly fitted to the camshaft hub.
the error will probably be due to incorrect aiign-
ment of the original timing marks on the drive
gears. Recheck as detailed on Page L.1.
When valve timing is originally set and checked
during production a timing tolerance of plus or
minus 2: (flywheel) degrees is allowed for item
( 4 ) above. When the timing has been correctly
set, do not forget to reset No. 1 inlet valve clear-
ance to the correct figure.
check T.D.C.
NOTE: When the timing has been reset, great

care should b e exercised when first turning the
engine. for should the timing be incorrectly set.
even by only one tooth, there is the possibility that
a valve head will strike the piston crown.
SECTION M
Lubrication System
To Refit the Sump

1. Lightly apply a coating of a suitable sealing com-
pound to the crankcase and sump faces, position
the gaskets so that all the holes align.
NOTE: When the gaskets are being placed in posi-
tion it is important that the mitred ends go right
up into the recesses in the front and rear main
bearing caps.
2. Lightly apply a coating of sealing compound to the

cork strips. then press these strips into the
grooves provided in the main bearing caps.
3. Place the sump in position and fit all the retaining

setscrews, tighten evenly.
4. Replace the dipstick and sump drain plug, then
refill with clean new oil of an approved grade to
the correct level. Do not overfill.
To Remove the Oil Pump

The importance of correct and clean lubrication 1. Drain the engine oil and remove sump.
cannot be Stressed too highly and all references to
engine oil should be taken to mean lubricating Oil 2. Remove the strainer from the end of the lubricating
which falis within the specification given in the appen. oil Suction pipe. (Refer to Fig. M.1 )
dlx. Care should be taken to ensure that the oil chosen
3. Unscrew the delivery pipe securing nui'.to.:the
is that Specified for the climatic conditions under
cylinder block and the setscrew securing the suc-
which the engine is operated.
tion Pipe assembly to the rear main bearing cap.
THE LUBRICATING OIL PUMP

The oil pump fits into a machined bore in the ciyin-
der block and is located by means of a screw locked
by a tab washer. (Refer to "Engine Photographs" for its
location).
The oil pump is driven through spiral gears from
the camshaft, on the other end of the drive shaft is
pressed and pinned a four lobed rotor. This rotor
meshes with and drives a five lobed roior which is free
to rotate within the cast iron pump body.
NOTE: Length of oil pump set screw is critical. If re-
placed by a longer unit, oil pump shaft wlll lock and
gear failure wlll result.
To Remove the Sump

1. Remove the sump drain plug and drain the oil.
2. Remove the dipstick, sump securing
. setscrews and
remove the sump. M2
LUBRICATION SYSTEM-M.2
---*
-
". -o!
>
5
'"
---C
*
0
"
5---C
rn
5v l z
- 4
Q
-- +
-
1,
---.>
".
A
2
",
, .
+ E@
< - 0 4 - :-- . ..
5
SL
-. .* -=2 - ' . ,
-".r
-
- - -C
e
z 5
V
:-.+
-
Z
--+
I
".
4
--*
M3
1. Relief Valve Housing

2. Rotor Housing 2. install the drive shaft complete with inner rotor.
3. Hole for Locating Screw then the outer (driven) rotor ensuring that the face
4. Pump Drive Gear which carries the chamfered edge enters the pump
body first (Refer Fig. M.S), now carry out the
three following dimensional checks.
(a) Check the clearance between the inner and

outer rotors. (Refer Fig. M.6).
4. Tap back the tab washer locking the location
screw and support the lubricating oil pump assem- (b) Check the clearance between the outer rotor
bly (if the engine is the normal way up), while the and the pump body (Refer Fig. M.7).
locating screw is removed.
( c ) Check the clearance between the rotors and
5. Remove the lubricating oil pump assembly from the end cover assembly using a straight edge
the cylinder block as Shown in Fig. M.2. and feeler gauges (Refer Fig. M.8).
To Dismantle the Oil Pump

1. Remove the delivery and suction pipes. The pump
will now be as shown in Fig. M.4.
2. Withdraw the drive gear by means of a suitable
puller.
3. With the pump suitably held in a vice. (using
protective clamps) remove the four securing Set-
screws and remove the end cover assembly.
N.B. This end cover assembly also incorporates the
pressure relief valve housing.
4. Withdraw the drive shaft complete with inner rotor.

N.B. It is advisable not to remove this inner rotor
from the shaft as this item is not available as a
separate part (See later note).
5. Withdraw the outer rotor.
Inspection
1, Inspect for signs of wear, cracks, pitting. etc.
M9
1. Outlet to Main Oil Filter

2. Relief Valve Plunger
3. Plunger Spring
4. Spring Cap
NOTE: The relevant clearances for these dimen- 5. Retaining Cotter Pin.
sional checks are given on Page B.lO, they are the
clearances applicable to a new pump and are in-
tended lo be used as a guide. Should a lubricating
oil pump be worn to such an extent that it ad-
versely effects the working oil pressure, then a re- 2. Insert the drive shaft complete with inner rotor
placement pump shouid be obtained. into the pump body.
3. Replace the end cover assembly and fit the four

securing setscrews. Ensure correct positioning so
To Re-Assemble the Oil Pump that the suction and delivery pipes will iocate
correctly.
1. Insert the outer rotor ensuring that the face which
carries the chamfered edge enters the pump body 4. Press the oil pump drive gear onto the shaft
first. (Refer Fig. M . 5 ) .
5. Finally rotate the pump by hand to ensure that it
turns quite freely.
To Refit the Oil Pump

1. Refit the suction and delivery pipes, do not tighten
the pipes at this stage.
2. Place the lubricating oil pump assembly in posi-

tion, iocate with the securing screw and lock it
with the tab washer.
3. Tighten the delivery pipe at both ends, refit the

setscrew securing the suction pipe assembly.
4. Tighten the suction pipe at the pump end then
refit the strainer on the end of the suction pipe.
NOTE : The strainer which fits on the end of the
suction pipe shouid be thoroughly cleaned in suit-
able cleaning fluid before being refitted. I t Is
good practise to remove this strainer and clean it
thoroughly on every occasion when the sump is
removed.
5. Replace the sump as previously detailed and
secure witn the setscrews.
6. F ~ l ithe sump to the correct level with clean oil
M8 of an approved grade.
NOTE : Caution shouid be exercised when restart- is given on Page B . 9 . The pressure will drop whilst
ing the engine, as it will take a moment or two for the engine is idling and also a slight drop will b e ex-
the oil pump and pipes to prime, therefore the perienced when the oil is hot, this is quite normal. If.
engine speed shouid be kept to a minimum until however, the oil pressure is suspected of being too
either the gauge shows satisfactory pressure (where high or too low then reference to the possible faults
fitted) or the oil pressure warning iight is ex- listed under these headings given on Page 13.1, may
tinguished. prove helpful.
NOTE: Whenever the oil pressure reading is question-
able, use a direct reading, mechanical oil pressure
The most satisfactory way to prime the lubricating oil gauge attached directly to engine oil gallery on block.
pump is to motor the engine for approximately 10/20
seconds before any attempt is made to start the LUBRICATING OIL FILTERS
engine.
T O ensure cleanliness of the iubricating oil a sump
strainer and a main full flow type of oil filter are fitted.
The sump strainer consists of a gauze wire container
which is fitted over the end of the lubricating oil p u m p
OIL PRESSURE RELIEF VALVE suction pipe. All oil must pass through this strainer
before it reaches the oil pump.
The oil pressure relief valve is contained in a housing
integral with the oil pump end cover, which is secured
to the rotor housing by four setscrews. This relief valve
controls the maximum oil pressure by allowing a spring
loaded plunger to move and by-pass excess oil back
to the sump when the pre-determined spring pressure
given on page B . 1 0 is exceeded.
To Dismantle the Oil Pressure Relief Valve

1. Drain the engine oil from the sump
2. Remove the sump securing setscrews and carefully
remove the sump.
3. Continue as for removing the oil pump as pre-
viously detailed.
4. Remove suction and delivery pipes.
5. Remove the four securing setscrews and remove
the end cover assembly.
6. Remove the cotter pin from the end of the housing
and withdraw the spring cap, spring and plunger.
An exploded view of the assembly is shown in Fig.
M.9.
7 Thoroughly clean the parts. inspect for wear or
damage and renew if necessary.
To Re-Assemble the Oil Pressure Relief Valve

1. Replace the plunger, spring and spring cap then
secure with the cotter pin.
2. Secure to the lubricating oil pump body by means
of the four setscrews.
3. Continue as detailed for refitting the lubricating oil
pump.
OIL PRESSURE
Always ensure that with the engine running, oil
pressure is registering on the gauge or the oil pressure
warning iight is extinguished.
Pressures do vary according to climatic conditions
and even between individual engines, but the oil pres-
sure range at normal working speed and temperature
SECTION N
Internal Cooling System
ALTERNATOR BELT
To Adjust the Alternator Belt

Alternator belt adjustment is achieved by altering the
position of the alternator as detailed below.
1. Slacken the alternator adjusting lever setscrew.
2. Slacken the two alternator-to-bracket mounting
bolts.
3. Move the alternator either towards or away from
the engine to either slacken or tighten the belt.
4. Lock in the desired position by tightening the alter-
nator adjusting lever setscrew.
5. Check the tension, if correct, the tension is such 1. Pump Body
that without undue pressure. the thumb applied 2. Seal
midway between the water pump and crankshall 3. Shaft Bearings
pulleys can depress the belt approximately : in 4. Retaining Circlip
(10 mm) as shown in Fig. N.1.
5. Pump Shaft
6. Spacer
7. Flange -
Oil Seal Retaining I
8. Retainer - Oil Seal
.9. Flange - Water Pump Thrower
10. Impeller
11. Seal
12. Insert
6. If the tension is correct tighten the two aiternator-

to-bracket mounting bolts. ~
NOTE : When a new belt is fitted, it is advisable to
recheck the adjustment after only a comparatively
short running period. This is to allow f o r the initial
I
stretch which is common to new belts. once this
initial stretch has laken place the belt may be
checked in accordance with Operator Instructions.
To Remove the Alternator Belt

1. Slacken the alternator adjusting lever setscrew.
N1 2. Slacken the alternator-to-bracket mounting bolts.
COOLING SYSTEM-N.2
3. Pivot the alternator towards the cylinder block.

4. Turn the engine slowly by hand and work the alter-
nator belt off the water pump pulley.
5. The belt can now be lifted from the alternator and
crankshaft pulleys and removed from the engine.
6. Examine the belt for signs or fraying or cracks in
the rubber and renew it necessary.
To Refit the Alternator Belt

Refitting the belt is just a reversal of the removal
operations. Adjust the belt tension as previously
detailed under the heading "To Adjust the Alter-
nator Bell".
If a new belt has been fitted refer to the note given
after the details on fan belt adjustment.
To Remove the Water Pump

2. Remove the water pump pulley by means of a
Slacken generator securing setscrews and remove Suitable puller, the holes in the pulley face may be
driving belt. utilised for this purpose (Refer to Fig. N.3).
Unscrew the four setscrews securing the water 3. Press the shaft out of the pump body from the
pump and backplate to cylinder block. pulley end complete with water pump thrower. in-
sert, seal and impeller.
Remove water pump and back plate. 4. Remove the impeller from the pump drive shaft
by means of a suitable puller or press.
5. Remove the bearing retaining circlip then using a
suitable mandrel press the two shaft bearings
complete with spacer out through the front of the
To Dismantle the Water Pump pump body.
6. Remove the felt seal and retaining flanges.
1. Remove the pulley securing nut or circlip (where
fitted)
Inspection
1. Examine the pump body for cracks, corrosion or
any other damage. Renew where necessary.
2. Examine the shaft and bearing assembly for wear
or corrosion. Renew where necessary.
3. Examine the water thrower flange for damage or
corrosion. Renew where necessary.
4. Examine the water pump seal and insert for ex-
cessive wear, scoring or cracks on the sealing
faces. Renew where necessary.
5. Remove rust and scale from the impeller and ex-
amine for excessive corrosion or other damage.
Renew where necessary.
6 . Examine the pump pulley for signs of cracks.
corrosion or any other damage. Renew where
necessary.
To Re-Assemble the Water Pump

(Refer to Fig. N.2).
1. Insert the oil seal retainer (8) and oil seal ( 2 )

followed by the oil seal retaining flange ( 7 ) .
COOLING SYSTEM-N.3
2. Fit the two bearings (3) and spacer (6) onto the
shaft (5) and pack the space between the two bear-
ings approximately % full of high melting point
grease.
3. Press the bearings and shaft assembly into the
pump body, impeller end first and locate with the
circlip ( 4 ) .
4. Press the water thrower flange ( 9 ) into position on
the drive shaft.
5. Thoroughly clean the insert recess and drain hole
in the pump body.
6. Lightly coat the inner diameter of the insert recess

and outside diameter of the insert with grade
"AVV' Loctite.
7. After removing any traces of oil or grease from the
insert, press it fully home. Remove all traces of
surplus Loctite.
NOTE :--Special care must be taken during this
operation not to mark the face upon which the seal
registers.
8. Place the carbomfaced seal (11 ) on the drive
shaft SO that this face registers with the insert face.
9. Press the impeller Onto the shaft over this seal
until the clearance given on Page A.13 exists be.
tween the back face of the impeller and the pump
body. This clearance can be checked as shown in
Fig. N.4.
10. Press the puliey fully onto the shaft and fit the
securing nut or circiip (where applicable). 2. Remove expansion tank or thermostat housing
(whichever is applicable).
NOTE :- 4.108 Engines Only. When the pulley is
3. Lift out thermostat, as in Figure N5.
originally pressed onto the shaft during production
a pressure of 24-3 ton/in2 is required. Therefore
it is recommended that if the puliey interference on
the shaft is such that a substantially reduced
pressure will press the pulley back onto the shaft.
then a replacement puliey and/or shaft should be
fitted.
To Test the Thermostat
1. Immerse the thermostat in a suitable container of
water and slowly heat. An accurate thermometer
should be available to check the temperature of
To Refit the Water Pump the water as it rises.
2. Note the temperature at which the valve in the
1 . Fit the backplate foiiowed by the water pump to unit commences to open. This temperature should
the cylinder block using new gaskets lightly coated be as stamped on the unit by the manufacturers.
with suitable sealing compound. 3. If the unit does not function properly then a re-
2. Secure the water pump assembly to the cylinder placement thermostat will be required, as no
block with the four setscrews. adjustment of these units is possible.
3. Refit the alternator belt and adjust to the correct
tension.
To Replace the Thermostat

THERMOSTAT Replacing the thermostat is a reversal of the re-
moval procedure. A new gasket should be fitted between
the thermostat housing and the water outlet connection.
To Remove the Thermostat
1. Drain the coolant from the engine block.
SECTION P
Fuel System
FUEL OIL FILTERS
The element in this filter is of the paper type and
therefore no attempt should be made to clean it. Its
life will be governed by the quality and condition ol
the fuel passing through it. but under average con-
ditions the eiement should be renewed in accordance
with the recommendations in Operator Section. This
period would naturally be reduced if it was apparent
from the condition of the eiement if removed and in-
spected, that conditions warranted it.
To Renew the Filter Element

1. Unscrew the filter bowl securing bolt in the centre
of the headcasting. Refer to Fig. P.5.
2. Lower the filter bowl clear as shown in Fig. P.6

then discard the fuel therein together with the old
element.
3. Inspect the sealing rings and replace if damaged
in any way.
FUEL LIFT PUMP
4. Place the new eiement in position inside the filter
bowl and offer up the bowl firmly and squarely so Testing the Pump in Position
that the top rim of the filter bowl locates centrally 1. Disconnect the outlet pipe (lift pump t o filter)
against the sealing ring in the filter head casting. leaving a free outlet from the pump.
5. Hole in this position while the securing bolt is 2. Rotate the engine and note if there is a well
located and screwed home. defined spurt of fuel from the outlet p o r t once
every two engine revolutions.
NOTE: If the sealing rings are in good order and
the bowl is located correctly, no excessive tighten- NOTE : As an alternative the pump may be
ing will be required to obtain a leak proof seal. operated by means of the hand primer as shown
in Fig. P.7, which should give the same result
6. Prime the fuel system as detailed on Page P.8. every time the priming lever is operated. However
should the engine happen to have stopped in such
NOTE : Some filter bowls have a drain plug fitted.
a position that the eccentric operating the lift
in this case the relevant manufacturers service
pump is in the maximum lift position. then it will
literature should be consulted.
not be possible to operate the hand primer
properly. i f such a condition arises the remedy is
to rotate the engine one complete revolution.
FUEL SYSTEM-P.2
To Remove the Lift Pump To Re-Assemble the Lift Pump
1. Disconnect the pipes from the inlet and outlet Examine the casting and ensure that there is
ports. Seal the ends of the pipes to prevent the sufficient material to provide a sound staking when
entry Of foreign matter. new valves are fitted.
2. Remove the two nuts and washers holding the Clean the valve recesses to allow the new valves
Dump to the tappet inspection cover. Withdraw the to be correctly fitted.
pump, spacer and gaskets.
1. Insert a new valve gasket in each valve recess.
2. Place the new valves in the recesses. The valve

in the inlet port should be fitted with the spring
outwards (i.e.. towards the diaphragm flange) and
the valve in the outlet port fitted in the reverse
position.
3. Press the valves home with a suitable piece of
tubing, approximately 9/16 in (14.29 mm) inside
To Dismantle the Lift Pump
diameter and I in (19.05 mm) outside diameter.
1. Belore dismantling. make a file mark across the

two flanges for location purposes when the pump
is being re-assembled.
2. Remove the five cover screws and separate the
two main castings. then remove the diaphragm
assembly from the lower half by turning the dia-
phragm through 90' in either direction.
NOTE : The diaphragm and pull rod assembly is a

permanent assembly and no attempt should be
made to separate the parts.
3. Remove the retaining clip from one side of the

pump body and push out the rocker arm retaining
pin. Withdraw the rocker arm, etc.. from the body.
4. Prise out the valves with a screwdriver or other
suitable tool.
Inspection
1. Check the diaphragm assembly and renew if the

material is split or checked, or if serious wear is
apparent in the link engagement slot.
2. The diaphragm spring should be replaced if faulty
or corroded. A new spring should have the same
color identification (Refer to Page 6.11).
3. Replace the valves unless they appear to be in per-
fect condition.
4. Examine the rocker arm. operating lever. rocker
arm retaining pin and rocker arm return spring
for wear. Replace any parts where necessary.
5. Replace all joints, seals and washers as routine

procedure.
6. Examine upper and lower castings for wear or

distortion. Slight distortion of flanges can be
remedied by grinding the flange face to restore
flatness.
FUEL SYSTEM-P.3
4. Stake the casting in six places (between the

original stakings) round each valve, with a suitable
punch.
NOTE: Valves fitted to earlier lift pumps were
held in position with a retaining plate and two
screws. On no account should attempts be made
to stake the valves of this earlier type pump.
5. Place the rocker arm retaining pin in the appro-

priate hole in the lower casting and push through
until it protrudes slightly, inside.
6. Fit one packing washer and fink into the casting
moving the pin in slightly to retain them.
7. Fit the rocker arm and return spring and retain by
moving the pin in further, ensuring that the spring
Seats correctly.
8. Fit the remaining packing washer, then push the
rocker arm retaining pin through the link, washer
and casting until the ends protrude equally beyond
the outside of the casting.
9. Retain by securing with the two clips.
10. Insert the new rubber sealing washer followed by

the steel seating washer and diaphragm return
spring.
11. Place the diaphragm assembly over the spring
with the puil rod downwards, locating the top of
the spring in the diaphragm protector washer.
12. Now position the puil rod so that the flat notcheo
blade has one of its thin edges facing the rocker
arm. Press downwards on the diaphragm assembly
and twist it through 90 in either direction. this
action will engage and retain the pull rod in the
fork of the link.
t3.0perate the rocker arm against the diaphragm
spring pressure until the diaphragm is level with
the body flange. FUEL INJECTION PUMP
14. Place the cover assembly in position and line up the
file marks made on the flanges prior to dismantling.
Description
15.Stili holding the diaphragm level with the body The fuel injection pump. is of the D.P.A. distributor
flanges, fit the five flange securing screws, tighten type. It is a precision built unit incorporating a simple
evenly and securely. hydraulic governor or alternatively one of the mech-
anical flyweight type depending upon the application
to which the engine is fitted.
To Remove the Fuel Injection Pump
1. Remove the four high pressure pipes between the

pump and the Injectors and blank off ail ports to
prevent the ingress of foreign particles.
2. Remove the low pressure fuel pipes from the inlet

and outlet connections and blank off all ports.
To Refit the Fuel Pump 3. Disconnect the stop and throttle controls and their
return springs.
i 1. Fit the spacer using a gasket on either side.
4. Remove the two nuts and the socket headed set-
2. Enter the pump operating lever into the recess in screw which secure the fuel pump to the mount-
the tappet inspection cover as shown on Fig. P.9 ing flange together with their spring and plain
and secure with the two nuts and washers. washers.
3. Reconnect the low pressure fuel pipes to the inlet 5. Carefully withdraw the fuel pump from its mount-
and outlet ports. ing.
FUEL SYSTEM-P.4
To Refit the Fuel Injection Pump
1. Replace the fuel pump mounting flange gasket

(where necessary).
2. Fit pump as shown in Fig. P.8 ensuring that the
master spline on its quili shalt i s correctly posi-
tioned to engage with the female splines within the
fuel pump drive hub.
NOTE : This master spline ensures that the pump
will Only locate in the drive hub in one position
for timing purposes. Further, when fitting the me-
chanically governed injection pump which uses a
separate quili shaft, the noticeably shorter, splined
end is fitted in the injection pump.
3. When the splines are in correct alignment the

pump can be pushed in until the mounting flanges
meet and the securing nuts and setscrew with their
washers can be fitted.
4. Before tightening, align the timing marks scribed
on the fuei pump mounting flanges as shown in
Fig. P.11. Tighten the setscrew and nuts.
5. Refit the low pressure pipes to the inlet and outlet FUEL INJECTION PUMP TIMING
connections. Reference should be made to the details given on
6. Refit the high pressure fuel pipes, Page L.l covering engine timing. if this timing
sequence has been followed regarding the timing
7. Reconnect the throttle and stop controls together gears and the timing marks on the mounting flanges
with their return springs. are correctly aligned as shown in Fig. P.ll. then the
fuel pump timing should be correct.
8 . Prime the fuel system with fuel oil as detailed on
Page P.8 A further check is possible and utiiises the infernal
timing marks within the pump body. To be able to see
9. Fuel pump timing can be checked as detailed in
these marks necessitates the removal of the inspection
the toilowing text.
cover.
On the fuel pump rotor inside the fuel pump, are a
number of scribed lines, each one bearing an indi.
vidual letter. A timing circlip, one end of which has a
straight edge is positioned inside the pump body and
is preset so that when the appropriate scribed line on
the fuei pump rotor aligns with the straight end of the
circlip. it denotes commencement of injection (static
timinq) -
- . see Fia. P.12.
NOTE : On earlier pumps, the timing circlip had a
scribed line on one end and on these pumps, the
scribed line on the fuel pump rotor should be aligned
with the scribed line on the circlip.
FUEL SYSTEM-P.5
CHECKING FUEL PUMP TIMING

1. Ensure that the fuel pump is correctly fitted with
the scribed line on the mounting flange aligning
with the adjacent mounting flange on the cylinder
block (see Fig. P.ll ) .
2. Position the crankshaft so that No. 1 piston is at
T.O.C. on its compression stroke.
3. Remove the cylinder head cover.
4. Slacken the valve adjusting screw on No. 1 exhaust
valve sufficiently to allow the rocker lever to be
moved to one side and the push rod removed.
rotate the rocker lever on the shaft, so that the
valve spring cap is accessible for using the valve
spring compressor.
5. Remove the collets, spring cap and springs from
NO. 1 exhaust valve and allow the valve to rest on
the top of the piston.
6. With the aid of a dial indicator in contact with the

end of the valve now resting on No. 1 piston. it
will be necessary to position the crankshaft so
that the piston will be 0.120 in (3.05 mrn) B.T.D.C.
this being the equivalent of 19' on the engine fly-
wheel. Refer Fig. P.13.
TO do this, turn the crankshaft in the opposite
direction to normal rotation, approximately an NOTE !
eighth of a turn and then forward until the required
position is registered on the indicator. This en-
For mechanically d r i v e n Westerbeke
ables the backlash in the timing gears to be fuel i n j e c t i o n pumps see Operations
taken up. pages 13-14 and S e r v i c e B u l l e t i n
NOTE: The above setting is for 4.108 marine
pages V.3, V.7, V.9 and V.31 f o r
engines. For other applications and engines see i n f o r m a t i o n and d i s r e g a r d the
Page 6.12. f o l l o w i n g hydraulic i n j e c t i o n pump
7. Remove the inspection plate on the fuel pump material.
enabling the rotor to be seen (Fig. P.12).
8. With NO. 1 piston at the static timing point on its Maximum Speed Setting
compression stroke. the scribed line on the rotor (Refer to Figs. P.14 and P.15)
marked 'A' (for hydraulically governed engines) or
'C' (for mechanically governed engines) should
align with the straight edge or scribed line on the The maximum speed screw ( 5 ) is set and sealed by
timing circlip. the manufacturers and must not be altered or tam-
pered with i n any way, unless factory authority is first
9. If the timing is incorrect proceed by either :- obtained and any adjustments necessary are carried
( a ) making any necessary adjustments by means out by experienced personnel. As with ail seals on the
of the holes in the fuei pump gear, they are pump unauthorised removal may render the guarantee
Slotted enabling the drive shaft to be turned void.
relative to the gear when the securing set-
screws are slackened. (Refer to Fig. K.6) or The maximum no load speed may vary according to
the application to which it is fitted, reference may be
( b ) by slackening the two nuts end socket headed
made to the code number stamped on the fuel pump
setscrew which secure the fuel pump to the
data plate. The last four numbers in the code indicate
mounting flange and turning the pump body
in the direction required. the maximum no load engine speed, therefore in the
case of the following example it would be 4480 revlmin.
10. When the fuel pump timing has been set, turn the Code Example EH39/12001014480.
engine against the normal direction of rotation
NOTE : If the fuei pump data plate Is damaged or de-
once again to the appropriate piston displacement
faced so as to make it impossible to read accurately.
to check that the squared end of the circlip is now
or if there is no code stamped on the plate you are
aligned with the line on the rotor.
advised t o contact your nearest C.A.V. Distributor, or
11. When the fuei pump timing has been correctly set. Westerbeke.
slowly turn the engine to T.O.C. in the normal
direction of rotation, remove the indicator and refit
NOTE: The engine must not be allowed to operate at
the valve springs.
a speed i n excess of that specified or severe damage
12. Refit the push rod and reset the valve clearance. may occur.
FUEL SYSTEM-P.6
IDLING SPEED ADJUSTMENT ( d ) Accelerate the engine to maximum no load rev/

min and immediately return to idling.
This adjustment is carried out by means of the idling Should the period of return from maximum rev/min
adjustment screw ( 4 ) . it is carried out in conjunction to idling exceed three seconds the device has been
with the setting of the anti.stall device with the engine screwed in too far.
warmed through as detailed in the following text.
Anti-Stall Device However should stalling occur, then the device has
(Refer to Figs. P.14 and P.15) not been screwed in far enough. Therefore the neces-
sary adjustment should be made to suit whichever is
( a ) Slacken the locknut ( 2 ) sufficiently to enable the the case.
anti.staii device body (1) to be unscrewed two
complete turns. "This idling speed may vary according to application.
refer to relevant manufacturers service literature.
( b ) Adjust idling speed to 625 rev/min' with the idling
adjustment screw ( 4 ) .
( c ) Now screw down the anti-stall device body ( 1 )

until there is a very slight increase in engine
speed, bring back half a turn and lock with the
lock nut ( 2 )
1. Anti-stall device body

2. Anti-stall device body locknut
3. Air vent screw
4. Idling adjustment screw
5. Maximum Speed Screw
P I4
Earlier Fuel Pump
AIR CLEANERS AND FUEL SYSTEM-P.7
INJECTORS
General
When replacing injectors in the cylinder head, it is
essential that a new, correct type copper washer is
fitted between the nozzle body and cylinder head.
The first symptoms of atomiser trouble usually come
under one or more of the following headings :-
1. Misfiring.
2. Knocking in one (or more) cylinders
3. Engine overheating.
4. LOSS of power.
5. Smoky exhaust (black).
6. Increased fuel consumption.
Testing for Faulty Injector

I f an injector is suspected of being faulty, try this
method to isolate it.
Loosen the union nut at the injector end of the
high pressure fuel pipe. I f each injector is isolated
in turn in this way. (with the engine running at approxi-
mately 1.000 rev/min) tightening each union nut
firmly before proceeding to the next, then the faulty
injector, when isolated in this manner, will have little
or no effect on the running.
Warning
Great care should be taken to prevent the hands or
lace from getting into contact with the spray, as the
working pressure will cause the oil to penetrate the
skin with ease.
Injector Pressures
Details of holders and nozzle types together with
pressure settings are giaen on Page 8.12.
NO ATTEMPT SHOULD BE MADE TO ADJUST THE P I6

INJECTION PRESSURE WITHOUT AN INJECTOR 1. Capnut
TESTING PUMP OF THE TYPE ILLUSTRATED. IT IS
QUITE IMPOSSIBLE TO ADJUST THE SETTING OF
2. Spring cap
INJECTORS WITH ANY DEGREE OF ACCURACY WITH- 3. Shim washer
OUT PROPER EQUIPMENT. 4. Nozzle spring
5. ldentification tab washer
6. Spindle
7. Fuel inlet union
8. Nozzle holder body
Injector Identification
9. Securing flange
Injectors can be identified by code letters stamped 10. Nozzle needle
on a tab washer fitted under the spring cap nut (see
11. Nozzle body
Fig. P.16) or alternatively, the code is stamped on the
injector body. Details of codings can be found o n
12. Nozzle capnut
Page 0.12. 13. Copper sealing washer
FUEL SYSTEM-P.8
Fuel Pipes (High Pressure) 3. Slacken the vent screw on the top of the fuel filter
(Refer to Fig. P.20).
When replacing the fuei pipes it should be noted that
4. Operate the priming lever on the fuel feed pump
no two pipes are the same, each is formed to suit an (Reler to Fig. P.7) and when fuel, free from air
individual injector position. This is important when
bubbles, issues from each venting point, tighten
ordering a replacement pipe. as each one has a the screws in the following order :-
different part number.
1. Filter cover vent screw.
For standardization purposes, high pressure fuel pipes 2. Head locking screw vent valve.
assemblies are now supplied with olives fitted as shown 3. Governor cover vent valve.
in Fig. P.17. The earlier type pipe assemblies with 5. Slacken the pipe union nut at the pump inlet,
olives fitted in the reversed position are still satisfac- operate the priming lever and retighten when fuel
tory. oil. free from air bubbles issues from around the
threads.
6. Slacken the unions at the injector ends of two of
the high pressure pipes.
7. Set the throttle at the fully open position and
ensure that the "stop" control is in the "run" posi-
tion.
8. Turn the engine until fuel oil. free from air bubbles.
issues from both fuel pipes.
9. Tighten the unions o n bolh fuei pipes, and the
engine is ready for starting.
The pipes should be clean. (wash in clean fuel oil

and blow through the fine bore with compressed air i f
there is any doubt). the olives at each end should not
be split or unduly compressed, otherwise leakage will
result and a new pipe will be needed.
Ensure when fitting. that the pipe fits squarely at both
ends and that the union nuts are tightened firmly but
not over-tightened.
Priming the Fuel System

The air must be vented from the fuei system whenever
any part of the system between the fuel tank and in-
Priming Procedure after Changing a Filter
jection pump has been disconnected for any reason. Element
Or when the system has been emptied of fuel. 1. With the vent screw on the filter cover removed.
NO attempt must be made to start the engine until the and the union at the filter end of the return pipe
injection pump has been filled and primed as serious (filter to tank) slackened. operate the feed pump
damage can be caused to the pump due to lack of priming lever until oil, free from air bubbles. issues
lubrication. from the filter cover vent.
2. Replace the vent plug, and continue to operate
The method of priming detailed below, ensures that the priming lever until oil. free from air bubbles.
Only fuel which has passed through the paper filter issues from around the threads of the return pipe
element can reach the interior of the pump. union.
1. Slacken the air vent valve on the top of the control 3. Tighlen the return pipe union.
gear housing on hydraulically governed pumps 4. Slacken the union at the filter end of the filter to
(refer Fig. P.15) or on the front of the governor injection pump feed pipe. and operate the priming
housing on mechanically governed pumps (refer lever until oil. free from air bubbles, issues from
Fig. P.18). around the union threads.
5. Tighten the feed pipe union. The pump and filter
2. Slacken the vent valve fitted on one of the two are now filled and primed and ready for further
hydraulic head locking screws (Refer to Fig. P.19). sewice.
FUEL SYSTEM-P.9
OTHEROVERHAUL
CONTENTS SECTION PAGE
MARINE ENGINE ELECTRICAL SYSTEM ................Q

Activation by Keyswitch (1980 onwards) ............... 9.2
Activation by Fuel Pressure ..........................4.4
Activation by Lube O i l Pressure ...................... Q.6

COOLING SYSTEM (EXTERNAL) ......................R
TRANSMISSIONS ..................................S
Type SA1 Manual .................................. S.2
Type SAO Manual ..................................S.9
SA1 and SAO C l u t c h Adjustments ....................... S.21
SAl and SAO Reduction U n i t s .......................... 5.23
Type RB - Freewheeling ............................... S.25
Paragon P-21 Series, H y d r a u l i c....................... S.29
Warner Hydraulic ..................................... S.35
S h o r t P r o f i l e S a i l i n g Gear ........................... S.41

4.2
SECTION Q
MARINE ENGINE ELECTRICAL SYSTEM

ACTIVATION BY KEY SWITCH
T h i s system i s supplied on most Wester-

beke engines beginning May, 1980. Essen-
t i a l l y a c t i v a t i o n o f the c i r c u i t i s
accomplished by t h e i g n i t i o n p o s i t i o n of
t h e key switch. No o i l pressure switch
i s required. The engine i s preheated
b y depressing t h e preheat push button.
The engine i s cranked by t u r n i n g t h e
key switch t o t h e right- most momentary
position.
Voltage i s maintained t o t h e instruments,

f u e l solenoid o r f u e l l i f t pump i f sup-
p l i e d , and t o o t h e r e l e c t r i c a l devices v i a
t h e i g n i t i o n p o s i t i o n o f the key switch.
Models which have a f u e l s o l e n o i d o r elec-

t r i c f u e l pump may be turned o f f v i a the
key switch. Models w i t h mechanical f u e l
l i f t pumps o r no f u e l solenoid are stopped
by p u l l i n g a stop cable.
The c i r c u i t i s protected by a c i r c u i t
breaker l o c a t e d near t h e s t a r t e r . Any
time excessive c u r r e n t flows, t h e c i r c u i t
breaker w i l l t r i p . This i s a manually
r e s e t t a b l e breaker, and must be r e s e t
b e f o r e the engine w i l l operate e l e c t r i c a l l y
again.
CAUTION - the builder/owner must ensure

t h a t the instrument panel, w i r i n g and
engine are i n s t a l l e d so t h a t e l e c t r i c a l
devices cannot come i n c o n t a c t w i t h sea-
water.
The l a t e s t i n f o r m a t i o n r e g a r d i n g your
engine's e l e c t r i c a l system i s included
on t h e w i r i n g diagram shipped w i t h t h e
engine. Be sure t o study t h i s w i r i n g
diagram and a l l t h e notes thereon.
9.3
ACTIVATION BY KEYSWITCH SECTION Q
SCHEMATIC DIAGRAM.
WIRING DIAGRAM
\
MARINE ENGINE ELECTRICAL SYSTEM
ACTIVATION BY FUEL PRESSURE

(Push Button S t a r t )
T h i s system i s s u p p l i e d on a l l f o u r and
s i x c y l i n d e r Westerbeke e n g i n e s beginning
January 1975. B a s i c a l l y , t h e system i s
very simple and e l i m i n a t e s t h e need f o r a
s e p a r a t e switch p o s i t i o n t o a c t i v a t e t h e
engine alarm system, when s u p p l i e d .
S t a r t i n g i s accomplished by o p e r a t i o n
of t h e s t a r t push b u t t o n which causes t h e
s t a r t i n g motor t o crank.
Once t h e engine i s running, f u e l pres-
s u r e developed i n t h e low p r e s s u r e s i d e of
t h e f u e l i n j e c t i o n pump o p e r a t e s a f u e l
p r e s s u r e switch. Voltage is t h e n applied
t o t h e alarm system ( i f s u p p l i e d ) and t o
t h e a l t e r n a t o r f o r e x c i t a t i o n and f o r a l l
instruments.
When t h e engine i s stopped, f u e l pres-
s u r e drops and t h e f u e l p r e s s u r e switch
removes v o l t a g e from t h e s e d e v i c e s .
When an engine i s s u p p l i e d w i t h a pre-
h e a t i n g device, t h e device i s energized by
a s e p a r a t e push b u t t o n .
NOTE: I t i s important t h a t your engine
i n s t a l l a t i o n includes fuses o r c i r c u i t
b r e a k e r s , a s d e s c r i b e d under "Ownership
R e s p o n s i b i l i t y " on t h e wiring diagram
s u p p l i e d with your engine.
4.5
ACTIVATION BY FUEL PRESSURE

(PUSH BUlTON START)
yAuLcE>mrL_*rsrieee (*can vacwl

7
I
-
, +
CHART FOR STARTEH IMOTORS -4.: HEATERS
I
I
.r-----------
."
'I
.li
.,,Lj
7
!
5.0" .,'.S..
LUYC-v TO"*-54
I
I
I I I
i I I
\,
I
L ----------- A ? ------------J L-- .-------.A
Drawing No. 19201

4.6
Marine Engine Electrical System
ACTIVATION BY LUBE OIL PRESSURE

(Keyswitch S t a r t )
T h i s system i s supplied on a l l 4 and 6
c y l i n d e r Westerbeke d i e s e l s produced p r i o r
t o January 1975. Operation i s very simple.
P u t t i n g t h e s t a r t switch i n t h e Run p o s i -
t i o n e n e r g i z e s a n alarm system (when sup-
p l i e d ) . Returning t h e s t a r t switch t o Off
p o s i t i o n de- energizes t h e alarm.
Turning t h e s t a r t switch t o Crank posi-
t i o n o p e r a t e s t h e s t a r t i n g motor and s t a r t s
t h e engine. Upon s t a r t i n g , t h e start
s w i t c h i s r e l e a s e d t o t h e Run p o s i t i o n .
When t h e engine develops o i l p r e s s u r e ,
voltage is supplied t o t h e a l t e r n a t o r f o r
e x c i t a t i o n and t o a l l instruments. When-
ever t h e engine s t o p s , l o s s of o i l p r e s -
s u r e removes v o l t a g e from t h e s e d e v i c e s .
When an engine i s f u r n i s h e d with a pre-
h e a t i n g device, i t i s energized by a sep-
a r a t e push b u t t o n a t t h e key switch p a n e l .
When an engine i s furnished with a n
e l e c t r i c s t o p s o l e n o i d , it i s energized by
a s e p a r a t e push button a t t h e key s w i t c h
panel.
NOTE: It i s important t h a t your engine in-
s t a l l a t i o n includes fuses or circuit
b r e a k e r s , a s described under "Owner's Res-
p o n s i b i l i t y " on t h e wiring diagram s u p p l i e d
w i t h your engine.
ACTIVATION BY LUBE OIL PRESSURE
4.7
(KEYSWITCH START)
11KLA5SBU fills?!$% _ -- - ----1
LIQ2!207-_
:..
C".". rn" .."."
---
".
..,
I -l
F3UR-6C FOUR-91 FOUR-154 FOUR-230 B S I X 3 A 6
\,
Drawing No. 15245

SECTION
COOLING SYSTEM (EXTERNAL)
1. DESCRIPTION: charge o f t h e sea water pump t o t h e
heat exchanger sea water i n l e t . A f t e r
Westerbeke marine d i e s e l engines are passing through the tubes o f t h e h e a t
equipped w i t h f r e s h water c o o l i n g . exchanger, t h e sea water may e n t e r a
Transfer o f heat from engine f r e s h transmission o i l c o o l e r i f p r e s e n t
water t o sea water i s accomplished and i f sea water cooled. U l t i m a t e l y ,
i n a heat exchanger, s i m i l a r i n func- the sea water enters a water i n j e c t e d
t i o n t o an automotive r a d i a t o r . Sea
wet exhaust system, the most p o p u l a r
water flows through t h e tubes o f the type o f exhaust system i n use. I n
heat exchanger w h i l e f r e s h water the case o f l a r g e r engines t h e sea
flows around the tubes. The sea water f l o w i s d i v i d e d p r i o r t o e n t e r -
water and f r e s h water never mix i n g t h e exhaust systems so t h a t a
w i t h the r e s u l t t h a t t h e c o o l i n g p o r t i o n i s dumped d i r e c t l y overboard
water passages i n t h e engine s t a y and a p o r t i o n i s used t o cool t h e
clean. exhaust system. F u l l sea water f l o w
2. FRESH WATER CIRCUIT: e n t e r i n g t h e exhaust system would
c r e a t e unnecessary exhaust back
Heat r e j e c t e d d u r i n g combustion, as pressure.
w e l l as heat developed by f r i c t i o n ,
4. SEA WATER PUMP:
i s absorbed by the f r e s h water whose
f l o w i s created by a f r e s h water c i r - The sea water pump i s s e l f p r i m i n g and
c u l a t i n g pump. The f r e s h water flows p o s i t i v e displacement. I t i s a r o t a r y
from t h e engine through a f r e s h water pump w i t h a nonferrous housing and a
cooled exhaust manifold, a heat ex- neoprene i m p e l l e r . The i m p e l l e r has
changer, i n most cases an o i l cooler, f l e x i b l e vanes which wipe a g a i n s t a
and r e t u r n s t o t h e s u c t i o n s i d e o f curved cam p l a t e w i t h i n the i m p e l l e r
the f r e s h water c i r c u l a t i n g pump. housing, producing the pumping a c t i o n .
The f l o w i s n o t n e c e s s a r i l y i n t h i s On no account should t h i s pump be r u n
order i n every model. When s t a r t i n g dry. There should always be a spare
a c o l d engine, most o f t h e external i m p e l l e r and i m p e l l e r cover gasket
f l o w t o the heat exchanger i s pre- aboard.
vented by the closed thermostat.
Some amount o f by-pass i s maintained 5. SEA WATER PUMP IMPELLER REPLACEMENT:
t o prevent overheating i n t h e exhaust
manifold. As t h e engine warms up, the The f o l l o w i n g i n s t r u c t i o n s a r e general
thermostat begins t o open up a l l o w i n g and i n d i c a t i v e only. S p e c i f i c i n s t r u c -
f u l l f l o w o f engine f r e s h water thru t i o n s where applicable may be packaged
t h e external c o o l i n g system. w i t h y o u r replacement i m p e l l e r .
3. SEA WATER CIRCUIT: a. Remove the f r o n t cover t a k i n g c a r e

t o salvage the gasket.
The sea water f l o w i s created by a
p o s i t i v e displacement neoprene inpeller b. Remove the i m p e l l e r by p u l l i n g
pump (gear pump i n c e r t a i n s p e c i a l s t r a i g h t outwards, para1l e l . t o
cases). Normally the pump draws sea t h e pump shaft. This i s b e s t
water d i r e c t l y from the ocean v i a the done w i t h a p a i r o f p l i e r s ap-
sea cock and sea water s t r a i n e r . Some- p l i e d t o the i m p e l l e r hub.
times a transmission o i l cooler, o r
pehaps a V d r i v e w i l l be piped on the c. Coat t h e replacement i m p e l l e r
s u c t i o n side o f the sea water pump. and t h e chamber i n t o which i t
Generally i t i s b e t t e r t o have as few mounts w i t h grease.
devices on t h e s u c t i o n s i d e o f the sea
water pump as possible t o preclude d. C a r e f u l l y a l i g n the i m p e l l e r key
priming d i f f i c u l t i e s . Usually sea way, o r other l o c k i n g mechanism,
water flows d i r e c t l y from the d i s -
R.2
w i t h the s h a f t . Take care t h a t 8. THERMOSTAT:
a l l the i m p e l l e r blades bend i n
the same d i r e c t i o n and t r a i l i n g . Generally thermostats are o f two types.
One i s simply a choking device which
e. Inspect the f r o n t cover f o r wear. opens and closes as t h e engine tempera-
A worn f r o n t cover should u l t i - t u r e r i s e s and f a l l s . The second t y p e
mately be replaced. Sometimes has a by-pass mechanism. Usually t h i s
i t can be reversed as an emer- i s a d i s c on the bottom o f the thermo-
gency measure, b u t n o t when s t a t which moves downward t o close o f f
stamped markings would break the an i n t e r n a l by-pass passage w i t h i n t h e
seal between t h e cover and the head. Both types of thermostats, f r o m
i m p e l l e r blades. 1980 onwards, have two 3/16" diameter
holes punched through them t o serve a s
f. Reinstal 1 t h e end cover w i t h a a by-pass while t h e engine i s warming
new gasket. up. T h i s prevents overheating i n t h e
exhaust manifold d u r i n g engine warm-up.
g. Be doubly sure t o check q u i c k l y These two holes t o t a l approximately
f o r sea water f l o w when s t a r t i n g 0.06 square inches o f area and r e p l a c e -
the engine. The absence o f f l o w ment thermostats must be equal i n t h i s
i n d i c a t e s t h a t t h e pump may n o t design c h a r a c t e r i s t i c .
be priming i t s e l f properly. When r e p l a c i n g a thermostat, be sure
This s i t u a t i o n must be i n v e s t i - t h a t i t i s r o t a t e d so as t o n o t
gated immediately o r damage t o s t r i k e t h e thermostat housing, pro-
the new i m p e l l e r w i l l r e s u l t j e c t i o n s i n s i d e t h e head, temperature
from overheating. senders o r temperature switches
which may be i n s t a l l e d close t o the
6. ENGINE FRESH WATER: thermostat.
I t i s preferable t o fill your engine A thermostat can be checked f o r prop-
w i t h a 50% antifreeze- water mixture. e r o p e r a t i o n by p l a c i n g i t i n a pan
This precludes t h e n e c e s s i t y o f d r a i n - o f c o l d water and then r a i s i n g the
i n g coolant i n t h e w i n t e r . Since most temperature o f the water t o a b o i 1.
a n t i f r e e z e s contain p r e s e r v a t i v e agents The thermostat should open n o t i c e -
o f one k i n d o r another, r u s t i n g w i t h i n a b l y ( w i t h t r a v e l on t h e order o f
the engine i s minimized. Also t h e a n t i - 1/4" - 1 / 2 " ) and be f u l l y opened when
freeze mixture b o i l s a t a higher tem- t h e water i s b o i l i n g .
perature than water, g i v i n g c o o l i n g
system "head room." 9. ENGINE LUBE OIL COOLER:
When d r a i n i n g the engine, open the
pressure cap f i r s t t o r e l i e v e the L u b r i c a t i n g o i l c a r r i e s heat away f r o m
vacuum created by d r a i n i n g . t h e engine bearings and other f r i c t i o n
surfaces. The o i l c i r c u l a t e s from t h e
lube o i l Pump, throuah the enaine.
7. FILLING THE FRESH WATER SYSTEM: through t h e engine o;l cooler, and back
t o t h e o i l pump.
It i s very important t o completely f i l l
the f r e s h water system before s t a r t i n g The o i l cooler may be cooled e i t h e r b y
the engine. It i s normal f o r a i r t o engine f r e s h water o r by sea water.
become trapped i n v a r i o u s passages so
a l l high p o i n t s must be opened t o atmos- 10. TRANSMISSION OIL COOLER:
phere t o bleed entrapped a i r . When an
engine i s s t a r t e d a f t e r f i l l i n g w i t h C e r t a i n transmissions r e q u i r e o i l c o o l -
coolant, the system may look d e c e p t i v e l y ing. I n these cases, t h e transmission
f u l l u n t i l the thermostat opens. A t t h i s o i l c o o l e r i s u s u a l l y cooled by sea
time when water f l o w s through the e x t e r - water.
a1 c o o l i n g c i r c u i t f o r the f i r s t time,
pockets o f a i r can be exposed and r i s e Normally sea water e n t e r s t h i s c o o l e r
t o t h e f i l l p o i n t . Be sure t o add c o o l - a f t e r e x i t i n g the heat exchanger, b u t
ant a t t h i s time. n o t always.
R. 3
TWO PASS MANIFOLD
Note: Drawing i s i n d i c a t i v e only. S p e c i f i c models may v a r y i n d e t a i l .
TO E X H A U S T
SEA W A rEP
*
SINGLE PASS MANIFOLD
Note: Drawing is indicative only. Specific models may vary i n detail.
FROM SEA
COCK
- RAW WATER
FRESH WATER
-b- - b - ENGINE OI L
USED ON HYD-
RAULIC GEAR
ONLY
SECTION S
TRANSMISSIONS
TYPE SA1 MANUAL
Description
The Westerbeke-Paragon manua I l y operated re- The number of hours that can be run between -
verse gear unitsconsist o f a multiple disc clutch o i l changes varies w i t h the operating con-
and a planetary reverse geor train. These units ditions. Under normal conditions, the o i l
are self contained and are independent of the should be changed every 100 hours or each
engine lubrication system. season, whichever i s shorter.
operation Model and Serial Numbers and Part Numbers
On the forward drive, the reverse gear case and The model numbers and serial numbers are on
multiple disc clutch are locked together as a the name plate on the cover of the transmission.
solid coupling. The multiple disc clutch i s The parts listsaccompanying the exploded views
locked or clamped by the pressure produced areintendedonly to identify the parts i n regards
when the shift lever i s moved to the forward to disassembly andassembly and are not intend-
position. Thus the propeller shaft turns i n the e d to be used to identify parts by number. To
same direction as the engine. order parts, refer to the part numbers and names
as given i n the above mentioned parts lists.
The reverse drive i s obtained by clamping the
reverse bandaround the reverse gear care which
contains the planetary reverse geartrain. The
reverse band i s clamped when the shift lever i s TROUBLE-SHOOTING
moved to the reverse position. The reverse mot-
ion i s then obtained by driving through the The accompanying 'trouble-shootin g 1 charts
gears thus turning the propeller shaft opposite should be studied and the suggestions carried
to the engine rotation. out prior t o any disassembly to determine as
best as possible what the trouble may be. Also,
With the shift lever i n the neutral position the the explodedviews and the accompanying dis-
multiple disc clutch and the reverse band are cussions should be corefully read and under-
unclamped and the planet gears run idle and stood so that any or a l l o f the service work as
the propeller shaft remains stationary. indicated from the trouble-shooting charts may
be carried out properl y .
I t i s desirable to start the engine withthe trans-
mission i n neutral, thus avoiding moving the
boat i n either direction. I t i s recommended
DISASSEMBLY OF TRANSMISSION
that the shifting be done a t speeds below 1000
RPM and preferably i n the 800 RPM range or
As i n any servicing operation, cleanliness i s a
lower to prolong the l i f e of the engine, trans-
must and a l l rulesfor good workmanship apply.
mission and of the boat.
Some of these rules are as follows:
Lubrication
1. Use o n l y clean f l u i d i n any cleaning or
It i s recommended that SAE 30 o i l be used far washing of parts.
lubrication. The quantity of o i l depends upon
the angle of installation as w e l l as the reduct- 2. Use o n l y clean o i l for lubrication when ,
ion model. The level should be maintained a t pressing parts together
the highmarkon the dipstick. The level should
be checked periodically to ensure proper oper- 3. N e v e r use a hammer todrive b a l l bearings
ation. i n place. I
4. Never press a b a l l bearing so that the force 3. Slide entire reverse gear housing straight
i s carried through the balls. backapproximately 3 inches unti I housing
i s c l e a r o f engine gear (92) and l i f t re-
5. Use only properly sized wrenches i n reverse gear housing assembly clear of en-
moving or securing nuts and capscrews. gine.
6. Replace gaskets and "0" rings w i t h new 4. Remove p i l o t roller bearing (95) from
material. engine gear (92) i f i t remains on engine
gear.
7. Work on a clean bench and protect gear
teeth and o i l seal surfaces from nicks and 5. Remove frontend late (93) from trans-
scratches. sion .
REMOVAL OF REDUCTION GEAR ASSEMBLY 6. Remove engine gear (92) from engine,
FROM REVERSE GEAR HOUSING f o l l o w i n g engine manufacturer's recom-
mendation, only i f necessary to replace.
NOTE: To facilitate removal of the transmis-
sion from the engine, i t i s simpler to remove 7. I f necessary to replace, remove o i l seal
the reduction gear assembly first. M a k e cer- (94) from front end plate
tain t h a t a l l of the o i l i s removed from the re-
verse and reduction u n i t before removal i s at- REMOVAL OF GEAR CASE ASSEMBLY FROM
tempted. REVERSE GEAR HOUSING
1. Removecapscrews and lockwashers around REDUCTION MODEL

flange of reduction gear housing.
1. Remove screw (81) from arm of yoke (79)
2. Strike gear half coupling flange w i t h soft a n d remove b a l l joint (80) and lockwash-
mallet to break reduction gear u n i t from er (82) from eye of link on reverse b a n d
reduction adapterplate. Slide entire reassembly.
duction unit straight back a pp roximatel y
3 inches u n t i l reduction unitclears reduct- 2. Loosen capscrews i n yoke and remove cross-
ion drivegear and lift reduction u n i t clear shafts (78) from sides of housing b e i n g
of reverse gear housing assembly. careful not to damage o i l seals (68) i n
housing.
NOTE: Refer to reduction gear service manual
for disassembly and assembly of reduction 3. Remove yoke (2) from operating sleeve
unit. assembly (40) through cover opening i n
housing.
REMOVAL OF REVERSE GEAR HOUSING AS-
SEMBLY FROM ENGINE 4. Remove reverse band assembly from g e a r
case assembly from front of housing.
1. Remove capscrews a n d lockwashers from
flange of cover (4) and remove cover. NOTE: O n older reverse bands using the d r a g
link, i t w i l l be necessary to remove t h e
2. Remove capscrews a n d lockwashers that pins that anchor the reverse band t o t h e
secure reverse gear housing (6'3) t o front housin g before removing reverse band from
end plate (58) or timing gear cover. housing.
5. Remove cotter pin from reverse g ear 16. Press gear half coupling (68) from b a l l
tailshaft andremove reverse gear f a i ishaft bearing (63) and press b a l l bearing from
nut (69). direct drive plate (61).
6. Support reverse gear housing face down So 17. IF necessary to replace, remove o i I seol
that gear case may drop free approximately (47) from direct drive plate (61).
2 inches.
7. Press on reverse gear t a i lshaft u n t i l t a i l -

shaft i s free of reduction drive gear (76).
8. Lift reverse gear housing straight up u n t i l

housing clears tai lshaft.
10. Remove capscrews that secure reduction
adapter plate (79) to reverse gear housing
and remove reductian odopter plate, b a l l
bearing (72) and reduction drive gear
(76) from reverse gear housing.
11. Press b a l l bearing (72) and reduction

drive gear (76) from reductian adapter
plate (79) and press b a l l bearing from
reduction drive gear.
NOTE: Whendisassemblingdirect drive units,

use the following procedure.
12. Bend tang of lockwasher (66) away from

locknut (96) and remove trom reverse gear
tailshaft by holding gear half coupling
(68) w i t h spanner wrench.
13. Support reverse gear housing face down

so that gear case may drop free approx-
imately 2 inches.
14. Press on reverse gear tailshaft u n t i l t a i l -

shaft i s free of gear half coupling. L i f t
reverse gear housing straight up from gear
case assembly u n t i l housing clears t a i l -
shaft.
15. Remove capscrews and lockwashers that

secure direct drive plate (61) to reverse
geor housing (60) andremove direct drive
plate (61) boll bearing (63) and gear
half coupling (68) from reverse gear hous-
ing (60) .
DISASSEMBLY OF THE REVERSE BAND-TOG- DISASSEMBLY O F GEAR CASE
GLE OPERATED TYPE
1. Remove. thrust washer (73) from end o f
1. Remove screw (55), nut (58) and lock- reverse gear tailshaft on reduction units
washer (57) that secures brace (56) to and Woodruff key (74) seal washer
ear of reverse bond (51) . and thrust washer (64) from end of tail-
shaft o n direct drive units.
2. Remove cotter pin (54) fromearof reverse
bandandremove pin (53) that holds short 2. Remove lockscrew (42) and lockwasher
lever (52) i n forked ear of reverse band. (41) from screw collar (37) and remove
Remove short lever. screw c o l lar from gear case by unscrewing.
Lift operating sleeve assembly (40) from
3. Remove locknut (50) fromadjusting screw tailshaft when removing screw collar.
(44) and remove adjustingscrewandassem-
bled levers from reverse band. 3: If finger assembly (36) seems loose o r
worn, remove from screw collor (37) b y
4. Remove adjusting nut (50) from adjusting removingcotter pins (39) and finger pins
screw. (38) .
5. Remove cotter pins (47) from ends ofpins 4. Lift pressure plate (35) andclutch plates
i n assembled levers and disassemble link (34) a n d (33) from end of gear case.
(48), adjusting bolt (44) and pins (46) .
5. Bend tang o f lockwosher (30) away from
CAUTION: Do not disassemble l i n k (48) or sides o f locknut (31) inside propeller gear
(61) or disturb setting of jam nut. (24) a n d remove locknut and lockwasher
while clamping reverse gear tai lshaft.
6. I f necessary to re- line reverse band, re-
move rivets holding reverse bund lining to
reverse band.
6. Properly support gear case on c l u t c h plate disassembly. However, donot disassemble
carrier (27) ond press tailshaft (29) or unless required.
(28) frompropeller gear (24) and c l u t c h
plate carrier (27). L i f t c l u t c h plate car- 11. Drive pinion shaft (6) ofone of the short
rier from gear case. pinions (1 1) from threaded end of gear
case approximately 1/2 inch. Push pin-
7. Remove case ball bearing retaining ring ion shaft on through w i t h dummy shaft.
(26) from groove i n gear case. Push dummy shaft until centered i n short
pinion (11) a n d shortpinion spacer (7).
8. Remove capscrews (14) a n d lockwashers Remove shart pinion and dummy shaft from
(13) from case roller bearing race (1 2) inside of gear case.
12. Remove remaining shart pinions from gear

9. Remove case roller bearing retaining rings case.
(15) from case roller bearing race (1 2)
and remove case roller hearing (16) from The propeller gear (24) can be pressed
race. from the case b a l l bearing (25) at this
time.
10. Before removal of the short or long pin-
ions i s attempted, first inspect the gear 13. Remove long pinions (5) using dummy
teeth for indication of wear. Also, rotate shaft as i n removing short pinions.
each pinion to check for rough spots dur-
ing rotation. If further inspection or re- 14. Remove thrust pads (2) from inside gear
la cement i s necessary, proceed w i t h the case (1).
GEAR C A S E A S S E M B L Y i5
S.7
ASSEMBLY OF REVERSE BAND AND YOKE TO GEAR C A S E ASSEMBLY
17
TOGGLE OPERATED REVERSE BAND ASSEMBLY STANDARD
.,
16
47
!
\
YOUR NOTES
TYPE SAO MANUAL
DESCRIPTION
The Westerbeke Paragon manually operated reverse gear units consist of a
multiple disc clutch and a planetary reverse gear train. The units a r e self con-
tained and a r e independent of the engine lubrication system.
OPERATION
On the forward drive, the reverse gear case and multiple disc clutch a r e locked
together as a solid coupling. The multiple disc clutch is locked o r clamped by the
pressure produced when the shift l e v e r is moved to the forward position. Thus the
propeller shaft turns in the same direction a s the engine.
The reverse drive is obtained by clamping the r e v e r s e band around the reverse
gear case which contains the planetary reverse gear train. The reverse band is
clamped when the shift lever i s moved and held in the r e v e r s e position. The
r e v e r s e motion i s then obtained by driving through the gears thus turning the pro-
peller shaft opposite to the engine rotation.
With the shift lever in the neutral position the multiple disc clutch and the reverse
band a r e unclamped and the planet gears run idle and the propeller shaft remains
stationary.
It is desirable to s t a r t the engine with the transmission in neutral, thus avoiding
moving the boat in either direction.
It is recommended that the shifting be done at speeds below 1000 RPM and prefer-
ably in the 800 RPM range o r lower to prolong the life of the engine, transmission
and of the boat.
TROUBLE SHOOTING
The trouble shooting charts below and on the next page should be studied and the
suggestions carried out p r i o r to any disassembly to determine a s well a s possible
what the trouble may be. Also, t h e exploded views and the accompanying discus-
sions should be carefully read and understood s o that any o r all of the service work
a s indicated from the trouble shooting charts may be carried out properly.
DISASSEMBLY
As in any servicing operation, cleanliness is a must and all rules for good work-
manship apply. Some of these rules a r e a s follows:
1. Use only clean fluid in any cleaning o r washing of parts.
2. Use only clean oil for lubrication when pressing parts together.
3. Never use a hammer to drive ball bearings in place.
4. Never press a ball bearing so that the force i s c a r r i e d through the balls.
5. Use only properly sized wrenches in removing o r securing nuts and cap-
screws.
6. Replace gaskets and "0" rings with new material.
7. Work on a clean bench and protect gear teeth and oil seal surfaces from
nicks and scratches.
NOTE: Remove the reverse and reduction gear as a complete unit before removing the
oil to avoid fouling the bilges.
S. 10
T R O U B L E SHOOTING C H A R T S
-
Chart 1
GEAR DRAGGING
DRIVE SHAFT ROTATES EITHER FORWARD OR REVERSE
WlTH SHIFT LEVER IN NEUTRAL
1. DEFECTIVE FOR 3. BINDING IN PLANETARY ASSEMBLY

I
2. REVERSE BAND ENGAGING GEAR CASE
4. OVER ADJUSTMENT ON
FORWARD ANDREVERSE
I
REMEDY
I. I o r u a r d c l u t c h plate warped and sticking. h. lcngine gear hearings worn excessivel?.

Ilemove and replace c l u t c h plates. causing n~isalipnmenr o f engine shaft. He-
p l a c e necessarv parts. Check misalignment
2. lntl.n,l.er reverse hand adjustment. Adjust
o f eoyine ge.u.
reverse band a s outlined under adjustment.
3. Check the f o l l o w i n g items: 4. Over-adjustment o f either forward and reverse

;a. Ilearings and pears worn excessively i n gear or both a i l 1 r e s u l t i n l o s s o f neutral. ( h e c k
case. Replace necessary parts. and readjust as outlined under adjustment.
Chart z
GEAR SLIPPING OR
SLOW T O ENGAGE
WITH SHIFT LEVER IN FORWARD OR REVERSE
1
Check For
I
I
I I
1. WORN CLUTCH PLATES
I
I L 3. WORN REVERSE BAND
I
I
!
I
2. FORWARD C L U T C H NOT ENGAGING

I 4. REVERSE B A N D N O T ENGAGING
1
REMEDY -
I. Ileunove forward r l u t c h plates and check f o r 3 Remove reverse band and check for wear. K e -
Z V ~ W . IKeplace i f worn excessively. p l a c e l i n i n g i f worn h c l o w rivers.
2. I n j ~ r o l w rforwanl c l u t c h adjustment. Adjust as 4. 1mprol.rr reverse hand adjustment. A<ljusr ils
o u t l i n r d under adiusrment. crutlinr<l unglqr ildjusrment. \.
-
S. 11
- TROUBLE SHOOTING CHART

-
Chart a
GEAR INOPERATIVE
DRIVE SHAFT COES NOT ROTATE WITH
SHIFT LEVER IN FORWARD OR REVERSE
I I
Check For
I
r 1
1
1. FAILURE OF PLANETARY ASSEMBLY
I
4. REVERSE BAND NOT
ENGAGING GEAR CASE
I
1
2. FA IL U R E OF REDUCTION G E AR
I 5. BROKEN OUTPUT SHAFT
I
I
3. FORWARD CLUTCH NOT ENGAGING
I
- REMEDY
I. I(eslorc ,:car cihse asscn~hl? and check for b. I;ora,ard clutch plates worn. llerlace clutch
defecriuc or datnitge'l 1-arts. Ileplnce defective plate.
or di%tnal?edparts. 4. Check the following items:
2. reduction gear asseml>ly and cllcck for a. Improper reverse band adjustn~ents. :\djosr
defective or damaged parts. Replace defective reverse bald as outlined irn<ler i t ~ l j u \ r ~ ~ ~ r r t t .
or damaped parts. Kefer t o reduction pear
1,. lleverse band lining worn. I<cl,liice l i n i n g .
service nianual.
c. (:tacked eals or l~ent o r <li~mapcdlinkupr
3. ('l~cckthe follouitig items: ~'arrs. i<cl>laredr.fectire inlareriill.
a. Inq'rolwt foraard clutch i ~ d j u s m ~ c ~
:\djust
~t. 5 . (:lwck for l,rokrn output slri~ft. I(e1~1~1ce
de-
foraitnl clutch ;IS l,lltlinctl undcr il~~jllsrnlen~. fecrire sh;llt.
L
NOTE: Disassembly need be carried out only a s f a r a s is necessary t o correct

those difficulties which interfere with proper marine gear operation.
REMOVAL O F REDUCTION GEAR ASSEMBLY FROM REVERSE GEAR
HOUSING I F INSTALLED
NOTE: Remove t h e r e v e r s e gear w i t h r e d u c t i o n g e a r attached as a complete u n i t

b e f o r e d r a i n i n g o i l , t o a v o i d f o u l i n g the b i l g e s .
1. Remove s t a r t e r motor
2. Disconnect p r o p e l l e r h a l f coupling and s l i d e back approximately 4 inches.
3. Remove capscrews s e c u r i n g reverse gear t o b e l l h o u s i n g .
4. S t r i k e gear h a l f c o u p l i n g flange w i t h s o f t m a l l e t t o break reverse gear from
bellhousing. S l i d e e n t i r e reverse and r e d u c t i o n gear s t r e i g h t back approxim-
a t e l y 3 inches u n t i l reverse gear clears b e l l h o u s i n g and l i f t u n i t s c l e a r o f
engine.
(Refer t o "Reduction Gear1' s e c t i o n o f manual f o r disassembly and assenhly o f
reduction unit.)
SAO MANUAL
TRANSMISSION
SAO MANUAL
TRANSMISSION
REMOVAL O F REVERSE GEAR HOUSING ASSEMBLY FROM ENGINE
1. Remove capscrews and lockwashers that s e c u r e r e v e r s e gear housing (3)
to front end plate (5).
2. Slide entire r e v e r s e gear housing (3) straight back approximately 3 inches
until housing is c l e a r of front plate engine g e a r (1) and lift r e v e r s e gear
housing assembly clear of front plate (5).
3. Remove pilot r o l l e r bearing (60) from front plate engine gear (1) i f it
remains on gear.
4. If necessary to replace front end plate (5), o i l seal (22), o r bearing- (37)
proceed a s follows:
a. Remove capscrews and lockwashers securing front end plate (5) to
engine flywheel housing.
b. Slide front end plate (5) straight back approximately two inches until
front plate engine gear (1) is clear of flywheel housing, and l i f t clear
of engine.
c. Remove retaining ring (36), bearing (37). retaining ring (35) and oil
seal (22).
d. Replace new o i l seal and bearing if required.
REMOVAL O F GEAR CASE ASSEMBLY FROM REVERSE GEAR HOUSING
REDUCTION MODEL
1. Remove four capscrews, cover seals (33), cover (lo), and gasket (4)
from r e v e r s e g e a r housing (3).
2. Through cover opening in reverse gear housing (3). remcve nut (70), lock-
washer and s c r e w , securing adjustment nut lockspring (68) t o e a r of brake
band assembly (62). Remove lock spring.
3. Remove adjustment nut (66) from reverse cam (65). Remove r e v e r s e
cam (65) from eye in yoke (34) and slide out r e v e r s e cam (65) from
r e v e r s e cam s l i d e assembly (63).
4. Remove c r o s s shaft (13) from reverse gear housing (3) a s follows:
a. Loosen t h e two capscrews securing the yoke (34) to the c r o s s

shaft (13).
b. With small end of housing toward mechanic, slide c r o s s shaft (13)
from left to right being careful c r o s s shaft doesn't come in contact
with operating sleeve bearing (50). o r Woodruff key (26) in cross
shaft under yoke a r m (34) isn't forced against c r o s s shaft oil s e a l (20)
in right s i d e of housing. Remove the two Woodruff keys f r o m cross
shaft.
c. Slide c r o s s shaft out of housing and remove brace (67) and l i f t yoke
(34) from operating sleeve (50).
5. On dipstick side of housing remove roll pin (24) securing brake band lock-
~
I
ing pin (12) t h a t secures brake band to housing. Remove locking pin and
inspect "0" r i n g (23) and replace i f damaged. -
6. Slide brake band (62) from gear case assembly (41) and remove band from
front of housing.
7. Remove cotter pin and nut (18-2) from r e v e r s e gear tailshaft (2-2).
8. Support r e v e r s e gear housing (3) with front end down so that gear c a s e (41)
may drop free approximately two inches.
9. P r e s s on r e v e r s e gear tailshaft (2-2) until tailshaft is free of reduction !
drive gear (87). i
10. Lift r e v e r s e g e a r housing ( 3 ) straight up until. housing clears tailshaft
(2- 2). I
11. Remove capscrews and lockwashers that secure reduction adapter plate
(85) to r e v e r s e gear housing (3).
a. Remove reduction adapter plate with attached bearing (88) and reduc-
tion drive gear (87).
b. P r e s s bearing with drive gear f r o m adapter plate.
c. P r e s s bearing from drive gear.
DIRECT DRIVE UNIT (perform p r o c e d ~r e s 1 through 6 above)
12. Bend tang of lockwasher (19) away from locknut (18-1) and remove nut
from r e v e r s e gear tailshaft (2-I), by holding gear half coupling (14) with
spanner wrench. Remove lockwasher.
13. Support r e v e r s e gear housing (3) face down so that gear case may drop
f r e e approximately 2 inches.
14. P r e s s on r e v e r s e gear tailshaft (2-1) until tailshaft i s free of g e a r half
coupling (14). Lift reverse gear housing (3) straight up from g e a r c a s e
assembly (41) until housing clears tailshaft (2-1).
15. Remove capscrews and lockwashers that secure direct drive plate (15) to
r e v e r s e gear housing (3).
a. Remove direct drive plate (15) with attached bearing (25) and gear
half coupling (14) from reverse g e a r housing (3).
b. P r e s s gear half coupling from bearing.
c. P r e s s bearing from drive plate.
d. If necessary to replace, remove o i l seal (21) from direct drive plate.
DISASSEMBLY OF GEAR CASE
1. Remove thrust washer (16-2) and r e t a i n e r ring (6) from end of r e v e r s e
gear tailshaft on reduction units, and Woodruff key (27), s e a l washer (6)
and thrust washer (16-1) from end of tailshaft on direct drive units.
2. Remove lockscrew (55) and lockwasher from screw collar (53) and remove
screw collar from gear case by unscrewing. Lift operating sleeve
assembly (50) from tailshaft when removing screw collar.
3. Lift p r e s s u r e plate (49) and clutch plates (48) and (54) from end of gear
case.
4. Properly support gear case on clutch plate c a r r i e r and p r e s s tailshaft
(2-1) o r (2-2) from propeller gear (43) and clutch plate c a r r i e r . Lift
clutch plate c a r r i e r from gear case.
5. Remove case ball bearing retaining ring (59) from groove in g e a r case.
6. Remove capscrews (14) and lockwashers (13) and case bushing- (23) from
gear case.
7. Before removal of the short o r long pinions i s attempted, f i r s t inspect the
gear teeth for indication of wear. Also, rotate each pinion to check for
rough spots during rotation. If further inspection o r replacement is
necessary, proceed with the disassembly. However, do not disassemble
unless required.
8. Drive pinion shaft (20) of one of the short pinions (22) from threaded end
of gear case approximately 112 inch. Push pinion shaft on through with a
dummy shaft.
9. Push dummy shaft until centerec in short pinion (46) and short pinion
spacer (56). Remove pinion shaft (42) from front end of gear case.
10. Remove remaining short pinions (46) f r o m gear case.
11. P r e s s propeller gear (43) from the c a s e ball bearing (58).
12. Remove long pinions (44) using dummy shaft a s in removing short pinions.
NOTE: Bushings a r e pressed into the long and short pinions.
INSPECTION
A11 parts should be thoroughly cleaned before inspection. P a r t s showing excessive
wear should be replaced.
Ball and roller bearings should be examined for indication of corrosion .
and pitting on balls o r rollers and races.
Long and short pinion bushings should be examined for wear.
Pinion shafts should be examined for wear o r "brinelling".
Long and short pinion spacers should be examined f o r wear.
Long and short pinion bore diameters should be examined for wear.
All gear teeth should be examined for "pitch line pitting", unever wear
pattern o r excessive wear.
All shafts should be examined for wear on splines and shoulders.
Clutch plates should be examined for flatness, roughness, indicating of
excessive heating and wear o r peening of driving lugs.
Clutch plate c a r r i e r should be examined f o r wear and peening of lugs and
splines.
10. Examine all oil s e a l s for rough o r charred lips.
11. Reverse band links, pins, etc. should be examined for wear o r bending.
12. Reverse band lining should be examined f o r wear.
NOTE: Lining should be replaced before rivets come in contact with gear case.
13. Gear case should be examined for wear f r o m r e v e r s e band linking, short
o r long pinions wearing into inside faces o r wear in clutch plate slots on
threaded end.
14. Screw collar and finger assembly should be examined for wear.
15. P r e s s u r e plate should be examined for wear.
16. All old gaskets should be replaced.
1 7 . Operating sleeve assembly should be examined for wear.
18. Engine gear should be examined for wear on oil s e a l surfaces, c a s e roller
bearing race, pilot bearing r a c e and g e a r teeth for "pitch line pitting",
uneven wear o r excessive wear.
NOTE: When uneven gear teeth wear has been noticed, check engine gear for I
eccentricity. Maximum eccentricity at pilot bearing r a c e is ,005 inches.
19. Where special vibration dampers a r e used a s flexible couplings, check
springs and splines for wear.
ASSEMBLY OF GEAR CASE

1. If pinion g e a r s (45) and (46) bushings (21). and pinion shafts (42) were
removed from gear case (41), assembled a s follows:
a. Insert dummy shaft into long pinion (44).
NOTE: Use s a m e dummy shaft a s used in disassembly. I
b. Insert four bushings (21)equally spaced around dummy shaft to center

shaft in gear; then assemble remaining bushings.
NOTE: Smear dummy shaft with cup g r e a s e to prevent bushings from dropping
out. Install bushing s p a c e r (56) in gear next to f i r s t row of bushings. II
\
c. L a y gear case (41) on side and i n s e r t long pinion (44) in case to align
with hole in outer row.
d. Insert pinion shaft (42) plain end first, into unthreaded end of gear
case and push through pinion a s f a r a s r e a r wall of gear case, forcing
out the dummy shaft.
e. Remove dummy shaft, and s t a r t pinion shaft into r e a r wall of case.
Do not drive pinion shaft all the way into gear case until all shafts
a r e inserted.
f. Assemble remaining long pinions in gear case.
g. Using dummy shaft, insert short bushings (47) into short pinion (46)
in same manner covered in paragraphs a and b above. With short
pinion, use pinion spacer (56).
h. Insert short p h i o n (46) into gear case, pinion toward front of case.
to line up with hole in inner row and insert pinion shaft (20) as
described in d above.
i. Assemble remaining short pinions in gear case.
2. Assemble case bushing (23) to gear case with edges of r a c e in line with
flats on pinion shafts. Replace lockwashers (13) and capscrews (14).
3. Insert propeller gear (24) through r e a r of gear case in mesh with long
pinions.
4. P r e s s case ball bearing (58) into gear case and onto propeller gear by
supporting entire assembly on propeller gear inside front end of gear
case. Make certain that case ball bearing i s seated properly on propeller
gear and into gear case. Install case ball bearing retaining ring (59) in
groove in gear case next to case ball bearing.
5. P r e s s clutch plate c a r r i e r (27) onto reverse gear tailshaft (2-1) o r (2-2).
6. Align splines on r e v e r s e gear tailshaft and p r e s s tailshaft through pro-
peller gear until propeller gear is seated against the clutch plate c a r r i e r
already on tailshaft. Support the entire assembly on propeller gear inside
front end of gear case during pressing operation.
7. Place Woodruff key (61) on end of tailshaft inside propeller gear.
8. Install clutch plates in clutch plate cavity in r e a r of gear case starting
f i r s t with bronze clutch plate (54) and alternating steel plate (34) and
bronze clutch plate.
9. Install p r e s s u r e plate (49) on top of last bronze clutch plate in clutch
plate cavity.
NOTE: Make certain that all plates ride freely and that no binding i s apparent
during assembly.
10. Assemble finger assembly (52) to screw collar (53) using finger pins (51)
and securing with cotter pins.
11. Thread screw collar (53) onto gear case assembly (41) approximately half
of the thread length.
12. Place operating sleeve assembly (50) onto tailshaft. Position ball ends of
finger a&embly over sleeve assembly.
13. Continue screwing s c r e w collar onto gear case (41) until finger assembly
will snap over center and lock into position against the shoulder of the
p r e s s u r e plate (49).
14. Push operating sleeve assembly (50) forward until finger assemblies are
free.
15. Place lockwasher over end of lockscrew (55) and thread lockscrew into
one hole near edge of s c r e w collar (53). Rotate screw collar until dog on
end of lockscrew lines up with closest hole in p r e s s u r e plate.
16. On reduction tailshafts, install retaining ring on reverse gear tailshaft
making certain that retaining ring is seated properly in groove in reverse
gear tailshaft.
CAUTION: The forward clutch is not properly adjusted at the end of this assembly.
P r o p e r adjustment i s made after installation in boat is complete. Follow i n s t r u c -
tions as outlined under section on adjustments.
ASSEMBLY OF REVERSE GEAR CASE IN REVERSE GEAR HOUSING
REDUCTION MODEL
1. Place new gaskets (a), ( I ) , and (4) on front, r e a r , and top of r e v e r s e
gear housing (3).
2. If removed for replacement, install new oil seals (20) in cross shaft holes
in housing.
3. Support gear case assembly (41) on propeller gear (43) inside front e n d of
gear case s o that reverse gear housing (3) will not r e s t on face when
lowered over gear case assembly.
4. Lower r e v e r s e gear housing (3.j over gear case assembly with r e v e r s e
gear tailshaft (2-2) protruding t h ~ u g h bore in r e a r of housing.
5. Place thrust washer (16-2) with counter-bored side down over r e v e r s e
gear tailshaft (2-2). (Make certain that thrust washer seats properly on
shoulder of retaining ring (6) on tailshaft (2-2. )
6. P r e s s reduction drive gear (87) into ball bearing (88).
7. Plsce new gasket (8) on r e v e r s e gear housing (3) and press reduction
drive gear (87) and ball bearing (88) on r e v e r s e gear tailshaft (2-2) until
ball bearing is seated against thrust washer (16-2). Thread on r e v e r s e
gear tailshaft nut (18-2).
8. P r e s s reduction gear adapter plate (85) over ball bearing and s e c u r e with
necessary bolts.
9. Install reduction gear crescent (74).
10. Tighten all capscreu-s. Tighten r e v e r s e gear tailshaft nut (18-2) until
cotter pin can be installed through castellation in nut and hole in r e v e r s e
gear tailshaft.
11. Install cotter pin and bedn ends over nut.
12. Place new gasket (72) on reduction adapter plate (85).
13. Install brake band assembly (62) onto g e a r case assembly (41) in r e v e r s e
gear housing.
14. With reduction adapter plate (85) facing mechanic, insert yoke (34) through
cover opening in housing placing forked a r m s of yoke over pins of o p e r -
ating sleeve assembly (50). Ensure p a r t number of yoke is facing
mechanic.
15. Align and hold hole in brace (67) on inside right hole in yoke and push
cross shaft through yoke and brace to left side of housing.
16. Pull c r o s s shaft out from right side of housing approximately one inch and
insert Woodruff key in c r o s s shaft to the right of each yoke hole to posi-
tion yoke t o cross shaft.
17. Secure yoke to cross shaft by tightening the two cap screws in yoke.
18. Slide r e v e r s e cam (65) through r e v e r s e cam slide assembly (63) a n d in
hole in a r m of yoke (34).
19. Position pin in brake band (62) in hole in brace (67).
20. Replace and tighten adjustment nut (66) to r e v e r s e cam slide a s s e m b l y
(63).
21. Sedure lock spring (68) over adjustment nut (66) with screw. lockwasher
and nut (70).
DIRECT DRIVE UNIT
22. After paragraph 4 above place thrust washer (16-1) over reverse g e a r
tailshaft. Place seal washer (6) over r e v e r s e gear tailshaft against t h r u s t
washer and install Woodruff key (27) in keyway in tailshaft.
23. If removed for replacement, p r e s s new oil s e a l (21) into direct drive
plate (15). P r e s s ball bearing (25) into direct drive plate.
24. Place direct drive plate, oil s e a l and ball bearing assembly on suitable
support and p r e s s gear half coupling (14) into oil seal (21) and ball bear-
ing (25) until gear half coupling is seated against ball bearing. Care must
be taken not to damage oil seal during assembly.
25. Align direct drive plate and gear half coupling up with key in r e v e r s e gear
tailshaft and p r e s s together until ball bearing is seated against thrust
washer (16- 1).
26. Place lockwasher (19) over r e v e r s e gear tailshaft with tang in keyway in
gear half coupling and thread locknut (18-1) on reverse gear tailshaft.
27. Install lockwashers and capscrews in holes in direct drive plate and bolt
to r e v e r s e gear housing.
28. Tighten all capscrews. Tighten locknut (18-1) and bend up one tang on
lockwasher (19) over locknut.
29. Continue with paragraphs 13 through 20.
ASSEMBLE TRANSMISSION TO ENGINE
1. If front end plate (5) was removed from reverse gear housing (3) or
engine flywheel housing proceed as follows:
a. Replace oil seal (22) o r bearing (37) i f necessary.
b. Slide engine gear (1) into flywheel housing damper spline.
c. Align mounting holes in front end plate (5) with holes in flywheel
housing and secure with lockwashers and capscrews.
d. After installing on engine, check engine gear for runout. Maximum
.
eccentricity is 005 inches a t pilot roller bearing.
2. Insert two studs three inches long in two opposite bolt holes in front end
plate (5).
3. Check to be certain that pilot r o l l e r bearing (60) i s properly installed in
propeller gear inside gear case.
4. Start r e v e r s e gear housing (3) over the two studs and slide housing over
engine gear (1) right up against flywheel housing. It may be necessary to
rotate gear case slightly to properly mesh teeth on engine gear and short
pinions in gear case.
5. Install lockwashers and capscrews in holes around flange of housing.
6. Remove the two studs and install remaining lockwashers and capscrews.
Tighten all capscrews.
ASSEMBLY OF REDUCTION GEAR ASSEMBLY TO REVERSE GEAR
HOUSING ASSEMBLY
NOTE: Refer to reduction gear assembly and disassembly procedures.
1. Install two studs 3 112 inches long in two opposite holes i n reduction
adapter plate.
2. Position reduction gear assembly over studs with oil drain plug at bottom
and slide onto reduction drive gear. It may be necessary to rotate reduc-
tion ring gear slightly to properly mesh gear teeth.
3. Install lockwashers and capscrews around flange of reduction gear housing
and tighten uniformly.
YOUR NOTES
5.21
SA1 AND SAO MANUAL CLUTCH ADJUSTMENTS
. With the transmission secured to the engine, I. Bock out the lockscrew (42) until the dog
replace all water lines, etc. However, do on the end of the lockscrew i s clear of the
not connect the shifting linkage until all the hole in the pressure plate (35).
- adjustments hove been made and are satis-
factorily tested: 2. Rotate the screw Collar (37) to the right
until the lockscrew (42) i s opposite the
Before securing the propeller half coupling to next hole in the pressure plate (35).
thegear half coupling, check to make certain
that the couplings do not run out more than 3. Tighten the lockscrew making certain that
.002 inches with respecttoeach other. Study the dog on the end properly enters the hole
section "Alignment to Engine" on Pages in the pressure plate.
14 and 15 of Technical Manual.
4. Continue this until a decided effort i s re-
The transmission should be filled with new oil quired to shift into forward (approximately
as specified under lubrication. 26 foot pounds).
The transmission can be partially adjusted be- 48

fore the engine has been run. However, a
complete running test i s necessary to satisfact-
orily determine whether the adiustments have
been properly made.
The' preliminary adjustments for the forward

drive are. made as follows: remove reverse
cover plate, rotate pressure finger assembly
and screw collar (37) until lock screw (42)
i s up and facing you. Then, working care-
fully to avoid dropping either screw or tools
into clutch housing -- S A 1 Reverse
The preliminary adjustments for the reverse

drive are made as follows:
1. Loosen the locknut (50) on the inside of the

upright ear at the top of the reverse band.
2. Tighten the adjusting nut (50)on the outside

of the ear until both nuts are again tight
against the ear of the revene band.
3. Repeat until a decided snap i s required to

T y p i c a l Forward shift into reverse.
Clutch Adjust-
ment (SA1 & SAO) 4. DO not tamper with adjustment of link (48).
#,, 5. For Four-99s and early Four-107s there was

a cam operuted reverse adjustment. Simply
turn screw head (103) clockwise one flat at
a time until satisfactory revene engagement
i s obtained (see Figure 3).
If further adjustments are necessary, continue
the adjustments as outlined above until satis-
factory operation i s reached. It should be
noted however that the adjustments should be
carried out only until satisfactory operation i s
reached since i t i s possible to over-adjust the
transmission. If the transmission i s over-ad-
SAO Reverse justed i t w i l l be more difficult t o shift into
forward and reverse and the parts will be heov-
i l y stressed and subject to early fatigue fail-
ure. Therefore, once the preliminary adjust-
ments have been made, only a v e r y small am-
ount of adjustment will be necessary for either
forward or reverse. Usually, an ad'ustment of
Replace the cover on the reverse gearhousing.
The transmission i s ready for a preliminary test
i
a half a step on the forward, or at t e most, a
f u l l step i s required for full adjustment. Only
which may be done at dockside. a very small adjustment i s required for the re-
verse drive.
Check all of the mooring lines before continu-
ing the test, O n the forward drive, a full step of adjustment
is os outlined above or i s m d e b y loosening
With the engine running at i.dle speed, shift the lockscrew (42) and rotating the screw
the transmission into forward and reverse not- collar (37) to the right until the next hole in
ing how well the transmission responds. the pressure plate (35) can be l i n e d up under
the lockscrew. A half o step i s mode by tak-
If the transmission does not engcge i n one or ing the lockscrew out of the hole that i t i s in
both of the forward or reverse positions further and placing i t i n the hole adjoining i t i n the
dockside adjustments are necessary. Continue screw collar. Then rotate the screw collar to
the adjustments as outlined above until. the the right until the next hole i n the pressure
transmission will engcge i n both forward and plate i s lined up under the dog of the lock-
reverse drives. screw. Make certoin that the lockscrew enters
the hole properly or i t will bind up the forward
A com lete running test i s necessary to deter- clutch.
[
mine t at the transmission i s properly adjusted.
The transmission should not slip or "break" When the transmission i s properly adjusted,
away under full power conditions i n the forward replace the cover and secure all external bolts
drive and should hold in reverse under all nor- and fasteners. Before replacing the shifting
mal reversing conditions. linkqe, check to make certoin t h a t i t oper-
ates freely and does not bind or drag. Rep1ace
the linkage on the transmission s h i f t lever and
secure properly.
WHEN C L U T C H S L l P P l NG I S N O T I C E D . STOP AND ADJUST AT O N C E .
PSOPER ADJUSTMENT W I L L M A I N T A I N YOUR CLUTCH FOR YEARS,
BUT A S L I P P I N G CLUTCH MAY D E S T R O Y I T S E L F , C A U S I N G C O S T L Y

REPAIRS.
SA1 AND SAO REDUCTION UNITS
DESCRIPTION
The WesterbekelParagon reduction gears consist of an internal ring gear and a
drive gear that offers a variety of reduction ratios.
ADJUSTMENTS
There a r e no adjustments necessary to maintain the reduction gears in roper
running condition.
DISASSEMBLY OF REDUCTION UNIT
NOTE: Disassembly need be carried out only a s f a r a s necessary to c o r r e c t
those difficulties which interfere with proper marine gear operation.
Remove reverse and reduction gear as a complete unit before removing the o i l t o
avoid fouling the bilges.
Remove o i l drain plug from bottom of reduction gear housing (86) and
drain oil f r o m unit. Make certain that a l l lubricating oil is removed
f r o m r e v e r s e gear unit.
Remove capscrews and lockwashers from flange of reduction gear housing
and slide entire reduction unit straight back approximately 3 inches until
reduction unit c l e a r s reduction drive pinion.
Bend tang of lockwasher (78) away f r o m locknut (77). Remove locknut
using suitable wrench and lift lockwasher from shaft.
Remove g e a r half coupling (75) with gear type puller o r by supporting
entire assembly under flange of gear half coupling and p r e s s agalnst shaft
to force coupling from assembly.
Support reduction gear housing so that flanged shaft assembly can drop
f r e e approximately 2 inches and p r e s s flanged shaft assembly f r o m
reduction gear housing.
Remove retaining ring (76) from groove next to ball bearing (84) inaide
reduction g e a r housing and press ball bearing from housing.
If necessary to replace, remove oil s e a l (79).
Remove Woodruff key (80)from flanged shaft and remove seal washer (74)
and s p a c e r (73).
P r e s s ball bearing (84) from flanged shaft using two holes in flange.
Remove capscrews and lockwashers from r i m of flanged shaft and r e m o v e
ring gear (71) from flanged shaft.
INSPECTION
All parts should be thoroughly cleaned before inspection. P a r t s showing excessive
wear should be replaced.
1. Ball bearings should be examined for indications of corrosion and pitting
on balls and races.
2. All gear teeth should be examined for "pitch line pitting", uneven wear
pattern o r excessive wear.
3. Examine o i l s e a l for rough o r charred lips.
4. Retaining rings should be checked for b u r r s o r deformities.
5. All gaskets should be replaced.
ASSEMBLY OF REDUCTION UNIT

1. Replace o i l drain plug into reduction gear housing (86).
2. P r e s s ball bearing (84) into reduction g e a r housing (86) and install r e t a i n -
ing ring (76) into groove next to ball bearing.
3. If removed for replacement, p r e s s new oil s e a l (79) into reduction gear
housing.
4. Place flanged shaft over ring gear (71) and line up holes in flange with
those in ring gear.
5. Place lockwasher over capscrew and insert capscrew into hole in flanged
shaft and secure flanged shaft to ring gear.
6. P r e s s ball bearing (84) onto flanged shaft. Place spacer (73) over shaft
next to ball bearing and place seal washer (74)over shaft next to s p a c e r .
7. Install Woodruff key (80) into keyway i n flanged shaft.
8. Place reduction gear housing over s m a l l end of flanged shaft and s t a r t
ball bearing (84) on flanged shaft into bore in housing by tapping housing
with a soft mallet.
9. Turn unit over with small end of housing down and p r e s s on center of
flanged shaft until spacer (73) is seated against ball bearing (84) in reduc-
tionhousing.
10. Support unit on inside of flanged shaft with l a r g e end of unit down and
p r e s s gear half coupling (75) onto shaft end and into ball bearing until
coupling is seated against ball bearing. Care must be taken to line up
keyway in coupling and key in shaft before pressing together.
11. Place lockwasher (78) over end of flanged shaft with tang on inside of
lockwasher in slot on flanged shaft. Place locknut (77) onto shaft and
secure using suitable wrench.
12. Bend one tang of lockwasher into slot on locknut.
13. Install two studs 3 112 inches long into two opposite holes in reduction
adapter plate.
14. Position reduction gear assembly o v e r studs with oil drain plug at bottom
of housing and slide onto reduction drive gear. It mag be necessary to
rotate reduction gear slightly to properly mesh gear teeth.
15. Install lockwashers and capscrews around flange of reduction gear hous-
ing and tighten uniformly.
*I
,
\
S.25
TYPE RB - FREEWHEELING
The Volvo Penta reduction-reverse gear, type 2. Remove the bolts holdin g the reverse gear
RB, has a built- in reduction gear, w i t h reduct- to the engine and p u l l the reverse gear
ion ratio 1.91 :1 . Engagement "Ahead" or "As- carefully aft, withoutbreaking, sothat i t
tern" takes place by means of self-adjusting cones i s released from the engine.
which are held i n the engaged position partly
with the help of the propeller thrust. 3. Remove the bolt (12) and p u l l o f f the coup-
ling flange (10). Also lift off the rubber !
When engaging "Ahead", the output shaft i s protector (18). The key (15) need not be
moved with i t s cone so that i t meshes with the removed.
front cone. When "Astern" i s engaged, the
output shaft i s moved backwards and meshes 4. Remove the reverse gear lever from the
with the inner conewhichoperatesvia an inter- control shaft (1). Then remove the cover
mediote gear. The direction of rotation of the (2). Pullout the control shaft (1) and the
output shaft w i l l therefore be reversed. I n the eccentric stud (9) (note the position of the
neutral position the cone i s held by the locking stud which has marked sides.
plunger insuch a potition that thereisclearance I
between the cone and the gear wheel. I
5. Remove the bolts which secure the reverse

Reduction-reverse gear with ratio 1 .9 :1 has a gear housing (32) to the casing (33). Part
separate o i l changer and i s watercooled. the casing from the housing by means of
light blows with a mallet.
6. Remove the bolts (22) and take out the

shaft (17) w i t h the sleeve (20).
i
8. Remove the bolts (23) and the washer (24).

Place one of the bolts (23) i n the center
~
I
hole of the support bearin g (27) and p u l l

off the gear wheel (30). l f t h e ball bear-
ing (29) i s to be removed from the gear
wheel, remove the bolts (25) and the ring
(26) after which the b a l l bearing i s press-
ed out.
Fig. 1. RB type reduction-reverre
gear, ratio 1.9 :1
9. Liftoutthecone(28).
10. Remove t h e gear wheel (31) with bearing

(34) fro'mthe housing (33). Forthe reduct-
ion-reverse gear w i t h ratio 1 .9 :1, remov-
REPAIR INSTRUCTIONS - REMOVING ing i s made easier by tapping carefully on
the bevelledside of the gear wheel (31),
The repair instructions refer t o Fig. 2 for ratio
1.9 :l.
11. See Fig. 2 . Remove the bolts (38). The
1. Disconnect the cooling water connections flange (44) need not be removed from the
(ratio 1.9 :I). Remove the propellershaft shaft. Press out the shaft (42) together w i t h
and push i t aft. the cover (43) andthe b a l l bearing. Pres-
Fig. 2. Cross- section of r e d u c t i o n - r e v e n e g e ~ r , r o t i o1.9 :1
sure i s applied to the shaft journal for the ponentsshould be carefully cleaned. A t the same
bearing (35). Take care to ensurethat the time inspect the parts and replace those t h a t are
needle bearing (35) i s not damaged. Pro- worn. Fitnew gaskets, O - r i n g and spring wash-
tect the bearing from dirt and place i t so ers. Check carefully to see that a l l sealing ring:
that i t w i l l take up the same position again are undamaged.
when being fitted.
See Fig. 2. Friction lining wear on the gear
12. Drive out the shaft (40) w i t h the gearwhee I wheel (31), which i s most subjected to wear, i s
(37) and the bearing (36). W i t h regard to compensated for by increasing the thickness of
taking care of the bearings, see point 11. the shim (21) as follows: Place the cone (28)
i n the gear wheel (31) and measure the distance
13. See Fig. 2. Removal of flange (44) and "X" shown i n Fig.4 The amount by which the
bearing (3) from the shaft (42) should be measurement "X" i s less than 85mm (3.35") de-
done i n a press ofterthe locking flange has termines how much thethickness of the shim (21) ,
been removed. Pressure mustnot be applied shall be increased. For example, if thedistance
to the outer circumference of the flange measures83mm (3.29"), then a 2mm (0.08") thick
*
(44). shim shouldbefitted. If the wearis so great that
the measurement "X" i s less than 81mm (3.19"),
INSPECTION then the worn parts must be replaced. The f r i c t - ,
i o n linin g s i n the gear wheel and cone are not
Before the reverse gear i s refitted, a l l its com- interchangeable.
5.27
Fit the bearing (36) and the gear wheel 12. Fit the flange (9), shaft (I), lockin g plung-
(37), also press the shaft i n t o the housing. er(8), sleeve (4), spring (5) andthe plung-
e r housing (6). O i l the parts liberally be-
2. Fit the gear wheel (31) w i t h bearing (34) forefitting. The flange (9) i s f i t t e d so that
into the housing (33). i t s sides marked "0" follow the longitudin-
a l direction o f the engine. Fit the reverse
3. See Fig. 2 . F i t together the shaft (42), gear lever a n d check the movements of the
bearing (39), cover (43) and the flange leverfrom neutral to "Ahead" and"Asternl'
(44) into one unit. The h l l bearing (39) positions respectivel y , which should be
i s fitted so that the recess on one side o f equi-distant. If the movement i n one dir-
the Searing (Fig.7) faces opposite the ection isappreciably more than i n the other
teeth on the shaft (42). If the sealing ring direction, this i s to be adjusted by turning
i n the cover (43) shows the least sign of the flange (9). This i s shaped such that the
damage or i f i t has been removed from the center of the rectangular portion i s offset
cover, itshould be replaced b y a new one. i n relation to the center of the cylindrical
A protecting sleeve shouldbe used to pre- portion (guide). If the flange i s f i t t e d so
vent damage tothe sealing ring by the pas-
that the projecting side facesforwards, the
sage of the keyway i n the shaft (42). movement o f the reverse gear lever from
the "Ahead" position to "Neutral" i s de-
4. See Fig. 2. F i t the shaft unit i n t o the creased. If the flange i s turned half a turn
housing (33). Take care t o ensure that the so that the proiecting side faces aft, the
gear wheel on the shaft (42) meshes w i t h movement of the lever from " Neutral" to
both gear wheels (37 and 31). the "Astern" position i s decreased.
5. See Fig. 2 . Fit the needle bearing (35). Then check that the reverse gear engages
i n both the "Ahead" and "Astern" positions .
6. Fitthecone(28)inthegearwheel(31).
13. Fit the reverse georto the engine. Regard-
7. Fit together the bearing support (27), bear- ingthe reverse gear w i t h ratio 1 . 9 :1, f i t -
ing support (27), bearing (29), cover (24) ting i s foci l i t a t e d i f the rubber bushings on
and the gear wheel (30) i n t o one u n i t and the driving studs (45) as well as the holes
and tighten on the cover (24). The b a l l for these i n the engine fl y wheel, are care-
bearing isfittedso that the recess one side f u l l y coated w i t h talc.
of the bearing faces away from the teeth
on the gear wheel (30). The bearing sup-
port (27) and the washer are f i t t e d so that
the middle through hole comes upwards.
8. P l a c e t h e u n i t i n thecone (28).
9. F i t the shaft (17) and the sleeve (20) onto

the cone (28). 1. Spring housing
2. Interlock pin
3 . Control shaft
10. Fit the reverse gear housing (32) over the
assembled parts and tighten i t onto the 6 . B e a r i n g housing
i . Heverse gear
housing (33).
11. Fit the rubberprotector(l8) and the coup-

',
ling flange (10). Before f i t t i n g check that
the b o l t (12) i s well tightenedandthat the
key (15) i s properly bedded down i n i t s ke y -
way i n the shaft (17). Fig. 3. Rear section of r e v e r s e gear
1. Set the reverse gear lever in the neutral the lever retainer and the shaft must be
position. turned.
a. Remove the spring housing (1, Fig. 3)

2. Remove the bolts which hold the bearing
housing (6, Fig. 3) to the housing (7). and l i f t out the lockin g plunger (2).
Pull the bearing housing aft several milli-
meters (this i s facilitated by carefully en- b. Remove the cover (4) without pullin g i t
gaging the lever), insert a knife between off the shaft.
the sea ling surfaces and loosen the basket
carefuIlysothat i t remains in contact with c. Lift the shaft (3) with cover (4) from the
only one of the sealing surfaces. housing and turn the shaft 180 (half a.
turn). Turn also the flange (5) half o
turn and f i t the shaft.
4. Refit the parts.
3. Turn the bearing housing to the desired I f the remote control for the RB reduction-re-
position and tighten down the housing. verse gear isfitted, i t may not be done i n such
a way that a constant pressure operates on the
If the keywayon the shaft i s i n such a po- reverse gear control components. I n both
sition after being moved round that the re- "Ahead" and "Astern" positions the remote con-
verse gear lever cannot befitted, the shaft trol device must be completely unloaded so that
and flange are turned as follows: O n the the propeller thrust con maintain the cones i n
shaft there i s onlyone keyway so that both the reverse gear in the engaged position.
DATA
Type.. ................................... Volvo Penta RB 1.9 :1
Ratio "Ahead" ............................ 1.9 :1
Ratio "Astern" ............................ 1.73:l
Lubricating system ......................... Circulation type
..................... 0.5 liter (1 quart)
O i l capacity, opprox..
O i l grade................................ Service DS
Oil viscosity ............................. SAE 20
O i l change............................... Every 100 hours
Propeller type ............................. Left-hand thread
Weight, approx.. .......................... 28 kg (61 lb.)
S.29
PARAGON P-21 SERIES HYDRAULIC

I. SPECIFICATIONS
.4. Description Chart
-
MODEL REDUCTION RATIO DIRECTION O F ROTATION
P21L DIRECT A L L L E F T HAND
P22L l.5:1 AS VIEWED FROM
P23L 2: 1 THE OUTPUT END
P24L 2. 5:l O F T H E TRANS-
P25L 3:l MISSION
I
B. Model and Serial Numbers
Each reverse g e a r h a s a model number and

a serial number. These numbers a r e on
the name plate, located on the housing
of the transmission.
MODEL A N D SERIAL NUMBER CHART
DIRECT DRIVE MODEL AND SERIAL NUMBERS
P21- L 55-1234
/
P2 - 7
'
Gear S i z e 1- Direct Drive \- \L L e f t Hond R o t a t i o n U n i t
SJ.1234 - Transmission S c r i o l No.
REDUCTION GEAR MODEL AND SERIAL NUMBERS
P 23 h 51-5678
P2
/
- G e a r Size -1-71
'
2
1
- 1.5:)
2.0: 1 Geor
L - L e f t Hond Rotation U n i t
5J.5678 - Trans-
mission
Seriol
2.5: 1 Rotio No.
5 \ 3.0: 1
t~
-
II. INTRODUCTION ward drive i s through a multiple disc clut-h
arrangement, while the r e v e r s e drive utilizes
a reverse clamp band and planetary ge:tr
TIansmissions have been designed f o r smooth train. The transmission oil is circulatttl :111d
operation and dependability in marine use. The cooled through a separate external oil cooler
transmission is self-contained, having an oil c o r e , which is in turn cooled by the engine
pressure system and oil supply completely water. Paragon transmissions a r e furnished !
separated from engine lubricating oil systems. with either direct drive o r reductio~igears.
Gear reduction ratios and c o r r e s p o n d ~ n g
Transrqission oil under pressure i s used to model identification numbers a r e listed in
engage a forward o r reverse drive. The for- Section I. under "SPECIF1C;ZTlOKS".
Ill. INSTALLATION 4. Install and tighten four bolts with lock-

washers through the transmission
A. The installation instructions below a r e for housing flange into the engine adapter
use when theoriginal transmission has been plate. Remove the 3-1/2" studs. Install
removed f o r servicing and must be re- and tighten the two remaining bolts
installed, o r when the transmission unit with lockwashers through the trans-
i s to be adapted a s non-original equip- mission housing flange.
ment to a marine engine.
D. The transmission and propeller shalt cuu-
B. It i s important that the engine and trans- pling must be carefully aligned before the
mission rotations a r e matched. The direc- propeller shaft i s connected to the trans-
tion of rotation of an engine is defined in mission, in order to avoid vibration and
this manual a s the direction of rotation consequent damage to the transrnission,
of the engine crankshaft a s viewed from the engine, and boat hull during oper:iiiorl.
output end of the transmission. A clock- To align the coupling, move the proptlier
wise rotation of the engine is a right hand shaft, with attached coupling flange, toward
rotation and a counterclockwise rotation of the transniission s o that t h e faces of the
the engine i s a left hand rotation. propeller shaft coupling flange anci .trans-
mission shaft coupling fi3nge a r e in con-
A l e t t e r "R" o r "L," appearing on the tact. The coupling flange f a c e s should be
transmission serial nunkl,i-r plate illus- in contact throug'hout their entire circuni-
trated in Section I, "SPECIFICATIOXS", ference. The total runout or gap t~etwi?ert
indicates whether the transmission is f o r the faces should not exceed .002" at any
use with a right or left hand rotating point. If the runoul exceeds .002", reposi-
engine. tion the engine and attached transrnission
by loosening the engine support bolts and
C. The hydraulic transnlission i s attached to adding o r removing shims t o r a i s e o r lower
the engine in the following manner: either end of the engine. If necessary,
move the engine sideways to adjust rhe
1. Insert two 3-1/2" studs in opposite runout o r to align the coupling flange
transmission mounting holes in the faces laterally. Tighten the engine support
engine adapter plate. bolts and recheck the alignment of the
coupling before bolting the coupling flanges
2. P l a c e the transmission against the studs together. Connect the coupling flanges with
s o that the studs go through two .>f the bolts, lockwashers. and nuts.
matching holes in the transrnission
housing flange. E. Connect the oil cooler lines to the t m n s -
mission.
.
3. Slide the transmission along the studs F. Connect Lhe shift control cable froni t.he
toward the engine so that the spline on cockpit control station to t h e transrnission (
the shaft a t the front of the transmission control valve lever, shown in Figure on i
e n t e r s the matching splined hole in the page 5. Place the transnlission control
engine vibration dampener. valve lever in the neutral position and !
I
adjust the shaft control cable length until o r reverse position, and should return
the cockpit control station hand lever i s exactly to the neutral position when the
in the neutral position. Move the cockpit hand lever i s in the neutral position.
control hand lever to forward and r e v e r s e
positions several times whileobserving the G. Remove the oil dipstick, shown in Figure
transmission control valve lever motion. on page 5. and fill the transmission with
'The transmissioncontrol valve lever should Type A transmission fluid to the mark on
move fully into forward orreverseposition the dipstick. Replace the dipstick in the
when the hand lever i s moved into forward transmission housing.
I V . OPERATION Starting Procedure
1. Always start the engine with the trans-

Principle of Operation mission in NEUTRAL to avoid moving the
boat suddenly forward o r back.
The transmission forw:lrd and reverse d r i v e s 2. When the engine is f i r s t started, allow it
a r e operated by transnlission oil under p r e s - to idle for a few moments. Stop the engine
sure. .4n internal gear type oil pump delivers and check the transmission oil level. Add
the transmission oil, under pressure. to the oil if necessary to bring the oil level up
external oil cooler. The transmission oil is to the mark on the transmission dipstick.
returned, still under pressure. to the oil
distribution tube and relief valve. The relief
NOTE
valve maintains the oil pressure by remaining
closed until the oil pressure reaches 60 PSI. ON SUBSEQUENT START-UPS, THE
When the ,:ontrnl lever is shifted to the TRANSMISSION OIL LEVEL MAY BE
forward position, oil under pressure is de- CHECKED BEFORE RUNNING THE
livered to the niultiple disc clutch piston. ENGINE. WHEN ENGINE OIL IS
which moves to clnmp the clutch discs and CHECKED.
planetary reverse gear c a s e together. The 3. Start theengine again, withthe transmission
discs and c a s e then revolve a s a solid Cou- in NEUT'R:iL, and allow the enginetowarm
pling in the direction of engine rotation. The up to operating temperature.
reverse drive is engaged by shifting the
4. Shift the transmission into FORWARD o r
control lever to the reverse position, s o that
RI.:VEHSE a s desired, If the engine should
oil under pressure is clrliverrd to the r e v e r s e
stall when the transmission i s shifted to
piston. The reverse piston moves to clamp
FORWARD o r REVERSE, place the trans-
the reverse hand around the planetary g e a r
missicn in NEUTRAL before restartingthe
c a s e , preventing the planelnry gear c a s e
from nioving but allowing the planetary g e a r s engine.
to revolve to tirive the output o r propeller It i s recommended that shifting be done a t
shaft in a direction opposite 11, the rotation speeds below 1000 RPM, and preferably in
of the engine. With the control lever in the the 800 RPM, o r idle engine range, to pro-
neutral p n s i t i o ~ ~pressurized
. oil i s prevented ldng the life of the engine, transmission,
from entering ihc ch~ti:h piston o r r e v e r s e and boat. EMERGENCY shifts may be a t
band piston nn~lt h r i~ropeliershaft remains higher engine speeds, but this is not a
stntionnrs. recommended practice.
V. M A I N T E N A N C E a r e full. If necessary, refill to the mark
on the dipstick to ensure proper operation
:\. Lubrication of the transmission. The transmission oil
level should becheckedeach time the engine
The Models P200. P300 and P400 trans- oil level i s checked, before running the
missions a r e self-containedunits, indepen- engine.
dent of the engine lubricating systems.
The units a r e lubricated by pressure and by The oil in the transmission should be
splash from its own oil. The type of oil changed every 100 hours, o r each season
recommended i s "Transmission Fluid, under normal conditions. However, the
Type :A", commonly used for automatic number of hours that can be run between
transmissions in automobiles. oil changes varies with the operating condi-
tions. Drain plugs a r e located at the
The quantity of oil depends upon the angle bottom of the r e v e r s e g e a r housing and the
of installation, a s well as the reduction reduction g e a r housing.
model. The level must be maintained at
the mark on the dipstick and should be
checked periodically to ensure satisfac- B. Adjustments
tory operation.
No adjustment is necessary f o r the FOR-
When filling for the first lime o r refilling WARD drive multiple disc clutches, and the
after an oil change, check the level after reverse band i s self adjusting to compen-
running f o r a few minutes to make certain sate for lining wear, s o that no external
that the oil cooler and the various passages reverse band adjustment i s necessary.
-OIL TO COOLER
L DRAIN
PLUG
C. Trouble Shooting Chart S.33
PROBLEM POSSIBLE CAUSES AND METllODS OF CC)RRECTION

9EAR INOPERATIVE
Drive Shaft does not operate

with selector valve in forward 1. Low Oil Pressure. a. Low oil supply.. Add oil, refer to
o r reverse. lubrication.
b. Faulty oil g a g e . Replace gauge.

Oil gauge slow to register, a i r o r
obstruction in oil gauge line. Clean
and bleed oil gauge line.
c. Plugged oil lines ul' passages.

Clean lines o r passages.
d. Oil pressure relief valve scored

and sticking. Remove relief valve.
Clean valve and valve bore in
control valve housing with crocus
cloth to free valve, o r replace.
e. Defective pistons and oii distributor

s e a l rings. Replace seal rings.
f. Defective oil pump. Check for wear,

and replace if necessary.
2. High Oil Temperature a. Low oil supply. Add oil, refer to

lubrication.
b. Low water level in cooling system.

Add vrater, and check f o r leaks.
c. Plugged raw water inlet screen.

Clean screen.
d. Collapsed or disintegrated water

inlet hose. Repiace hose,
e. A i r leak in cooling water suction

line; Replace suction line.
f. Raw watsr pump impeller worn or

damaged. Replace impeller.
g. Clogged o r dirty ori cooler element.

Remove and clean
3. Reverse Band not
engaging Planetary a. Reverse band lining worn out.
Gear Cage. Replace lining.
L. Defective reverse piston "0" ring.
Replace "0" ring.
1. Failure of Planetary Remove gear case assembly, and check

Assembly. f o r defective or damaged parts. Replace
defective o r damaged parts.
5. Failure of Rcduction Remove reduction gear assembly and

check f o r defective or damaged parts.
I Gear.
Replace defective or damaged parts.
.,,
PROBLEM POSSIBLE CAUSES AND METHODS OF CORRECTION
GEAR DRAGGING
Drive Shaft rotates either

forward o r reverse with Forward clutch plates warped and
Selector Valve in neutral 1. Defective forward sticking. Remove clutch plates and
position. Clutch Plates. replace.
2. Defective forward Forward clutch piston release spring

Clutch Piston Release broken o r weak. Replace spring.
Spring.
3. Binding in Planetary a. Bearings and gears worn excessively

Assembly. in gear case. Replace necessary
parts.
b. Input shaft bearings worn excessively,

causing misalignment of input shaft.
Replace necessary parts.
GEAR SLIPPING OR SLOW TO

ENGAGE
With Selector Valve in forward

o r reverse position. 1. Low Oil Pressure. See "Gear Inoperative:' (1).
2. Worn forward Clutch

Plates.
Remove forward clutch plates and check
for wear excessively, replace clutch
.
plates.
3. Reverse Band not See "Gear Inoperative", ( 3 ) .

engaging Gear Case.
INTERNAL AND EXTERNAL

LEAKS 1. Water in Lubricating a. Hole in oil cooler element permitting
Oil. water to seep into oil compartment.
Replace oil cooler element.
b. Oil cooler gaskets. Check gaskets

and replace.
2. Excessive Oil in
Engine Crankcase or Defective front end plate oil seal.
Flywheel Housing. Replace oil seal.
3. Oil on Exterior of
Marine Gear. a. Oil seeping from breather. Check
f o r too high oil level.
b. Defective r e a r end oil seal. Replace

oil seal.
4. Loss of Oil from

Transmission. a. Check f o r defective gaskets and
seal.
i
WARNER HYDRAULIC
DESCRIPTION be shifted to the point where i t c o v e r s

Westerbeke F o u r - 107 the l e t t e r "F" on the c a s e casting, and
is located in its p r o p e r position by the
Engines a r e also furnished with Warner poppet ball. The Warranty is cancelled
hydraulic d i r e c t drive and reduction if the shift leverpoppet s p r i n g a n d / o r
g e a r assemblies. ball is permanently removed, o r i f the
The direct drive t r a n s m i s s i o n consists control l e v e r is changed in a n y manner,
of a planetary g e a r s e t , a forward o r repositioned, o r if linkage between
clutch, a r e v e r s e clutch, a n oil pump, r e m o t e control and t r a n s m i s s i o n shift
and a p r e s s u r e regulator and r o t a r y l e v e r does not have sufficient t r a v e l in
control valve. All of t h e s e a r e con- bothdirections. This does not apply to
tained in a c a s t i r o n housing along with t r a n s m i s s i o n s equipped with Warner
necessary shafts and connectors, to Gear e l e c t r i c a l shift control.
provide forward, r e v e r s e and neutral
operation. A d i r e c t drive r a t i o is used LUBRICATION
for a l l forward operation. In r e v e r s e , The p r o p e r t i e s of the oil u s e d in the
the speed of the output shaft is equal to t r a n s m i s s i o n a r e extremely important
input shaft speed, but in the opposite t o the p r o p e r function of t h e hydraulic
direction. Helical gearing is used to s y s t e m . Therefore, i t is extremely
provide quieter operation than can be important that t h e r e c o m m e n d e d oil,
obtained with s p u r gearing. automatic transmission fluid (ATF),
Oil p r e s s u r e is provided by the c r e s - Type "A" be used.
cent type pump, the drive gear of
which is keyed to the drive shaft and PROCEDURE FOR FILLING
operates a t t r a n s m i s s i o n input speed TRANSMISSION WITH OIL
to provide screened oil to the p r e s s u r e When filling the transmission, o i l
regulator. should be added until it r e a c h e s the
F r o m the regulator valve the oil is full m a r k on the dipstick. The quan-
directed through the p r o p e r circuits tity of o i l depends upon t h e angle of
to the bushings and anti-friction bear- the installation. The unit should be
ings requiring lubrication. A flow of turned o v e r at engine idle speed for a
lubricant is present a t the required s h o r t t i m e in o r d e r to f i l l all circuits,
p a r t s whenever the front pump is turn- including the cooler and c o o l e r piping.
ing and i t should be noted that supply
is positive in forward, neutral and PROCEDURE FOR CHECKING OIL
r e v e r s e conditions. LEVEL
The unit h a s s e a l s to prevent escape The oil level should be checked i m -
of oil. mediately after shutting off engine and
sufficient oil added to again bring the
Both the input and output shafts a r e t r a n s m i s s i o n oil level to t h e full m a r k
coaxial, with the input shaft splined on the dipstick assembly. T h e dipstick
for the installation of a d r i v e damper, a s s e m b l y need not be. threaded into the
and the output shaft provided with a c a s e t o determine the o i l level. It
flange for connecting to the propeller need only be inserted into the c a s e
shaft. until the cap o r plug r e s t s on the s u r -
face surrounding the oil f i l l e r hole.
CONTROL LEVER POSITION The t r a n s m i s s i o n should be checked
The position of the control lever on periodically to a s s u r e p r o p e r oil level,
transmission when in forward should and oil should he added if necessary.
CHANGING OIL
It i s recommended that the transmis-
sion oil be changed once each season.
After draining oil from the unit, the
removable oil screen should be
thoroughly cleaned before refilling
the transmission with the recom-
mended oil (ATF) Type "A".
REDUCTION GEAR BOX
The reduction gear box operates in
conjunction with the direct drive unit.
The reduction gear box consists of a
planetary gear set which reduces the
input revolutions to a fixed ratio.
It is recommended that all installa-
tions using a reduction gear have a
suitable locking device o r brake to
prevent rotation of the propeller shaft
when the boat i s not under direct pro-
pulsion. If the marine gear is not in
operation and the forward motion of
the boat causes the propeller shaft to
rotate, lubricating oil will not be c i r -
culated through the gear because the
oil pump is not in operation. Over-
heating and damage to the marine gear
may result unless rotation of the pro-
peller shaft is prevented.
Except in an emergency, shift from
forward to reverse drive through
neutral at engine speeds below
1000 rpm to prevent damage to the
engine, o r marine gear.
SHORT PROFILE SAILING GEAR
1. Description
1.1 Brief description
The Short Profile Sailing Gears are equipped with a positively

driven, mechanically operated helical gearing system. The
servo-operated multiple-disc clutch requires only minimum
effort for gear changing, making the transmission suitable
for single-lever remote control via a rod linkage, Morse or
Bowden cable.
The torque transmission capacity of the clutch is exactly rated,
preventing shock loads from exceeding a predetermined value and
thus ensuring maximum protection of the engine.
The transmission units are characterized by low weight and small

overall dimensions. The gearbox castings are made of a high-
strength, corrosion-resistant aluminum alloy, chromized for
improved sea water resistance and optimum adhesion of paint.
The transmissions are immersion-lubricated. Maintenance is

restricted to oil level checks (see "Maintenance").
AIR VENT HOLE
{EEL END
LEVER
NING SCREW
1.2 Gear casing
The rotating parts of the HBW transmission are accomodated i n an oil-tight casing
divided into two halves in the plane of the vertical axis. Amply dimensioned cool-
ing ribs ensure good heat dissipation and mechanical rigidity.
An oil filler screw with dipstick and an oil drain plug are screwed into the gear
casing. The filler screw i s provided with a breather hole.
The shaft for actuating the multiple-disc clutch extends through a cover on the
side of the gear casing.
1.3 Gear sets
The transmission is equipped with shaved, casehardened helical gears made of

forged low.carbon alloy steel. The rnultispline driving shaft connecting the trans-
mission with the engine is hardened as well.
The driven shaft (propeller side) of the transmission is fitted with a forged coupling
flange.
S.43
1.4 Multiple-disc clutch including operation - power train
The engine torque is applied t o the input shaft (36) in the specified direction of
rotation and, in shifting position A (see item 1.21, via gear (44), the frictionally
engaged clutch discs (51 and 52) t o the external disc carrier (57) and from there
via the guide sleeve (59) t o the output shaft (66).
I n shifting position B (see item 1.21, the torque is transmitted from the input
shaft (36) via intermediate gear (26), gear (65), clutch discs (51 and 52) to the
external disc carrier (571, the guide sleeve (59) and the output shaft (66).
- Function
The transmission uses a positively driven, mechanically operated multiple-disc
clutch system mounted on the output shaft.
The thrust force required for obtaining positive frictional engagement between the
clutch discs is provided by a servo system. This essentially comprises a number of
balls which, by the rotary movement of the external disc carrier, are urged against
inclined surfaces provided in pockets between the guide sleeve and the external
disc carrier and in this manner exert axial pressure. The thrust force and, as a
result, the transmittable friction torque are thus proportional t o the input torque
applied. Due t o the cup springs (48) supporting the clutch disc stack and a limita-
tion of the range of axial travel of the external disc carrier (571, the thrust force
cannot exceed a predetermined value, so that the torque transmission capacity of
the clutch is limited.
The actuating sleeve (60) is held in the middle position b y spring-loaded pins. To
initiate the shifting operation, the actuating sleeve (60) need merely be displaced
axially b y a shifting fork until the arresting force has been overcome. Then the
actuating sleeve (60) is moved automatically b y the spring-loaded pins, while the
external disc carrier, which follows this movement, is rotated by the frictional
forces exerted b y the clutch discs, and the shifting operation is completed as de-
scribed above.
utput
1
L~
,- .
S.44
1.5 Shaft bearings
Both the input and the output shafts are carried i n amply dimensioned taper roller
bearings.
The intermediate gear and the movable gears are carried in sturdy needle roller
bearings.
1.6 Shaft seals
External sealing of the input and output shafts is provided by radial sealing rings.
The running surfaces on the shafts are casehardened.
1.7 Lubrication
The transmissions are immersion-lubricated. The bearings are generously supplied

with splash oil and oil mist.
S.45
2. Installation
2.1 Delivery condition
For s a f e t y reasons, t k e gearbox is NOT f i l l e d w i t h o i l f o r

shipment. The a c t u a t i n g l e v e r is mounted on t h e a c t u a t i n g
shaft.
Before leaving the factory, each transmission is subjected t o a test run with the
prescribed ATF oil. The residual oil remaining in the transmission after draining
acts as a preservative and provides reliable protection against corrosion for a t least
1 year i f the units are properly stored.
2.2 Painting the gearbox
Before painting the gearbox, take care t o remove any oil films by means of suit-
able agents (e.g. HST safety cleansing fluid).
Always cover the running surfaces and sealing lips of the radial sealing rings on
both shafts before painting. Make certain that the breather hole on the oil filler
screw is not closed b y the paint. Indicating plates should remain clearly legible.
2.3 Connection o f gearbox with engine
A t o r s i o - e l a s t i c damping p l a t e between t h e engine and t h e

transmission i s t o compensate f o r minor alignment e r r o r s
and t o p r o t e c t t h e i n p u t s h a f t from e x t e r n a l f o r c e s and
loads. Radial p l a y should b e a t l e a s t 0.Smm.
2.4 Suspension of engine-gearbox assembly in the boat
To protect the gearbox from detrimental stresses and loads, provision should be
made for elastic suspension of the engine-gearbox assembly i n the boat or craft.
The oil drain plug of the gearbox should be conveniently accessible.
2.5 Position of gearbox i n the boat
The inclination of the gearbox unit in the direction of the shafts should not per-
manently exceed an angle of 20 degrees (see illustration).
The gearbox can also be mounted with the output shaft i n the upward position.
Interchange the oil dipstick and the oil drain plug i n this case.
S.46
2.6 Operation of gearbox
Gear changing requires only minimum effort. The gearbox is suitable for single
lever remote control. Upon loosening the retaining screw, the actuating lever (see
illustration) can be moved t o any position required for the control elements (cable
or rod linkage). Make certain that the lever does not contact the actuating lever
cover plate (9): the minimum distance between lever and cover should be 0.5 mm.
The control cable or rod should be arranged at right angles t o the actuating lever
in the neutral position of the lever.
The shifting travel, as measured at the pivot point of the actuating lever, between
the neutral position and end positions A and B should be at least 35 mrn for the
outer and 30 rnm for the inner pivot point.
A larger amount of lever travel is in no way detrimetal.
However, if the lever travel is shorter, proper gear engagement might be impeded
which, i n turn, would mean premature wear, excessive heat generation and result-
ing damage.
0
Minimum shifting movement
for Bowden cable
Clamping screw to be
tightened to torque
D o not remove cover

Oil dipstick and
oil filler screw
17 mm width across flats
.
The position of the cover plate underneath the actuating lever is factory-adjusted
t o ensure equal lever travel from neutral position t o A and B.
When installing the gearbox, make certain that shifting is not impeded e.g. by
restricted movability of the Bowden cable or rod linkage, by unsuitably positioned
guide sheaves, too small bending radius, etc.
2.7 Engine-gearbox compartment
Care should be taken that the engine-gearbox compartment is properly ventilated,
3. Operation
3.1 Initial operation
Fill the gearbox with oil of the recommended grade (see items4.1 and 4.2). The
oil level should be the index mark on the dipstick (see illustration).
Casino" surface &
Dipstick
Correct readings up t o Oil level

20' inclination i n
direction of shafts
-
- ATF, Type A
or
Dexron I1
To check the oil level, just insert the dipstick, do not screw in. Retighten the
hex screw with the dipstick after the oil level check.
S.48
3.2 Operating temperature
The max. permissible temperature of the transmission oil is 130 OC.
3.3 Operation of gearbox
Shifting is initiated by a cable or rod linkage via the actuating lever and an actuat-
ing cam. The completion of the gear changing operation is automatic and cannot
be influenced by external control. The actuating lever is mounted on an actuating
shaft and fixed by means of a retaining screw.
Gear changing should be smooth, not too slow, and continuous (without inter-
ruption). The multiple-disc clutch permits gear changing at high engine rpm, in-
cluding sudden reversing at t o p speeds i n the event of danger.
3.4 Operation without load
Rotation of the propeller without load, e.g. while the boat is sailing, being towed,
or anchored i n a river, as well as idling of the engine with the propeller stopped,
will have no detrimental effects on the gearbox.
Locking of the propeller shaft by an additional brake is not required, since lock-
ing is possible by engaging the reverse gear.
3.5 Lay-up periods
If the transmission is not used for periods of more than 1 year it should be com-
pletely filled with oil of the same grade to prevent corrosion. Protect the input
shaft and the output flange b y means of an anticorrosive coating if required.
3.6 Preparation for re-use
Drain the transmission of all oil and refill to the proper

level with the prescribed oil.
4. Maintenance
4.1 Transmission oil
To ensure trouble-free operation of the clutch, only use oil of the recommended
type.
Under no circumstances should the oil contain any additives such as molybdenum
sulphite.
We recommend commercial Automatic Transmission Fluid (ATF), Type A

o r Dexron 11.
4.2 Oil quantity
HBW 5 approx 0.4 ltr

Use the index mark on the dipstick as a reference.
4.3 Oil level checks
Check t h e o i l l e v e l i n t h e t r a n s m i s s i o n d a i l y . Correct
o i l l e v e l i s t h e index mark on t h e d i p s t i c k ( s e e item 3 . 1 ) .
Always use t h e same o i l grade when topping up.
4.4 Oil change
Change the oil for the first time after about 25 hours of operation, then a t inter-
vals of at least 1 year.
4.5 Checking the Bowden cable or rod linkage
The Bowden cable or rod linkage should be checked a t shorter time intervals.
The minimum lever travel from the neutral position t o operating positions
(0-A = 0-B) should be 35 mm for the outer and 30 m m for the inner pivot point.
Make certain that these minimum values are safely reached. Check the cable or
rod linkage for easy movability (see item 2.9).
4.6 OVERHAUL
Disassembly of the transmission i n t h e f i e l d i s n o t recom-

mended. I f an overhaul o r r e p a i r i s needed, t h e work should
be done by Westerbeke o r an a u t h o r i z e d Westerbeke s e r v i c e
center.
SECTION T
GENERATOR SETS
CONTENTS PAGE
Controls:
Manual S t a r t e r Disconnect (Toggle Switches) ............ T.1.2

Manual S t a r t e r Disconnect (Rotary Switch) .............. T.2
S t a r t e r Disconnect:
By two A i r Switches and one Time Delay Relay ........... T.8
By two A i r Switches and two Time Delay Relays .......... T.ll
By A i r Switches o r A l t e r n a t o r .......................... T.14
By A l t e r n a t o r Output Only .............................. T.17
By D.C. B a t t e r y Charge Generator....................... T.20
By Centrifugal Speed Switch ............................ T.23
A u x i l i a r y Charging and Cranking Windings .................. T.25
....................... T.29
Type JC Generator (Revolving F i e l d )
Dynamomit o r ...............................................T.40
Type YD Generator .........................................T.45

T.1.2
MANUAL STARTER DISCONNECT (TOGGLE SWITCHES)
W I R I N G DIAGRAM.
Q ar.orr rON7aoL PINLL.(-I /

T.1.3
GENEEAL:
This manually c o n t r o l l e d s e r i e s o f Westerbeke marine d i e s e l g e n e r a t o r s

i s equipped w i t h t.oggle switches o n t h e engine c o n t r o l panel and,
o ~ t i o n a l l ~a ,t remote panels. The f o l l o w i r ~ gi n s t r u c t i o n s and methods
o f c o r r e c t i n g minor problems a p p l y o n l y t o such t o g g l e switch c o n t r o l s .
A l l t h r e e switches are momentary c o n t a c t type and serve the f o l l o w i n g

functions:
1. P r e h e a t i The PREHEATIDEFEAT t o g g l e s w i t c h i s a double p o l e ,

s i n g l e throw s w i t c h . The s w i t c h serves two purposes: p r e -
h e a t i n g the engine f o r easy s t a r t i n g and d e f e a t i n g o r b y -
passing the engine p r o t e c t i v e o i l pressure switch. The
d e f e a t f u n c t i o n t u r n s on t h e f u e l solenoid, instrument power,
and a l t e r n a t o r e x c i t a t i o n .
2. Start: The STARTIDEFEAT t o g g l e switch i s a double p o l e ,

s i n g l e throw switch. The s w i t c h also serves two purposes:
s t a r t i n g the engine and d e f e a t i n g o r by-passing t h e o i l
pressure switch. The 1a t t e r p o l e serves t h e same . f u n c t i o n
as i n t h e preheat switch.
3. Stop: The STOP t o g g l e s w i t c h i s a s i n g l e pole, s i n g l e throw,

normally closed switch. T h i s s w i t c h provides power t o t h e
f u e l solenoid, i n s t r u m e n t c l u s t e r , and a l t e r n a t o r e x c i t a t i o n ,
a f t e r t h e o i l pressure s w i t c h has closed upon s t a r t i n g .
Opening o f t h i s s w i t c h opens t h e power c i r c u i t t o t h e f u e l
solenoid, thus stopping t h e f l o w o f f u e l t o the engine and
stopping the engine.
ENGINE OPERATION:
1. Preheat: Depress t h e PREHEAT switch. The voltmeter, p a n e l

l i g h t s , gauges and meters and f u e l solenoid w i l l a c t i v a t e .
The PREHEAT s w i t c h should be depressed f o r twenty seconds i n
conjunction w i t h t h e r m o s t a r t s ( i n s t a l l e d i n i n t a k e m a n i f o l d )
and f o r t y t o s i x t y seconds i n conjunction w i t h glowplugs.
S t a r t : While s t i l l depressing the PREHEAT switch, depress

t h e START switch. This w i l l engage t h e s t a r t solenoid.
Panel power and t h e f u e l s o l e n o i d w i l l be activated. Upon
engine f i r i n g , r e l e a s e t h e s t a r t switch. Do not r e l e a s e t h e
PREHEAT switch u n t i l o i l pressure reaches 15 p s i . Then as
l o n g as the h i g h water temperature and low o i l pressure p r o -
t e c t i v e c i r c u i t does n o t a c t i v a t e , the s e t w i l l remain
energized and continue t o run.
3. -S Depress t h e STOP s w i t c h t o stop t h e engine. T h i s

opens t h e power feed t o t h e f u e l solenoid, stopping t h e f u e l
f l o w t o the engine. I t must be depressed u n t i l t h e g e n e r a t o r
stops r o t a t i n g .
T.1.4
REMOTE ENGINE O PER A TI O N :
For remote operation of the generator system, the same three switches
are used. The PREHEAT & START switches are connected in parallel
with the local panel switches and serve the same functions as in the
the local panel. The STOP switch i s in s e r i e s with the local panel
STOP switch, and serves the same functions as in the local panel.
The generator may be stopped from local o r remote positions.
AC GENERATORS:
Once the diesel generator s e t s have been placed i n operation, there
i s l i t t l e or no control adjustment required by the A.C. Generator.
When starting the generator, i t i s always a good plan t o switch off
a l l A.C. loads, especially large motors, u n t i l the engine has come
u p t o speed and, i n cold climates, s t a r t s t o warm up. These precautions
will prevent damage by unanticipated operation of A . C . machinery and
prevent a cold engine from being s t a l l e d .
OVERSPEED: ( I f equipped w i t h t h i s option)
If the engine governor loses control and the engine speed accelerates,
a relay i s actuated that de-energizes the fuel solenoid and stops
the engine. A red l i g h t on the panel illuminates and remains lighted.
To extinguish the light, r e s e t the overspeed relay by depressing the
engine STOP switch. When the reason f o r the overspeed shutdown i s
corrected, the engine i s ready t o be r e s t a r t e d .
TROUBLESHOOTING
CIRCUIT PROTECTION:
The engine control system i s protected by a 20 Amp manual reset c i r c u i t
breaker located on the engine as close as possible t o the power source.
An additional c i r c u i t breaker i s located a t the fuel solenoid (PIN 23041)
when t h i s solenoid i s used. (This solenoid i s not used on WTO as injec-
t i on pump has solenoid included. )
Manual control (toggle switch) troubleshooting.
Nature of Trouble Probable Cause Verification
1. Preheat depressed, a. Battery switch 1 . Check switch and/or
no panel indications, or power not on battery connections .
fuel solenoid not b. 20 AMP c i r c u i t 1. Reset breaker i f opens
energized. breaker tripped again , check preheat
solenoid c i r c u i t and
"run" c i r c u i t f o r
shorts t o ground.
2. S t a r t depressed, a. Battery switch 1 . Check switch and/or
no panel indications, or power not on battery connections
fuel solenoid not
energized. S t a r t b. 20 amp c i r c u i t 1. Reset breaker. If open
solenoid not engaged. breaker tripped again check s t a r t solen-
oid c i r c u i t and "run"
c i r c u i t f o r shorts t o
ground.
3. S t a r t depressed,panel a. Fuel solenoid 1. Check mechanical posi -
indications O.K. S t a r t (PIN 23041) c i r c u i t tioning of fuel solenoid
solenoid O.K. Fuel solen- breaker tripped f o r plunger bottoming
oid not functioning. 2. Reset breaker and repeat
s t a r t cycle
3. If repeated tripping,
check for defective
breaker fuel solenoid.
4. No ignition,cranks, a. Faulty fueling 1. Check for fuel t o
doesn't s t a r t . Fuel sys tem generator system
solenoid energized. 2. Check for a i r i n fuel
system (bleed system)
3. Fuel l i f t pump f a i l u r e
5. Failure t o stop a. Fuel solenoid 1. Stop engine by freeing
(PIN 23041) fuel pump lever. That
return spring f a i l i n g , shut off fuel
check fuel solenoid link-
age and repair f o r free
movement
b. Stop switch
failure 1 . Disconnect power leads
thru stop switch. Test
switch for proper opera-
tion by continuity t e s t .
c. Fuel injection 1. Stop engine with fuel
pump f a i l u r e l i n e shut off
6. Engine stops a . Low o i l pressure 1. Check o i l , fresh water
or overheated and sea water cooling.
b. Low o i l pressure 1. Check f o r satisfactory
switch f a i l s t o operation with switch
close bypassed.
c. High water tempera- 1 . Same as above.
ture switch open a t
too low a temperature
d. Switch and wiring 1. Inspect a l l wiring f o r
loose connections and
short c t r c u i t s
7. Not charging a. Alternator drive 1. Check drivebelt and i t s
battery tension. Be sure a l t e r -
nator turns freely.
Check f o r loose connec-
ti ons .
b. Regular u n i t and 1. With engine running,
a1 ternator momentarily connect B+
("MA" s e r i e s only) t o f i e l d . A good a l t e r n a -
t o r will produce a high
charge (50 amps). If no
response, replace a1 ternator.
Check for shorting of a l -
ternator output connections
t o ground.
8. Battery runs down a. Oil pressure switch 1. Observe i f gauges and panel
l i g h t are on when engine i s
not running. Test the nor-
mally open o i l pressure
switch by disconnecting one
lead. If lights go o u t , re-
place o i l pressure switch.
b. High resistance leak 1. Check wiring. Insert sen-
t o ground. s i t i v e (0-.25 amp) meter
i n battery lines. (Do not
s t a r t engine). Remove con-
nections and replace until
short i s located.
c. Low resistance leak 1. Check a l l wires f o r tem-
t o ground perature r i s e t o l o c a t e
fault.
d. A1 ternator 1. Disconnect alternator a t
output, a f t e r a good bat-
tery charging. If leakage
stops, replace a1 ternator
protective diode plate.
That f a i l i n g , replace a1t e r -
nator.
T.2 Generator Set Controls
M A N U A L S T A R T E R D l SCONNECT ( R O T A R Y S W I T C H )
1 0 - 2 0 KW
MA N U A L ' S W IT C H
r---------
SUPPRESION
START SOL. R
R E M O T E S T A TI O N O P T I O N A L Drawing 15123
MANUAL CONTROL OPERAT ION
GENERAL: The Manual Control s e r i e s o f Westerbeke marine d i e s e l generators

i s equipped w i t h a b a r handle r o t a r y c o n t r o l s w i t c h on t h e engine panel
and, o p t i o n a l l y , a t a remote panel. The f o l l o w i n g i n s t r u c t i o n s and methods
o f c o r r e c t i n g minor problems apply t o the f o l l o w i n g manual c o n t r o l generators:
DESIGNATION ENGINEIGENEWTOR REFERENCE DIAGRAMS
WPDS 10.0
WPOS 12.5
WPDS 15.0
WPDS 20.0
WPDS 30.0
WPDS 45.0
The f i v e r o t a r y s w i t c h p o s i t i o n s on t h e panel and on t h e remote panel are

marked t o i n d i c a t e t h e f u n c t i o n a l s t a t e o f t h e c o n t r o l c i r c u i t .
1 . SAFETY The 12 v o l t D.C. power t o c o n t r o l c i r c u i t i s i n t e r r u p t e d when

e i t h e r e panel o r remote switch i s i n the SAFETY p o s i t i o n . I t s purpose
i s t o p o s i t i v e l y shut down t h e s e t from e i t h e r s t a t i o n . A running engine w i l l
stop and cannot be r e s t a r t e d when e i t h e r s w i t c h i s i n SAFETY. Turn panel switch
t o SAFETY when s e r v i c i n g engine t o prevent an attempted s t a r t - u p a t the remote
station.
-
2. OFF The normal s t o p p i n g p o s i t i o n i s OFF. When a remote panel i s t h e usual
s t a t i o n from which t h e generator i s operated, t h e engine panel switch i s l e f t
i n the OFF p o s i t i o n , which a1 lows f u l l c o n t r o l by t h e remote switch.
3. RUN The normal o p e r a t i n g p o s i t i o n . When' t h e s e t i s running, a r e d l i g h t

e m i t t i n g diode (LED) i s i l l u m i n a t e d above t h e RUN p o s i t i o n on the remote panel.
This i s a warning t o operators n o t t o engage t h e s t a r t e r on a running engine.
4. O.P. CIRCUIT DEFEAT (momemtary s p r i n g r e t u r n ) . When the set i s n o t running,

the low o i l pressure shut-down s w i t c h i s open p r e v e n t i n g the f u e l solenoid from
operating. The DEFEAT p o s i t i o n provides d i r e c t e n e r g i z a t i o n o f t h e f u e l solenoid,
a t f u l l b a t t e r y voltage, b y by-passing the o i l pressure switch. I n addition, DEFEAT
energizes the instrument panel independently o f t h e o i l pressure switch (an o i l
pressure switch provides power t o the panel when t h e engine i s running). The
temperature gauge may be checked w i t h o u t s t a r t i n g t h e engine by use o f t h i s s w i t c h
p o s i t i o n . A t the remote panel the LED i s i l l u m i n a t e d when e i t h e r panel o r remote
switch i s p o s i t i o n e d t o DEFEAT. This checks t h e RUN l i g h t and, more importantly,
s i g n i f i e s t h a t there i s s u f f i c i e n t charge i n t h e b a t t e r i e s t o crank t h e engine.
5. START (momentary s p r i n g r e t u r n ) . This p o s i t i o n energizes the, b a n k i n g motor

t h r o u g h a solenoid r e l a y . The by-pass and LED connections, a c t i v a t e d b y the DEFEAT
p o s i t i o n , a r e maintained i n t h e START p o s i t i o n . When i g n i t i o n occurs, t h e s t a r t i n g
motor i s disengaged b y r e l e a s i n g the switch from t h e START p o s i t i o n . A t the remote
s t a t i o n , the LED i s extinguished by t h e drop i n system voltage as the crank motor
i s engaged. R e l i g h t i n g o f the LED s i g n i f i e s t h a t i g n i t i o n has occurred.
ENGINE OPERATION
1. STARTING AT THE ENGINE PANEL. I n s t a l l a t i o n s w i t h remote s t a t i o n s must s e t

the remote switch t o OFF.
A. Turn switch t o DEFEAT and pause t o a l l o w the f u e l s o l e n o i d t o operate.

Check panel l i g h t s and instruments f o r appropriate i n d i c a t i o n s and the
hour meter " b l i n k i n g " . The ammeter shows a momentary l a r g e discharge
and a small sustained discharge depending on t h e use o f preheaters.
Preheat twenty seconds i n t h e DEFE4T p o s i t i o n on Model WPDS 20.
B. Turn the switch from DEFEAT t o START and hold there w h i l e t h e engine
cranks. When engine i g n i t i o n occurs, a l l o w the s w i t c h t o r e t u r n t o
DEFEAT and h o l d u n t i l the o i l pressure i n d i c a t o r r i s e s . Then release
t o the RUN p o s i t i o n .
2 . STARTING AT THE REMOTE PANEL. Check t h a t the LED i s n o t i l l u m i n a t e d due
t o the engine already running.
A. The engine mounted switch must be on OFF.
B. Turn tile s w i t c h t o DEFEAT and hold. V e r i f y t h a t LED i l l u m i n a t e s .

Hoid b r i e f l y f o r f u e l s o l e n o f d engagement t o occur. On Model WPDS 20,
which i s preheated, hold DEFEAT twenty seconds.
C. Turn the switch to START. Observe t h a t LED extinguishes momentarily.

!dhen LEO again f l a r e s up b r i g h t l y , i g n i t i o n has occurred. Release t o
DEFEAT h o l d i n g there s u f f i c i e n t l y long f o r the o i l pressure t o r i s e .
Then release the switch t o RUN.
3. SHUT OFF. To shut the engine o f f , simply t u r n the switch t o OFF o r

SAFETY. When there i s a remote ane el. shut o f f reouires t h a t both
switches be i n the OFF p o s i t i o n o r e i t h e r switch be placed i n the
SAFETY posi t i on.
AC GENERATORS: Once the diesel generator sets have been placed i n operation,
there i s l i t t l e o r no control adjustment required by the A.C. Generator.
When s t a r t i n g the generator, i t i s always a good plan t o s w i t c h o f f a l l A.C.
loads, e s p e c i a l l y l a r g e motors, u n t i l the engine has come up t o speed and, i n
cold climates, s t a r t s t o warm up. These precautions w i l l prevent damage by
unanticipated operation of A.C. machinery and prevent a c o l d engine from being
stalled.
SPECIAL CONTROLS ON WPDS 30 AND WPDS 45
The engine panels on these generators have f o u r a d d i t i o n a l features.
1. OVERSPEED I f the engine governor loses control and the engine speed ac-
celerates, a r e l a y i s actuated t h a t de-energizes the f u e l s o l e n o i d and stops
the engine. A r e d l i g h t on t h e panel i l l u m i n a t e s and remains l i g h t e d . To
e x t i n g u i s h the l i g h t , r e s e t t h e overspeed r e l a y switch t o t h e OFF o r SAFETY
c o n d i t i o n . When t h e reason f o r the overspeed shutdown i s corrected, the
engine i s ready t o be r e s t a r t e d .
2. FIELD BREAKER The generator a u t o m a t i c a l l y monitors i t s power o u t p u t . A
sustained overload o r s h o r t c i r c u i t i n t h e output l i n e s causes t h e FIELD
BREAKER t o open. This removes the generator e x c i t a t i o n and the o u t p u t
ceases. The engine w i l l continue t o r u n w i t h no A.C. output. A f t e r de-
terminin: and c o r r e c t i n g the cause o f overload, t h e FIELD BREAKER can be
r e s e t w i t h the engine s t i l l running.
3. P,.C. VOLTAGE ADJUSTMENT This r h e o s t a t allows the output voltage t o be

adjusted a few percent i n r e l a t i v e value. A second adjustment can be
mabe using a potentiometer mounted on t h e p r i n t e d c i r c u i t voltage regu-
l a t o r i n the cabinet.
4. 10A SLOW BLOW This f u s e ' s p r i n c i p l e f u n c t i o n i s the p r o t e c t i o n o f t h e

f u e l solenoid which r a p i d l y overheats i f i t s a b i l i t y t o complete i t s
stroke and bottom i s impeded. A second f u n c t i o n i s general p r o t e c t i o n
o f t h e 12 v o l t c o n t r o l w i r i n g against i n a d v e r t a n t overload. The s e t
shuts o f f and gives no i n d i c a t i o n o f panel power i n the DEFEAT and
START p o s i t i o n when the fuse blows,. Replace only w i t h slow blow
5 ampere fuses. The slow blow f e a t u r e allows the i n i t i a l s o l e n o i d
surg; currents t o pass. Permanent damage t o the f u e l solenoid can
r e s u l t from overfusing.
MANUAL CONTROL TROUBLE SHOOTING HINTS
Nature o f t r o u b l e Probable cause Verification
1 . No panel A. Remote o r engine switch 1. Visual check

indications or on SAFETY
switch response
B. Engine panel fuse 1. Check, replace 5 amp slow blow
2. Repeated blowing-check f o r s h o r t
c i r c u i t s and f u e l s o l e n o i d
bottoming.
C. B a t t e r y 1. Check connections and disconnect

switch.
2. Jump B+ t o s t a r t s o l e n o i d c o i l .
I f cranks, b a t t e r y i s OK.
D. Continuity, grounding 1. Check voltage p o i n t by p o i n t

o r shorted c i r c u i t s from b a t t e r y through ammeter.
Tighten loose connections and
l o c a t e .any f a u l t s .
2. Doesn't crank, A. S t a r t solenoid 1. Bypass solenoid w i t h heavy w i r e .

panels and I f cranks OK, s t a r t solenoid o r
voltages are OK c o i l input at f a u l t .
B. Crank by engine s w i t c h 1. Remote cable w i r e t o o small f o r

b u t n o t hy remote panel length o f run. Open c i r c u i t .
T.6
C. S t a r t e r jsmmed 1. Voltage drops and s t a r t e r motor

heats. Remove m o t o r . Check p i n i o n
r i n g gear and engagement mechan-
ism. Replace as r e q u i r e d .
D. S t a r t e r engagement - 1. Apply v o l t a g e t o ( B ) and (S) on

s o l e n o i d and s w i t c h s t a r t e r . No response. Check
s t a r t e r motor r e t u r n l i n e s ( R ) .
Both connected t o b a t t e r y .
3. No i g n i t i o n A. F u e l s o l e n o i d Check +12V on t e r m i n a l s a t DEFEAT

(cranks - d o e s n ' t p o s i t i o n . Check f o r f r e e mechani-
s t a r t , f u e l e d and c a l a c t i o n . A d j u s t s p r i n g and l i n k -
primed) ages. Replace s o l e n o i d i f weak,
o v e r h e a t i n g o r dead.
No v o l t a g e . T e s t w i t h bypassed o i l
p r e s s u r e s w i t c h t h e n bypassed ten;-
p e r a t u r e s w i t c h . I f no v o l t a g e ,
check w i r i n g .
8. Overspeed r e l a y 1. Check s o l e n o i d r e t u r n c i r c u i t
(30 and 45 KW) through r e l a y . Check r e l a y move-
ment and c o n t a c t s .
2. A f a u l t y overspeed c i r c u i t w i l l
h o l d r e l a y closed. Reset w i t h
s w i t c h and i s o l a t e cause.
C. F a u l t y f u e l i n g system 1. See e n g i n e maintenance s e c t i o n .
D. Preheat n o t w o r k i n g 1. Check p r e h e a t s o l e n o i d r e l a y
( 2 0 KW) and g l owpl ugs .
2. Glowplugs burned o u t . Replace
and check pressure s w i t c h s h u t
o f f operation.
4. F a i l u r e t o s h u t A. F u e l s o l e n o i d r e t u r n 1. Stop engine by f r e e i n g f u e l pump

?own spring l e v e r . That f a i l i n g , s h u t o f f
f u e l . Check f u e l s o l e n o i d l i n k a g e
and r e p a i r f o r f r e e movement.
B. C o n t r o l c i r c u i t o r 1. Stop engine b y removing fuse.

switch f a i l u r e Locate m a l f u n c t i o n b y v o l t a g e
t e s t a f t e r removing w i r e f r o m
t h e s t a r t s o l e n o i d r e l a y and
r e p l a c i n g fuse.
C. Fuel i n j e c t i o n pump 1 . Stop engine w i t h f u e l l i n e s h u t

f a i 1u r e o f f . Repair o r r e p l a c e sump.
D. Major engine f a u l t 1. Stop engine w i t h f u e l l i n e c u t o f f .

That f a i l i n g , p l u g a i r i n l e t w i t h
rags. Put maximum l o a d on genera-
t o r t o attempt t o s t a l l engine.
Engine stops A. Low o i l pressure o r 1. Check o i l , fresh water and sea
i n RUN overheated water cool i n g .
B. Low o i l pressure switch 1. Check f o r satisfactory operation
- fai 1s t o close with switch bypassed.
C. High water temperature 1 . Same as above.
switch open a t too low
a temperature
D. Switch and wiring 1 . Inspect a l l wiring for loose con-
nections and short c i r c u i t s .
6. N o t charging A. Alternator drive 1 , Check drivebelt and i t s tension

battery Be sure a1 ternator turns freely
Check f o r loose connections.
B. Regulator unit and 1. With engine running, momentarily
a1 t e r n a t o r connect B+ t o f i e l d . A good a l t e r -
nator will produce a high charge
(50 amps). I f no response, replace
alternator. Check for shorting of
a l t e r n a t o r output connections to
ground.
7. Battery runs A. Oil pressure switch 1 . Observe i f gauges and panel 1ight
down a r e on when engine i s not running.
Test the normally open o i l pressure
switch by disconnecting one lead.
I f l i g h t s go out, replace oil pres-
sure switch.
B . High resistance leak 1 . Check wiring. Insert sensitive

t o ground (0-.25 amp) meter in battery l i n e s .
(Do not s t a r t engine). Remove con-
nections and replace until short i s
located.
C. Low resistance leak 1 . Check a1 1 wires for temperature
t o ground r i s e t o locate fault.
D. A1 t e r n a t o r 1 . Disconnect alternator a t output,
a f t e r a good battery charging. If
leakage stops, replace a1 ternator
protective diode plate. That f a i l -
ing, replace alternator.
GENERATOR CONTROL
T i l t i n g Panel
S t a r t d i s c o n n e c t by
two a i r s w i t c h e s .
S i n g l e , glass enclosed
time delay relay.
DRAWING NO. 16619

START DISCONNECT BY TWO AIR SWITCHES.
( S i n g l e , G l a s s E n c l o s e d Time D e l a y R e l a y )
OPER4TION
. TCJs t a r t generator from t h e l o c a l p o s i t i o n throw switch #6 t o ON. To

s t a r t i t from the remote p o s i t i o n throw s w i t c h #7 t o ON (Switch #6 must
then be i n t h 2 AUT3 p o s i t i o n ) . This applies B (Pos.) t o t h e instruments,
the time delay c o i l TD through CR-1 NC; t h e s t a r t solenoid c o i l through
CR-1 FIC and then t h e twr, a i r switches i n s e r i e s , normally closed contac.ts,
t o B (Nep.) r e t u r n ; t h e time delay c o i l TO t h r o u g h CR-1-NC, and the f u e l
solenoid through CR-2-NC.
2. To stor, r e t u r n s w i t c h #6 t o OFF o r open #7 i f c o n t r o l i s AUTO. Always

le3ve a non- running s e t w i t h switch i n the OFF c o n d i t i o n .
ASSUME SET STARTS
1. !!hen the s e t s t a r t s and runs both a i r switches operate, immediately d i s c o n -

ncc'zing t h e s t a r t solenoid (even i f o n l y one operates, t h e solenoid would
disconnect).
?. A f t c r ?.?p:^:xirnately 20 seconds a f t e r e i t h e r s w i t c h #6 o r #7 i s closed, TD

, ~ m e s o u t ~ i l dcloses, energizing r e l a y CR which locks i t s e l f up .through
& '
contacts CR-1-NO. When CR operates the f u e l solenoid then gets h o l d i n g

current through r e s i s t o r R-1, the o i l pressure and water temperature swi tch?s,
t h e nsrr:?.ll.v o;?en contacts o f both a i r switched which a r ? closed z h i l e the.
s e t i s 3-..ii*h:;ing, and through contacts CR-2-NO. An o i l ?r-,ssure r,r wat?:"
:emgera~ure f a i l u r e w i l l shut down the s e t and i t w i l l n o t r e s t a r t since
CR-1-YC and CR-2-NC are locked. To r e s t a r t from an o i l pressure o r wa%r
t?mpera.:ure s h u t down, throw switch #6 o r #7 t o the OFF p o s i t i o n momentar-
i l y which relesses r e l a y CR and then back t o the ON p o s i t i o n .
P-"&lr
62, :. I!- SET DOES NOT START
1. After ap?roximat?ly 30 seconds TD times out, as before, and closes, ener-'

g i z i n g and l o c l t i n g up r e l a y CR as above. CR-1-NC opens, inimediately drop-
?in? out the s t a r t solenoid. Since t h e a i r switched have n o t closed t h e
f u e l solenoid i s de-energized by the opening o f contact CR-2-NC. To
r e s t a r t the generator a f t e r i t has been shut down by the cranking l i m i t e d
t u r n switch #6 o r $7 momentarily t o the OFF p o s i t i o n thereby dropping o u t
rela!/ CR. Twenty seconds o r l e s s a f t e r l a s t cranking has stopped, TD w i l l
cool s u f f i c i e n t l y t o a l l o w a r e s t a r t attempt by p u t t i n g switch #6 o r #7 i n
t h e ON p o s i t i o n .
TROUBLE SHOOTING MINTS

16619
NATURE OF TROUBLE PROEAELE CAUSE CORRECTIVE ACTION
1. ENGINE ?!ONIT CRANK DEFECTIVE START SOLE- PLACE 12 VOLTS ON COIL OF SOL-
NOID ENOID. I F ENGINE CRANKS, TROUBLE
I S IN CONTROL PANEL. I F I T WON'T
CRANK, PUT B (POS.) ON CONTACT THAT
LEADS INTO STARTER. I F ENGINE
CRANKS, TROUBLE I S I N START SOL-
ENOID. I F ENGINE DOES NOT CRANK
STARTER I S DEFECTIVE.
T. 10
16619 DEFECTIVE CR RELAY CHECK CR1 NC, CONTACTS FOR OPEN
CIRCUIT.
DEFECTIVE A I R SL-!ITCH CHECK A I R SWITCHES FOR OPEN I N

THE NC POSITION.
2. SET RUNS FOR LESS CR2 NO, DOESN'T CLOSE CHECK TO SEE I F CONTACT CLOSES.
TtIAN 3r) SECOIIDS A I R SWITCHES DEFEC- CHECK BOTH TO SEE I F THEY CLOSE.
AN@ SHUTS DOWN TIVE
CGTSIrIITCH DEFECTIVE CHECK FOR OPEN.
OP SWITCH DEFECTIVE CHECK FOR OPEN.
RESISTOR R1 DEFECTIVE CHECK RESISTAVCE 4 OHMS.
3. SET SHUTS DO!dN SAME AS STEP 2 OR, CHECK SPRING TENSION.

INTERMITTENTLY FUEL SOLENOID DEFECT CHECK ALIGNVENT.
CHECK SOLENOID.
3. ALTERNATOR NI'! 'T DEFECTIVE REGULATOR IhiITH GEN. OFF CHECK FOR VOLTAGE.
CIiARGE DEFECTIVE ALTERNATOR AT AUXILIARY TERM'L TO GROUND.
I F YOU HAVE VOLTAGE THE I S O L A T I O N
DIODES ARE SHORTED. REPLACE.
PLACE JUMPER FROM FIELD TERM'L

TO AUX. I F JUMPER PROVIDES COR-
RECT OUTPUT, REG. I S DEFECTIVE.
I F NOT BRUSHES OR ROTOR C I R C U I T
DEFECTIVE.
WITH ENGINE RUNNING AT FAST IDLE,

CONNECT VOLTMETER FROM AUX. TO
GROUND. WITH READING OF 15.0 TO
1 5 . 7 VOLTS. MOVE VOLTMETER POS.
LEAD TO OUTPUT. T H I S SHOULD BE .3
TO 1.2 VOLTS LOWER THAN VOLTAGE
NOTED AT THE AUX. TERM'L.
!
5. T . . DEFECTIVE GAUGE AND/OR SENDER CHECK GAUGE AGAINST A TEST THERMO-
METER I N SURGE TANK. GAUGE SHOULD
BE SAME TO 10' F HIGHER. I
CHECK SENDER.
6 . O.P.G. DEFECTIVE SAME CHECK O.P. WITH TEST GAUGE A T SENDER

TAP.
7. FUEL SOLENOID T D DEFECTIVE CHECK FOR SHUT DOWN WITH W I R E

OVERHEATS REMOVED FROM 0 .P. OR W .T.
S X T C H . I F NO SHUT DOWN, REPLACE
T D AND CHECK I T S WIRING FOR
BREAKS.
CR DEFECTIVE CHECK FOR OPEN COIL AND LOW

.
RESISTANCE OF N .O CONTACTS
WHEN CLOSED.
/
T.ll
B+ BATT B-
R
0SW2
YWT
TAMP
- - OP I
I (I
4 I
4
GENERATOR CONTROL
T i l t i n g Panel 11
S t a r t e r disconnect by
t w o , open c o n s t r u c t i o n
time delay relays.
DRAWING NO. 13313E

OPERATION
1. To s t a r t generator from t h e l o c a l posi-
t i o n throw switch 1/6 t o "On". To s t a r t
i t from t h e remote p o s i t i o n throw s w i t c h
(17 t o "On" (Switch 1/6 must t h e n be i n
t h e "Auto" p o s i t i o n ) . This a p p l i e s B
(Pos.) t o t h e instruments, t h e time
d e l a y c o i l TD through CR- 1 (NC), t h e
S t a r t Solenoid c o i l through CR- 1 (NC),
t h e a i r switches i n s e r i e s , normally
c l o s e d , and a l s o t h e Fuel Solenoid
through CR-2 (NC).
ASSUME SET STARTS

1. When t h e s e t s t a r t s and r u n s b o t h a i r
s w i t c h e s o p e r a t e , immediately discon-
n e c t i n g t h e s t a r t solenoid (even i f only
one o p e r a t e s , t h e solenoid would d i s -
connect).
2. A f t e r 30 seconds cranking l i m i t e r TD
t i m e s o u t and c l o s e s , energi:ing relay
CR which locks i t s e l f up through con-
t a c t s CR-1 (NO). When CR o p e r a t e s t h e
f u e l solenoid then g e t s h o l d i n g c u r r e n t
through r e s i s t o r R-1, t h e o i l p r e s s u r e
and water temperature s w i t c h e s , t h e
normally open c o n t a c t s of b o t h a i r
s w i t c h e s which a r e closed w h i l e t h e s e t
i s o p e r a t i n g , and through c o n t a c t s CR-2
(NO). An o i l p r e s s u r e o r water temper-
a t u r e f a i l u r e w i l l shut t h e s e t down
and i t w i l l not r e s t a r t s i n c e CR i s
locked up. To r e s t a r t s e t , throw
s w i t c h 16 ! o r //7 t o t h e "Off" p o s i t i o n
momentarily which r e l e a s e s r e l a y CR and
t h e n back t o t h e "On" p o s i t i o n .
ASSUME SET DOES NOT START

1. A f t e r 30 seconds cranking l i m i t e r TD
t i m e s o u t and c l o s e s , e n e r g i z i n g and
l o c k i n g up r e l a y CR a s above. CR- 1 (NC)
opens, immediately dropping o u t t h e
s t a r t solenoid. Since t h e a i r s w i t c h e s
have not c l o s e d , t h e f u e l s o l e n o i d is
de- energized by t h e opening of c o n t a c t
CR-2 (NC). To r e s t a r t t h e g e n e r a t o r
a f t e r i t has been shut down by t h e
cranking l i m i t e r t u r n switch 86 momen-
t a r i l y t o t h e "Off" p o s i t i o n t h e r e b y
dropping o u t r e l a y CR and t h e n back t o
t h e "On" p o s i t i o n .
TROUBLE SHOOTING HINTS 133133
NATURE OF TROUBLE PROBABLE CAUSE CORRECTIVE ACTION
1. ENGINE WON'T CRANK. DEFECTIVE START SOL- PLACE 1 2 VOLTS ON COIL OR SOL-
ENOID. ENOID. I F ENGINE CRANKS, TROUBLE
I S I N CONTROL PANEL. I F I T WON'T
CRANK, PUT B ( P 0 S . ) ON CONTACT THAT
LEADS INTO STARTER. I F ENGINE
CRANKS, TROUBLE I S I N START SOL-
ENOID. I F ENGINE DOES NOT CRANK
STARTER I S DEFECTIVE.
DEFECTIVE CR RELAY. CHECK C R l NC, CONTACTS FOR OPEN

CIRCUIT.
DEFECTIVE AIR SWITCH. CHECK A I R SWITCHES FOR OPEN CIR-

CUITS.
TTD-2 NC, OPEN CIRCUIT. CHECK FOR OPEN.
2. SET RUNS FOR TWO CR DEFECTIVE. CHECK FOR OPEN COIL OR SHORTED
MINUTES AND SHUTS CONTACT CR2-NC.
DOWN.
TTD- 1 DEFECTIVE. CHECK TTD-1.
3. SET RUNS FOR 30 SECS. CR2 NO, DOESN'T CLOSE. CHECK TO SEE I F CONTACT CLOSES.
THEN STOPS. A I R SWITCHES DEFECT- CHECK BOTH TO SEE I F THEY CLOSE.
IVE.
WT. SWITCH DEFECTIVE CHECK FOR OPEN.
OP. SWITCH DEFECTIVE CHECK FOR OPEN.
RESISTOR R 1 DEFECTIVE CHECK RESISTANCE 4 OHMS.
4. SET SHUTS DOWN IN- SAME AS STEP 3, OR, CHECK SPRING TENSION.
TERMITTENTLY. FUEL SOLENOID DEFECT. CHECK ALIGNMENT.
CHECK SOLENOID.
5. ALTERNATOR WON'T DEFECTIVE REGULATOR. WITH GEN. OFF CHECK FOR VOLTAGE
CHARGE. DEFECTIVE ALTERNATOR. AT AUXILIARY TERMINAL TO GROUND.
I F YOU HAVE VOLTAGE THE ISOLATION
DIODES ARE SHORTED. REPLACE.
PLACE JUMPER FROM FIELD TERMIhAL

TO AUX. I F JUMPER PROVIDES COR-
RECT OUTPUT, REG. I S DEFECTIVE.
I F NOT BRUSHES OR ROTOR CIRCUIT
DEFECTIVE.
WITH ENGINE RUNNING AT FAST IDLE,

CONNECT VOLTMETER FROM AUX. TO
GROUND. WITH READING OF 1 5 . 0 TO
1 5 . 7 VOLTS. MOVE VOLTMETER POS.
LEAD TO OUTPUT. THIS SHOULD BE
.8 TO 1 . 2 VOLTS LOWER THAN VOLT-
AGE NOTED AT THE AUX. TERMINAL.
6. W.T. G. DEFECTIVE. GAUGE. CHECK GAUGE.
SENDER. CHECK SENDER.
7 . O.P.G. DEFECTIVE. SAME AS STEP (6).

T.14
B+ B-
(1 41
5s 1
I)
I I
0 0
1)
C R2
I I - SD2
XI
CL RI
ab
3-n.
4)
SDI
4)
C RI
I ) I I
41
NOTE a R2 WAS I0 OHMS WlTH OLD

FUEL SOLENOID.
~
I
1
10-15 KW WPDS GENERATOR WlTH STARTER DISCONNECTED BY AIR SWITCH
\
OR ALTERNATOR OUTPUT
DRAWING NO. 1286812
S m U E N C E OF OPERATIONS
1. THROW CONTRCL SWITCH TO RUN.
2. CR ENERGIZES.
3. CR- 2 N.O. CLOSES - F S AND SS ARE ENERGIZED.

4. STARTER ( S ) IS ENBRGIZBD.
5. ENGINE STARTS.
6. A I R SWITCH CLOSES AT APPROXIMATELY 400-rpm.
A. I F ALTERNATOR VOLTAGE AT AUX. TERMINAL W I L D S UP BEFORE

A I R SWITCH CLOSES, SD AND TD ARE ENERGIZED V I A ALT. AUX. OUTPUT.
B. I F A I R SWITCH CLOSES BEFORE ALT. VOLTAGE BUILDS UP SD AND TD ARE

ENERGIZsD BY B(P0S.) THRU A I R SWITCH.
7. SD- 1 N.O. OPHNS. NOW FS IS HELD I N AT REDUCED CURRENT V I A RESISTOR R-2.

SD-2 N.C. OPENS, DE-ENERGIZING SS AND DISENGAGING STARTER.
8. O I L PRESSURE BUILDS UP AND O P OP6NS.
9. TD HEATS AND TD- 1 CLOSES. P R CANNOT DE-ENERGIZE CR SO ENGINE CONTINUES

TO RUN.
10. I F ENGINE F A I L S TO START I N APPROXIMATELY 40 S X O N D S CRANKING L I M I T H6ATS

AND CONTACTS OPEN, THUS DE-ENERGIZING CR. CR-1-N.0. W E N S AND FU& SOLENOID
DROPS (UT, STOPPING ENGINE. (RESET C L AFTER APPROX. ONE MINUTE I F DESIRED)
11. LOW O I L PRESSURE OR HIGH WATER T W . AFTER TD ACTUATES (APPROX. 15 SBCONDS)

ENERGIZES PR, THUS DRCPPING OUT CR AND STOPPIKG RNGINB.
TROUBLE SHOOTING H I h T S -
12868
1. ENGINE WON'T CRANK. DEFECTIVE START SOLENOID. PLACE 12- VOLTS ON C O I L . IF

DEFECTIVE REPLACE.
2. ENGINE W N ' T CRANK A I R SWITCH DGFECTIVE. DISCONNECT BATTERY AND MAKE

B J T S.D. RELAY PULLS CONTINUITY TEST ACROSS SWITCH.
IN.
WTPGT TERM. AT ALTER- CHECK TWO OUTPUT D I O D E S FOR
NATOR SHORTED TO W X . SHORT.
PRIMARY RELAY SHORTED. CHECK PR-N.O. FOR SHORT.
CRANKING LIMITER POPPED PUSH RESET.

OPEN.
CRANKING LIMITER DEFECT- CHECK FOR OPEN CIRCUIT.

IVE.
CRANKING RELAY DEFECT- CHECK COIL.

IVE.
3 . ENGINE CRANKS BUT FUEL SOLENOID DEFECTIVE. CHECK LINKAGE FOR P R O P E R ALIGN-
WON'T START. MENT. THRCW SWITCH T O ON AND
S E E I F PLUNGER PULLS I N ; I F NOT
C H X K SD- 1 FOR OPEN. CHECK FUFL
SYSTW.
AFTER 30 SBCS. C.L. POPS R E E T AFTER 1 MIN.

OUT.
4. STARTER KICKS I N AND AIR SWITCH NOT PULLING CHECK VANE.

OUT. IN.
START DISCONNECT RELAY

I S DEFECTIVE.
5 . ENGINE RUNS FOR 15 PROTECXIVE C I R C U I T ENGAG- C H X K FOR LOW OIL.

SEC. APPROX., THEN ING. ENGINE WATER T W . T O 0 H I = .
SHUTS DOWN. DBFHCTIVE W T E R TEMF.SWITCH.
DQECTIVE O I L SWITCH.
PR- 1 RELAY CONTACTS SHORTBD.
CHECK FOR LOW WATER.
6. ENGINE RUNS, STOPS DQECTIVE FUEL SOLENOID. MAY CHECK GOoD BUT W N ' T BUILD
INTEIIMITTENILY FOR UP ENWQi MAGNGTISM.
NO APPAREhT REASON,
THEN ENGINE RESTARTS DEFECTIVE 4-OHM R E S I S - CHECK R E I S T A K E .
ITSELF. TOR.
CRANKING RELAY. CHECK CONTACT CR-1 -N - 0 .
7 . AMMETER NOT CHARGING

ULATOR .
DEFECTIVE ALT. OR REG- CHeCK OUTPUT AT AUX.TERMIL.
PLACE JUMPER FROM AUX-TEPM'L
TU F I E L D T E m I N A L .
A ) I F ZHERE IS AN W T F V T , SHUT
SET DOWN.RESTART A N D IF S T I L L
CHARGING I T I S ALRICHT. I F
NOT,REGULATOR IS D-BCTIVB.
B ) I F THERE IS NO WTPUT ALTER- \

NATOR IS PROBABLY DEFECTIVE.
T. 17
B+ B-
'~
',
10-15 KW WPDS GENERATOR WITH STARTER DISCONNECTED

BY ALTERNATOR OUTPUT ONLY
DRAWING.NO. 137958
T. 18
-1
SEQUENCE OF OPERATIONS
1. C o n t r o l SW t o ON.
2. CR e n e r g i z e s .
3. CR2 NO, c l o s e s - FS and SS a r e e n e r g i z e d , c r a n k i n g l i m i t e r i s e n e r g i z e d .
A l t e r n a t o r f i e l d i s e n e r g i z e d t h r u t h e 75 OHM r e s i s t o r .
4. S t a r t e r i s energized.
5. Engine s t a r t s .
6. SD and TD a r e e n e r g i z e d v i a A l t e r n a t o r a u x i l i a r y o u t p u t .
7. SD-1 NC, opens. Now FS i s h e l d i n a t reduced c u r r e n t v i a 10 CXiM r e s i s t o r .
SD-2 NC, o p e n s , d e - e n e r g i z i n g SS and d i s e n g a g i n g t h e s t a r t e r .
8. O i l p r e s s u r e b u i l d s up a n d OP opens.
9. TD h e a t s and TD-NO, c l o s e s . PR c a n n o t d e - e n e r g i z e CR s o e n g i n e c o n t i n u e s t o
run.
10. I f engine f a i l s t o s t a r t i n approx. 40 seconds, c r a n k i n g limiter h e a t s and
c o n t a c t s open, t h u s d e - e n e r g i z i n g CR. CR1-NO, opens a n d f u e l s o l e n o i d d r o p s
o u t , s t o p p i n g engine. ( R e s e t CL a f t e r approx. 1 minute i f d e s i r e d ) .
11. Low o i l p r e s s u r e o r h i g h w a t e r temp. a f t e r TD a c t u a t e s ( a p p r o x . 15 s e c s . )
e n e r g i z e s PR, t h u s d r o p p i n g o u t CR and s t o p p i n g engine.

TRCUBLE SHOOTING HINTS
NATURE OF TRCUBLE PROBABLE CAUSE CORRECTIVE ACTION
1. ENGINE RUNS FOR APPROX PROTECTIVE CIRCUIT A ) CHECK FOR LOW O I L .

15 SKS. THEN SHUTS ENGAGING. B ) ENGINE WATER TEMP. TOO
DOWN HIGN.
C ) DEFECTIVE WATER TEMP.
SWITCH.
D ) DEFECTIVE O I L SWITCH.
E ) TIME DELAY RELAY SHORTED.
2. E N G I N E WNS, STOPS I N - DEFECTIVE FUEL Sam- MAY CHECK GOOD BUT WJN'T
TERMITTENTLY FOR NO AP- OID. BUILD UP ENOUQi RESIDUAL
PARENT REASON THEN RE- MAGNETISM.
STARTS ITSELF.
DEFECTIVE 10 OHM RE- CHECK RESISTfiNCB.

SISTOR.
CRANKING RBULY. CHECK CONTACT CR1-NO.
3. AMMETER NOT CHARGING. DGFECTIVE ALTERNATOR CHECK OUTPUT AT AUXILIARY.

OR REGJLATOR. PLACE JUMPER FROM AUXILIARY
TERMINAL 1Y) F I E L D TERM'L.
A ) I F THERE IS AN CUTRJT,
SHUT S E T DOWN. RESTART
AND IF S T I L L CHARGING I T ' S
ALRIGNT, I F NOT, DEFECTIVE
REGULATOR.
B ) I F THERE IS NO UJTPIJT YCU

PROBABLY HAVE A DEFECTIVE
ALTERNATOR.
10-15 KW WPDS GENERATOR WITH STARTER DISCONNECTED
BY D.C. BATTERY CHARGING GENERATOR
DRAWING NO. 13742
SE2UENCE OF OPERATIONS
1. Control SW t o ON.
2. CR e n e r g i z e s .
3. CR2-NO, c l o s e s . FS and SS a r e e n e r g i z e d . CL i s energized.
4. S t a r t e r i s energized.
5. E ~ q i n es t a r t s .
6. SD and TD a r e energized v i a D.C. g e n e r a t o r s output.
7. SD1-NC, opens. Now FS i s h e l d i n a t reduced c u r r e n t v i a 10 OHM r e s i s t o r .
SD2-NC, opens, de- energizing SS and d i s e n g a g i n g t h e s t a r t e r .
8. O i l p r e s s u r e b u i l d s up and OF' opens.
9. TD h e a t s and TD-NO, c l o s e s . PR cannot de- energize CR s o engine c o n t i n u e s t o
run.
10. I f engine f a i l s t o s t a r t i n approx. 4 0 seconds, cranking l i m i t e r h e a t s and
c o n t a c t s open, t h u s de- energizing CR. CR1-NO, opens and f u e l s o l e n o i d drops
o u t , s t o p p i n g engine. (Reset CR a f t e r approx. 1 minute i f d e s i r e d ) .
11. Low o i l p r e s s u r e o r high water temp. a f t e r TD a c t u a t e s (approx. 15 s e c s . )
e n e r g i z e s PR, t h u s dropping out CR and stoppiny engine.

TROUBLE SHOOTING HINTS
NATURB OF TRWBLE PROBABLE CAUSE CORRECTIVE ACTIOlrI
1. ENGINE RUNS FOR APPROX. PRUPBCTIVE CIRCUIT. A ) CHECK F O R LOW OIL.

15 SECS. THEN SHUTS ENGAGING. B ) ENGINE WATER TEMP. TOO
WWN. HIGH.
C ) DEFECTIVE WATER TEMP.
SWITCH.
D ) DEFECTIVE O I L SWITCH.
E ) T I M E DELAY RELAY SHORTED.
2. ENGINE RUNS, SIQPS IN- DEFECTIVE FUEL SOLEN- MAYCHECK GOOD BUT WDN'T
TERMITTENTLY FOR NO AP- OID. BUILD U P GNOUGH RESIDUAL
PAREiV REASON THlPV RE- MAGNETISM.
STARTS ITSELF.
SISTOR .
DBFHCTNR 10 CUM RE- CHECK RESISTANCE-
CRANKING RELAY. CHECK CONTACT CR1-NO.
3 . AMMETER NOT CHARGING D m E C T I V E GmERATOR OR C H X K OUTPUT AT A l .

REGULATOR.
A ) I F THERE IS AN OUTPUT,
REGULATOR I S PROBABLY
DEFECTIVE.
B ) IF THERE IS NO OUTPUT
YOU PROBABLY HAVE A
DEFECTIVE GENERATOR.
T. 23
B+ B-
_ _ I
@
SW2
REMOTE
sw.
N. C. N. C.
10-15 KW WPDS GENERATOR WITH AUXILIARY CHARGING

I WINDING AND STARTER DISCONNECTED BY
'\ CENTRIFUGAL SPEED SWITCH
DRAWING NO. 13743
SEQUENCE OF OPERATION
1. SW-1 s w i t c h t o on p o s i t i o n , CR e n e r g i z e s .
2. SS a n d FS e n e r g i z e - c r a n k i n g l i m i t e r i s energized. S t a r t e r i s en-
e r g i z e d . V o l t a g e i s f e d t o meters.
3. Engine s t a r t s .
4. A t 400 r.p.m. o v e r s p e e d s w i t c h SW-3 c l o s e s e n e r g i z i n g S D a n d TD. SD-2

opens removing v o l t a g e from c r a n k i n g l i m i t e r a n d s t a r t s o l e n o i d . Start-
e r drops out. SD-1 opens p u t t i n g a 10-ohm r e s i s t o r i n s e r i e s wish t h e
f u e l solenoid.
5. G e n e r a t o r b u i l d s up v o l t a g e and c h a r g i n g c u r r e n t i s t a k e n from a u x i l i a r y
winding A - 1 , t h r u d i o d e D-1.
6. The TD r e l a y i s e n e r g i z e d a f t e r 15 s e c o n d s by which t i m e t h e o i l p r e s -
s u r e h a s b u i l t u p , opening t h e low o i l p r e s s u r e s w i t c h . If o i l pres- -
s u r e becomes low o r t h e w a t e r temp. t o o h i m , t h e r e s p e c t i v e s w i t c h e s
w i l l c l o s e , t h e r e b y p l a c i n g a ground on PR which opens PR-1 removing
v o l t a g e from CR which o p e n s CR-1 & CR-2, removing v o l t a g e from FS.
PR-2 g i v e s PR a permanent ground f o r shutdown.
7. TO r e s t a r t t u r n c o n t r o l s w i t c h t o o f f a n d s t a r t e n g i n e . If problem h a s
n o t bee;? c o r r e c t e d , e n g i n e w i l l s h u t off a g a i n i n 1 5 s e c o n d s .
8. I f e n g i n e f a i l s t o s t a r t i n approx. 40 seconds, c r a n k i n g l i m i t e r h e a t s
up and c o n t a c t s open, t h u s d e - e n e r g i z i n g CR. CR-1, NO, o p e n s and f u e l
s o l e n o i d d r o p s o u t , s t o p p i n g engine. (Reset CL a f t e r approx. one min-
u t e i f desired).
TROUBLE SHOOTING HINTS 13743
1. ENGINE WON'T CRANK. DEFECTIVE STARTER OR PLACE 1 2 VOLTS ON C O I L OF

START SOLENOID. SS. I F SOLESOID ENERGIZES,
STAKTER IS DEFECTIVE. IF
SOLENOID WES NOT ENERGIZE,
SOLENOID IS DEFECTIVE.
2. ENGINE WON'T START. DEFECTIVE F S CHECK FUEL SOLENOID & LINKAGE-

DEFECTIVE SD RELAY. CHECK SD1 NC.
3. ENGINE STARTS BY IT- CR2 NO, DBFECTIVE. CHECK CR2 NO, FOR SHORT.
SELF.
4. ENGINE CRANKS & START DISCONNECT RELAY CHECK COIL OR SD-NC.

STARTS W T STARTER DEFFETIVE.
DOES NOT DISENGAGE. SPEED SWZTCH DIiFECTIVE. S E E I F I T CLOSES W E N ENGINE
STARTS.
5 . ESGINE CRANKS & CR1 NO, DBFECTIVE. CHgCK CCWTACT.

STARTS BUT STOPS 10 OHM RESISTOR DEFECT- MEASURE RESISTANCE.
SmF .
AND RESTARTS I T - IVE.
FUEL S O L m O I D TOO WEAK. CHECK SPRING TENSION ON SOL-

TO PULL I T S E L F IN. EN01 D ARM.
6. ENGINE W N S & SHUTS PROTECTIVE C I R C U I T ENER- CHECK FOR LOW O I L OR H I Q I

DOWN AFTER 15 SECS. GIZED. WATER T W .
O I L PRESSURE SWITCH REPLACE.

SHORTED.
WATER TEMP.
SHORTED.
SWITCH REPLACE .
PRCEECTION REIAY DE- CHECK CONTACT PR2 NO.
FECTIVE.
7. BATTERY RINS W N I N D l SHORTED. REPLACE.

A M Y BUT TAKING
GOOD CHARGE.
10-15 KW WPD GENERATOR WITH AUXILIARY CHARGING
AND CRANKING WINDINGS
DRAWING NO. 12970
T.27
SEXJEM)E OF OPERATIONS
-
12970
1. WITH SWITCH I N ON POSITION, THE FUEL SOLENOID AND START SOLENOID ARE ENER-
GIZED PUTTING BATTERY VOLTAGE TO THE GENERkTOR STARTER.
2 . ENGINE STARTS.
3. WHEN THE VOLTAGE BUILDS UP, I T ' S TAPPED OFF AT TEIlMINAL "A" AND ENERGIZES
THE START- DISCONNET RELAY.
4. SDI OP ENS , PUTTING A 10 OHM RESISTOR I N S ERIES WITHM E FUE SOLEXOID. sm

OPENS, REMOVING VOLTAGE FROM THE START SOLENOID WHICH DISCONNETS T H E STARTER,
AND CRANKING LIMITER.
5. I N W E WENT THE ENGINE WON'T START FOR SOME MECHANICAL REASON, VOLTAGE IS
APPLIED TO THE H W T I N G ELEMENT OF THE CRANKING LIMITER AND, I F NOT REMOVED BY
SD2 WIlFiIN 30 SBZONDS, WILL OPEN CONTACT CL, SHUTTING DOWN THE SET UNTIL THE
RESET IS PUSHED.
6. THE TD RELAY IS ENERGIZED AFTER 15 SECONDS BY WHICH TIME THE O I L PRESSURE

HAS BUILT UP, OPENING THE LOW O I L SWITCH. I F O I L BECOMES M W OR THE WATER
TEMP. TOO HIGH, THE R E S P K X I V E SWITCHES WILL CLOSE, THEREBY PLACING A GRCUND
ON PR WHICH OPENS CONTACT PR2 REMOVING VOLTAGE FRCM THE FUEL SOLENOID AND
CLOSING P R 1 , THUS GIVING PR A PERMANENT GROUND FOR SHUT DOWN.
I
TRCUBLE SHOOTING HINTS
NATURE OF TROJBLE PROBABLE CAUSE C O R R E T I V E ACTION
1. ENGINE F A I L S TO CRANK. CRANKING L I M I T E R O P E N . PRESS RESET.
SD-2 DEFECTIVE CHECK FOR AN OPEN.
PR- 2 DEFECTIVE CHECK FOR AN OPEN.
START SOLENOID DE- PLACE 1 2 VOLTS ON C O I L OF

FZTIVE. START SOLENOID. I F SOL-
ENOID ENERGIZES. STAFZER
STARTER DEFECTIVE. DEFECTIVE. IF i~ DOESN'T
ENERGIZE, SOLENOID DE-
FECTIVE.
REVERSE CURRENT REIAY CHECK FOR SHORT.

DEFECTIVE.
2. ENGINE CRANKS, SD- 1 NC. CHBCK FOR AN OPEN.

WON'T START.
3. ENGINE STARTS BUT SD RELAY CHsCK COIL. CHeCK CONTlYrPS.

STARTER STAYS ENGAGED.
CHARGING RESISTOR R-4. CHECK FOR OPEN.
4. ENGINE STARTS, RUNS, FUEL SOLENOID DBFECTIVE. CHECK LINKAGE, SPRING,POS-

THEN STOPS ITSELF, S I B L Y SOLENOID TOO WEAK.
THEN RESTARTS.
10 W M RESISTOR MEASURE RESISTANCE.
5. ENGINE RJNS AND S N T S PROTECTIVE CIRCUIT EN- CHECK LOW O I L & HIGil WATER
DOWN AFTER 15 SECS. ERGIZED. TGMP. SWITCHES.

SHORTED WHEN YOJ HAVE
PRESSURE.
WATER TEMP. SWITCH REPLACE.

SHORTED.
PROTECTIVE REIAY. CHBCK CONTACT P R - 1 NO.

T.23
GENERATOR - TYPE JC (REVOLVING FIELD)

AIagneciter is the trade name of ONAN'S
These WPDS generating plants use a 4-pole static exciter system. As the nalne implies, i t h a s
revolving field generator \vith static exciter no riloving parts but. uses magnehic amplifiers a n d
(Magneciter) to excite the field and regulate the rectifiers to supply direct current to the alterna-
plant's ac output.. tor's revolving field and regulate the ac output.
The generator is mounted to the engine crank- Because it is a relatively new development, a
case through the engine-to-generator adapter. brief description of the 3,lagneciter's operation is
The rotor is directly connected by flexible disc given here to aid understanding and repair.
to the engine flywheel. A ball bearing housed in
the generator endbell, supports the outboard The JJagneciter functions as a power supply for
(collector ring) end of the rotor. The endbell is, the revolving field and a voltage regulator. By
in turn, supported by studs through the stator regulating t,he amount of current to the field,
assembly to the adapter. Because of its construc- it controls the ac output of the generator. Here is
tion, the generator can't be removed from the how it works.
engine as a complete unit.
The generator's ac output is drawn from the

stator windings which also supply 120 volts to the
static exciter supply.
'l--QEsIDuALMAGNET\sM
,N 9 o ~ o SaTART S
PROCESS
To aid servicing and repair, all output leads

from the generator and connections to the exciter
are marked with metal tags. The lead and ter-
minal markings are noted on the plant wiring
diagram. (See this section). Fig. 4.A - Schematic, Alternator and Exciter
BRUSH
COLLECTOR RINGS
I
\,
Fig. 4.B - Revolving Field Generator Cross Section
current flow in the gate winding. Therefore, the
* - s control regulates the current in the generators'
field, which controls the generator's output.
More de-magnetizing current in the control
I P O V . AC
5- FIELD winding, less current in the gate winding and
MINALS &f generator field and a lower output voltage.
WINDING --
77
'I- E E C ~ F I E G SI Nest, we must introduce a regulator so that the
current in the control windings will depend on the
voltage output of the generator. The regulator
L - #
must allo\v little or no current flow up t,o a certain
output voltage and a large flow above that vol-
Fig. 4.C - Power Supply tage. That. is the purpose of the circuit shown in
Fig. 4.E. This circuit uses rectifiers, to allow
The circuit shown in Fig. 4.C is the power the current to flow in only one direction, and a
supply. It's a full wave rectifier made up of 2 control reactor. The control reactor is the vol-
half wave rectifiers and supplies direct current to tage se~isitivecontrol of the regulator. Its char-
the field. In order to regulate the generator acteristics are shown in Fig.4.F. Below the proper
output voltage, some form of control over the
current flowing in the field is necessary. Two
gate reactors provide this control (Fig. 4.D).
/
GATE W I N D I N G S
1
A.C
TERM-
INALS
Fig. 4.E -- Contrul Circuit
Fig. 4.1) - Power Supply with Gate Reactors
Eaoh gate reactor is a metal doughnut shaped

core with 2 ~vindings,an output or gate winding
and a control winding. The amount of current 0 50 lo0
the reactor allo\va to flo\v in the gate winding is GENERATOR OU7PU.T V2:TASE
dependent on the amount of magnetism in the

I
core. The current flow increases - the gate Fig. 4.F -Control Reactor Characteristics
opens - when there is nlore magnetism in the i
(*ore,until finally when the core is saturated, the voltage, little rurrmt flows through the reactor, so
gate is all the \ray open, the reactor then does not little current flo\\.s in the control windings. This
oppose rurrent flow. Since the rectifiers allow nllo~vsfull current to the field windings. When
current in the gate \vinciing to flow in only I direc- the reactor saturates magnetically, it. suddenly
tion, it can act only to magnetize the core. If allo\vs a lot of current to flow through the control
the magnctisni in the rore were decreased this windings, reducing the cnrrent. to the field wind-
\voul(l rcduce the current flow through the gate ings. This reduces the generators' output. voltage,
\viiiding. That is the purpose of the control which, in turn reduces the current through the
ivindings. control reactor and control windings hack to the
i
When current floxvs in the control windings, it

set requirements. The regulator then, holds
voltage at a pre-set level determined by the con-
',
#,
dcrrenses the magnetism in the core, reducing the trol Tractor.

I -.J
Fig. 4.G - Typical Magneciter Circuit
This is the basic circuit, but some refinements Replace the brushes when they wear to about
have been added. Compound windings on each 5/16" long. Don't use a substitute brush that
large reactor, kelp to retain voltage control may look identical. It might have entirely diff-
through changes in load and an output voltage erent electrical characteristics.
control resistor allows adjustment of the output
voltage by changing the voltage across the control
reactor (Fig. 4. G ) .
4 . 1 Adjustments
OUTPUT VOLTAGE. -
It's possible, by
means of controls in the magneciter, to make
small changes in the generator output voltage.
DON'T use these controls to increase generator
output above the rated voltage (i.e. 120 V, 240 V).
On the 06SX Magneciter, an adjustable tapped

resistor cont.rols the voltage output. It is
adjustable over a range of about 5 percent with
END BELk:
the highest voltage when the tap is moved to the
I -.. 1
top of the resistor.
Fig. 4.H - Removing Brushes
4 . 2 Maintenance
The generator normally needs little care other 4 . 2 . 2 Generator Bearing - The genera-
than periodic inspection of the exciter, ballbear- tor bearing is pre-lubricated for life and sealed.
ing, collector rings and brushes every 1000 hours. It requires no servicing.
4 . 2 . 1 Brushes. - To examine the brushes, 4 . 2 . 3 Exciter. - The exciter contains no

brush springs and slip rings, remove the exciter moving parts. Periodically blow out any dust
cover a t the rear end of the generator. Note that and make certain that all components and connec-
the exciter mounts on a hinged plate. Remove tions are secure.
the screws from the right side of the plate and
swing the assembly outward. To remove the 4 . 2 . 4 Collector Rings.- The collector
brush holders, unscrew the 4 machine screws on rings must be clean and free of scratches,
the endbell near the ballbearing. burrs and marks. If necessary, use No. 00 sand-
paper to clean the surface. Never use emery voltage output with the battery connected to
cloth or other conducting abrasives. F I and Fz, trouble is in the alternator (see Sect.
4 3 . 2 for testing and repair).
4 . 3 Testing a n d Repair
If repair work is necessary on the generator, it 4 . 3 1 . 2 Under-Voltage Condition. - Either
should be performed by a competent electrician the alternator or Magneciter could be defective.
who is familiar with operation of electric gener- But, the defect is probably in the Magneciter so
ating equipment. check it first, using Sect. 4 . 3 . 3 and the Magne-
citer trouble-shooting chart.
4 . 3 . 1 Trouhle-Shooting. - In the event
of abnormal generator output voltage, observe 4 . 3 . 1 . 3 Over-Voltage or Fluctuating Vol-
the following procedures. tage.- If the engine is operating at the correct
speed, trouble is most likely in the Magneciter.
4 . 3 . 1 . 1 No Voltage Build Up. - First re- See Sect. 4 . 3 . 3 and the Magnectier trouble-
move the exciter cover and, with the plant running shooting chart.
operate the residual reset button on the Magne-
citer. 4 . 3 . 2 Alternator Testing. - M o s t
alternator testing can be performed without dis-
If output voltage won't build up after pushing assembling the generator.
the reset button, flash the field. Connect a
voltmeter across the ac output. Then run the 4 . 3 . 2 . 1 Rotor Continuity Tests. - Remove
plant and touch the leads of a 12 volt battery in the brushes so none touches the collector rings.
series with an 8-10 ohm current limiting resistor
to the exciter-to-brush leads . . . positive (+)to I. Using an ohmmeter, test for grounding be-
FI and negative (-) to F2. If the resistor tween each slip ring and the rotor shaft.
weren't used, battery current could destroy the
Magneciter rectifiers. Watch the voltmeter. If 2. Test for short or open circuit in rotor winding,
voltage builds up to normal, the trouble .was due by measuring resistance of winding. It should
to lost residual in the field. If the voltmeter measure between 2.5 and 3 ohms (at 70F).
indicates a low voltage, the Magneciter is prob- If an accurate ohmmeter isn't available, check
ably defective (see Sect. 4 . 3 . 3 and the Magneciter the rotor for open circuit or grounding with a
trouble-shooting chart for repair). If there is no dc test lamp (Fig. 4.5).
T.33
!
3. Replace the rotor if it is grounded, or has If any windings are shorted, open-circuited or
an open circuit, or short. grounded, replace the stator assembly. Before
replacing the assembly, check the leads for
4 . 3 . 2 . 2 Stator Continuity Tests. - Discon- broken wires or insulation and replace any defec-
nect the generator output leads in the control box. tive lead. If this does not correct the fault, re-
Use t.he wiring diagrams in Sect. 10 to determine place the assembly. I t isn't practical to attempt
the output lead coding. to rewind a defective stator except in a competent
1. Using either the test. lamp or an ohmmeter, rewinding shop.
check each winding of the stator for grounding
to the laminations or frame. 4 . 3 . 2 . 3 Battery Charging Winding Tests. -
NOTE: Some generators have ground con- Remove the lead from the battery polarity re-
nections to the frame. Check the wiring dia- connection block to ammeter a t the ammeter.
grams. Install a dc voltmeter between the lead and I
ground. At governed engine speed, the average
dc output should be 7 to 9 volts. If the output
is defective, test for open circuit or grounding in
the leads and windings. If leads are defective,
replace them. If the winding is defective, re-
place the stator.
4 . 3 . 2 . 4 Collector Rings. -- If the collector

rings are grooved, out-of-round, pitted, or
rough so that good brush seating can't be main-
tained, remove the rotor, Sect. 4 . 4 , and refinish I
the rings in a lathe. Remove or shield the ball-

bearing during refinishing.
TEST LbMP
FOR TESTING FOR OPEN CIRCUITS ANDGIOVNDS.
4 . 3 . 2 . 5 Ballbearing. - If the ballbearing
USEA~OR 4 CINDLIPOWIIBULB.
becomes noisy, worn or otherwise defective, re-
place it. Remove the old ballbearing with a
Fig. 4.5 - Continuity Test Lamp gear puller and drive or press a new one into
place.
2. Using an accurate ohmmeter, test the resis-
tance of each stador winding. Compare the 4 . 3 . 3 . Magneciter Testing and Repair.-
resistances obtained. All windings of equal If generating failure is traced to the Magneciter
output volt.age should indicate about the see the hfagneciter trouble-shooting chart.
same resistance. An unusually low reading Perform tests on the components x i t h either an
indicates a short.; a high reading an open cir- ohmmeter or a 115 volt test lamp (Fig. 4 . K ) .
cuit.
Always isolate the component being tested by
If the ohmmeter required for this test isn't removing its leads. Before testing, .make certain
available, check for open circuits with the test, that no part of the Magneciter is grodnded. Use
lamp. the tests in the follo~vingsections to determine
CT2A,VSFO'MEP W I T H
SEPAPA TE P.Q/MARV AND
S E C O N D A R Y - I : ! FdQSPFETY
Fig. 4.K - 115V Continuity Test Lamp (Uae for testing Magneciter)
xvhether the components are functioning prop- 5. Connect one test lead to the control winding
erly. Replace any components found defective. lead a n d the other test leads to one of the
gate winding leads and observe the bulb.
4 3.3.1 Reactors. - Test the control reactor
with an ohmmeter, using the resistance values in RESULTS
the Table of Resistances (Fig. 4.L). Use the 1. Reactor is serviceable if bulb is dark for
follo~vingmethod to test each gate reactor: steps 3 and 5 but bright for step 4.
COXTROL LARGE REACTOR

1IODEL OF REACTOR BUILD-UP
JIAGNECITER C to 31 C to 1 C I to C2 GI t o GP RELAY COIL
OGSXlNlB 12 5 5 5 66 None
Fig. 4.L - Table of Resistances, Magneciter
1. Make certain that no part of the Magneciter 2. Reactor is defective if bulb lights with low
is grounded. intensity for step 3 indicating presence of a
short in either gate winding or control \\rind-
2. Isolate the gate winding (G I , G2) by discon- ing. If bulb lights a t all during step 5 the
nerting one lead from its point of connection control and gate minding are shorted to-
and the control winding by disconnecting both gether. If bulb fails to light in step 4 there is
leads (CI, C2) from their pointsof connection. very likely an open circuit in either the gate
CAUTION: The accuracy and reliability of winding or control minding.
resistance values depends on the accuracy
of the ohmmeter used. Reliable readings If any reactor is defective, replace it.
such as found between G I and G2 can't be 4 . 3 . 3 . 2 Rectifiers. - Test each rectifier be-
accurately read with a multimeter. lieved to be defective by isolating it andmeasuring
the resistance first in one direction, then in the
3. Connect one test lead to G I and the other to ot,her. If the rectifier is operating properly, one
G Pand observe the light bulb. reading \\.ill be much higher than the other. If
the 115 volt test lamp is used, first touch the
4. With the test leads st,ill connected to the gate tester probes together and observe the brightness
winding leads, short across leads C I and C P and of the bulb. Then touch them across the
again observe the bulb. reotifier. If the bulb lights brightly or not at all,
Fig. 4.M -Testing Field Rectifier

T. 35
the rectifier is defect,ive. If it lights dimly, this 14. Pull the end bell off the Alternator.
indicates t,hat the rectifier is passing current in
only one direction and is functioning properly.
Replace any rectifier found defective. 15. Slide the Stator i!ssembly off of its studs being
careful not to drag it heavily along the rotor.
5 . 4 Disassembly, Generator Keep the weight supported, do not let it rest
on rotor which is now unsupported a t hearing
1. Disconnect the battery so the plant won't
accidently start.
2. Remove the exciter cover and open exciter.

end.
-I
This reveals the Hex head of the speed gover-

nor mechanism and the starter disconnect
speed switch.
3. Disconnect leads E l , E2, F 1 and F2.
4. Remove three 1/4-20 screws that fasten

magneciter hinge to end hell and lift magne-
citer away, being careful not to damage speed
switch or governor mechanism.
+ 5. Remove micro s'ivit,ch from its bracket and

disconnect two leads. These may be un- Fig. 4.N - Removing Rotor
soldered from their tabs or the tabs nlay he
unscrewed from the switch itself. 16. Remove eight screws that hold Blower Fan,
drive disc, and rotor to Flywheel. Lift out
6. Remove speed switch (Micro-Switch) Mount- rotor.
ing Bracket from end bell t o avoid possibility
of damaging it while performing further dis- 4.5 Assen~bly,Generator
assembly. 1. R,everse procedure for 4.4.
7. Remove speed governor by unscrewing hex 2. CAUTIOK : When assembling Governor
end of its shaft. mechanism on armature through stud set
up to 25 foot pounds torque and rotate
engine. Tap the Hex end of Governor
8. Remove four machine screws on the end bell
shaft until it runs true. If allowed to run
near the ball bearing and lift out the brush
out appreciably, 'he entire assembly may
holders (Fig. 4.H).
malfunction causing starter motor over-
* 9. Remove lead from the tapped adjustable speed. Starter overspeed may result in
resistor in the Flywheel housing blower open- destruction of the starter motor.
ing.
10. Remove load wires and generator leads from

Terminal block.
11. Remove screws from control box mounting

brackets and lay control box forward out of
the way.
12. Remove top half of Alternator saddle, lift

Alternator end free of lower half saddle and
i block under Flywheel Housing.
\,
13. Remove Hex nuts from the rim of the end

bell. Fig. 4 . 0 - Speed Governor
'Apply t o WPDS sets built before serial numbers ending in "A68" or before those WPDS sets built
with Battery Charging generators.
T.36
When installing or re-connecting after service 2-wire, or 240-volt 2-wire power source (Fig. 4.P).
work, be sure all battery connections are securely Use the connection for two wire service when
tightened. Observe correct Battery Connection one load exceeds %the rated capacity. Balance
Polarity. (See Tiring: Diagram) on pages 15 8: 16. the load when connected for three-wire service.
Voltage Selection o n Reconnectible Single Load Connections: Refer to the figure 4.P
Phase Generators: New plants are supplied which illustrates the load connection for the
as ordered, but all WPDS plants may be recon- output shown on your plant's name-plate. See
nected for use as 120/210-volt 3-wire, 120-volt switchboard instructions here when a switch-
board is used.
UNGROUNDED LOAD
a
0 (JOIN)T3 OL
i W I RE (BLACK) 0
240
WIRE ( W H I T E )
-
U N G RO U N D ED L O A D W I RE ( B L A C K )
t 0 ;
1
240 V,
120
4
v.
G R O U N D E D L O A D WIRE ( W H I T E )
I1
2 an
r n
fiz
-
r2.13
120
4
v.
U N G R O U N D E D L O A D WIRE (BLACK)
-- -, 2 4Y1
74 0
I Phase. Re-conneclible Generator
(60-cycle moael h a s code - 3 p l v e r Z w i r e or 3-wire service)
Fig. 4. P
TO CONTROL BOX
SLIP RINGS
82
Revolving Field(3R) Reconnectible for 120, 240 or 120-240 volt, Single Phase
Fig. 4.Q-Internal Generating Diagram.
T. 37
TROUBLE SHOOTING CHART 8, REVOLVING FIELD GENERATOR
current.
Defective magneciter. See Trouble-Shooting Chart 9
- Magneciter.
Defective field windings. Test and replace if defective.
Generator overheats. Overloaded. Reduce load.
Partial short in load. Correct short.
Poor ventilation. Increase ventilation.
TROUBLE PROBABLE CAUSE REMEDY
Incorrect output voltage. Incorrect adjustment of out- See Section 4.1.
put control resistor.
Engine governor set wrong Check engine speed, adjust
speed. governor.
Defective Magneciter. See Trouble-Shooting Chart 9
- Magneciter.
Noise in generator. Defective bearing. Replace.
Collector rings out of round. Turn down in lathe.
TROUBLE SHOOTING CHART 9
Troubles are listed in advancing order, from no output voltage to a rated but fluctuating output
voltage. The relationship between trouble and cause is not always consistent from model to model, so
the following information must be used as a guide, not an absolute rule.
Before proceeding be sure that connections are in accordance with Figure 4.Q.
Generator will not build up Circuit breaker in "off" or Reset and close breaker.
voltage "tripped" position.
Open in circuit breaker. Stop plant and check breaker
continuity.
No AC power to Magneciter. Check AC voltage a t Ei-Ez
with the plant operating*.
Voltage should be five per
cent of the rated voltage. If
check continuity from Ei-Ez
back to the generator.
Partial loss of residual in With plant operating*, place
Rotor. a jumper across Gi-Gz until
voltage begins to build-up.
then remove.
Pair of Field Rectifiers (either Test rectifiers and replace if
1&4or2&3)open. defective.
Both Field Rectifiers 2 and 3 Test rectifiers and replace if
shorted. defective.
Output voltage slow to build Either Field Rectifier 2 or 3 Test rectifiers and replace if
up. Circuit breaker opens in shorted. defective.
about five seconds.
Output voltage slow to build Either Field Rectifier 1 or 4 Test Rectifier and replace if
up and five per cent below shorted. defective.
rated voltage after build up.
Voltage regulation poor.
'Be cautious when trouble-shooting on an operating plant.
TROUBLE SHOOTING CHART 9 (Continued)

Output voltage slow to build Open circuit in one or more Test rectifier and replace if
up and higher than rated vol- Control Rectifier. if defective.
tage after build up.
Check soldered connections to
rectifiers.
Output voltage slow to build
up and ten to twenty per cent
above rated voltage after build
Open in one Field Rectifier.
Open circuit in Gate winding

Test rectifiers and replace if
if defective. I
If Field Rectifiers 1 and 2
UP. GI-Gz of Recactor A or B. check okay, check continui-
ties of Gate windings GI-Gz.
Output voltage builds up nor- Shorted winding of Control Test Control Reactor a n d
mally hut less than rated volt- Reactor if defective.
tage after build up.
Output voltage builds up nor- Compound winding SI-Sz in- Check wiring diagram for
mally with slightly less than stalled backward or has open polarity of Compound wind-
rated voltage a t no load and circuit.. ings through Reactors A a n d
low voltage a t full load. B and test for continuity.
Output voltage builds up nor- Compound windings Sf-S] in- Check wiring diagram for
mally but 20 per cent above stalled backward through one polarityof Compoundwinding
rated voltage after build up. Reactor (A or B). through Reactor A or B.
Voltage regulation poor.
Out,pilt voltage builds up nor- Open circuit in Control Check continuity from t h e
mally but is twenty-five per Rectifier bridge. junction of Control Rectifiers
cent above rated voltage after 1 and 2 to the junction of
build up. Control Rectifiers 3 and 4.
Output voltage builds up nor- Shorted turn in gate winding Test Reactors A and B for
mally but 125 to 150 per cent. GI-Gz of Reactor A or B. shorted turns and replace if
above rated voltage after defective.
build up.
Output voltage builds up nor- Control winding Ci-Cz of Rec- Check circuit connections of
mally hut 100 to 200 per cent actor A or B polarized incor both Reactors A and B.
above rated voltage after build rectly.
up. No regulation possible.
Shorted turn in Control wind- Test Reactors A and B for
ing CI-Cz of Reactor A or B. shorted turn and replace if
defective.
Check continuity from El t o
I Open in Control Circuit.
Ez through Control Circuit.
DYNAMONITOR OPERATION
DMS 2-10, 12.5, 15 13797 Rev. B
1. With generator c o n t r o l switch t o AUTO p o s i t i o n and demand c o n t r o l switch t o

AUTO, apply a load greater than 60 w a t t s across l i n e - 1 t o n e u t r a l . This com-
p l e t e s the D.C. c i r c u i t by a c t u a t i n g r e l a y K1 through r e s i s t o r R1 and R2,
thereby connecting the l o a d t o ground.
2. K1 actuates. K1-2-NO closes, reducing series r e s i s t a n c e i n K1 c o i l path,

h o l d i n g K1 closed when c r a n k i n reduces B p l u s voltage. The c l o s i n g o f
9
K1-1-NO puts B plus on remote R) which s t a r t s the generator.
3. The generator b u i l d s up voltage and a c t i v a t e s K3. K3-3-NC opens t h e D.C.

c i r c u i t . K3-1-NO and K3-2-NO close, completing t h e A.C. c i r c u i t . The gener-
a t o r o u t p u t i s through transformer T I back t o the load. K2 energizes.
K2-1-NC opens removing B minus from t h e A.C. c i r c u i t and K2-NO closes, com-
p l e t i n g the c o n t r o l c i r c u i t keeping K1 energized and a constant B p l u s on
t h e remote terminal.
DMS 3-10, 12.5, 15
1. With generator switched t o AUTO p o s i t i o n , and demand c o n t r o l s w i t c h t o AUTO,

apply a load greater than 60 w a t t s across the output L1 t o n e u t r a l o r L2 t o
n e u t r a l (120 VAC). This completes t h e D.C. c i r c u i t a c t u a t i n g r e l a y K1
through r e s i s t o r s R1 and R2 and t h e load i s thereby connected t o ground.
2. K1 actuates.. KT-2-NO closes, r e d u c i n g series r e s i s t a n c e i n K1 c o i l path,

h o l d i n g K1 closed when cranking reduces B plus voltage. The c l o s i n g o f
K1-1-NO puts B plus on remote (R) which s t a r t s the generator.
3. The generator b u i l d s up v o l t a g e and K3 actuates c l o s i n g c o n t a c t s K3-1-NO

and K3-2-NO, also K3-3-NC and K3-4-NC open, separating the A.C. and D.C.
lines.
A) I f l o a d i s across L1 t o n e u t r a l t h e path through T l i s complete and K2-1

actuates. K2-NC opens removing B minus from A.C. l i n e . K2-NO closes,
p u t t i n g B minus t o K1 which keeps B plus on remote (R).
B) I f l o a d i s across L2 t o n e u t r a l the path through T2 i s complete and K2-2

actuates. KZ-NC opens removing B minus from A.C. l i n e . K2-NO closes,
p u t t i n g B minus t o K1 which keeps B plus on remote (R).
NOTE: R1 i s a s e n s i t i v i t y r e s i s t o r which determines the voltage a p p l i e d t o K1

which s t a r t s the generator. I f t h e v a r i a b l e r e s i s t o r i s s e t low, any
i n s i g n i f i c a n t load, i n c l u d i n g s t r a y leakage due t o moisture, may s t a r t
the s e t . I f the r e s i s t o r i s s e t t o o high i t may take a l a r g e r l o a d than
d e s i r a b l e t o s t a r t the generator. We recommend the s e t t i n g be t o such
t h a t a 60 w a t t lamp w i l l s t a r t the generator whereas a 25 w a t t lamp w i l l
not.
T.43
K3? I
DMS 2
/;I
h"
KI-2 0
0
TI
5 , , 8
B+
K3-l K3-3
I I
I
-- I
I h '
2 7 0 1 1 200-
K I-l
K2 NO R
-- T ' -
3
I
K3-4
A 4I
@
"Q DMS3
@
IF A C SYSTEM H A 5 THE N E U T R A L GROUNDED IN C O M M O N WITH THE B
@
NEGATIVE G R O U N D , T H E GROUNDED AC L I N E , A , M U S T BE C O N N E C T E D A 5 S H O W N
DYNAMONITOR DM-2 AND DM-3.10-15 KW.

AUTOMATIC DEMAND CONTROL
DRAWING NO. 13797 B
T.44
TRCUBLE SHOOTING HINTS -

12970
NATURE OF fR ~ J B L E PROBABLE CAUSE CORRBMIVE ACTION
1. ENGINE F A I L S TO CRANK. CRANKING LIMITER O P W . PRISSS RESET.
SD-2 DBFHCTIVE CHECK FOR AN OPEN.
CHECK FOR AN OPEN.
START SOLENOID DE- PLACE 12 VOLTS ON C O I L OF

FECTIVE. START SOLENOID. IF SOL-
W O I D ENERGIZES, STARTER
STARTER DEFBCTNE. DBFECTIVE. I F I T DOESN'T
ENERGIZE, SOLENOID DE-
FECTIVE.
REVERSE CURRENT RELAY CHECK FOR SHORT.

DEFrnIVE.
2. ENGINE CRANKS, SD-1 NC. CHECK FOR AN OPEN.

WON'T START.
3. ENGINE STARTS BUT SD RELAY C H X K COIL. CHaCK CQiTlLCrS.

STARTER STAYS ENGAGED.
4. ENGINE STARTS, RUNS,

CHARGING RESISTOR R-4.
F U m SOLENOID DBFIiCTIVE.
CHECK FOR WEN.
CHECK LINKAGE, SPRING,POS-

I
THEN STOPS ITSELF, S I B L Y SOLENOID TOO WEAK.
THEN RESTAKI'S.
10 CHM RESISTOR MEASURE RESISTANCE.
5 . ENGINE RUNS AND W T S

DOWN AFTER 15 SECS.
PROTECTIVE CIRCUIT EN-
ERGIZED. .
CHHCK UIW O I L & HIGH WATER
TBMP SWITCHES.
SHORTED WHEN YOU HAVE
PRESSURE.
WATER T W . SWITCH REPLACE.

SHORTED.
P R O T E T I V E RBULY. CHECK C Q ~ A C T PR- 1 NO.

T.45
YD GENERATORS
BRUSHLESS
XCITER ROTOR
ASSEMBLIES
ENGINE-GENERATOR
ADAPTER
ROUE TO 35-38 FT. LBS.
THROUGH-STUD
FIGURE 1. GENERATOR (SECTIONAL VIEW)
AC GENERATOR DESCRIPTION
The YDgenerators beginning withspec AA (Figure 1)
are four-pole, revolving field, brushless exciter.
reconnectible models of drip-proof construction.
Generator design includes both single and three- F'+ and F2- are from the exciter field winding and are
phase. 60 and 50 hertz typegenerators. The generator
rotor connects directly to theengine crankshaft with a
tapered shaft and key. The generator is fastened to
the engine by the rotor-through-stud which passes
through the rotor shaft; it has a nut on the outside of
the end bell. A centrifugal blower, on the front end of
the rotor shaft, circulates the generator cooling air
which is drawn in through the end bell cover and
discharged through an outlet at the blower end.
A ball bearing in theend bellsupports theouterendof

the rotor shaft. The end bell and generator stator
housing are attached by four-through-studs which
pass through the stator assembly to the engine-
\
generator adapter. The brushless exciter stator ! TO
mounts in the end bell while the exciter rotor and its
rotating rectifier assemblies mount on the generator FIGURE 2. SINGLE AND THREE PHASE GENERATOR
rotor shaft. SCHEMATIC (COMPOSITE)
T.46
connected to the output terminals of the voltage

regulator. Leads 1 and 2 are connected to the stator
windings and provide reference voltage and input
power to the voltage regulator. These five leads are
FULL W AV E
connected at the factory. BRIDGE
RECTIFIER
Figure 2 is a composite illustration showing four output leads lor
single-phase units, 12 output leads for 3-phase broad range units,
and four 01ttpulleadsforcode9X3-phase347/600voltgenerators. RESIDUAL GENERATOR
MAGNETISM ROT OR
IN ROTOR
STARTS
GENERATOR OPERATION PROCESS
The basic operation of the generator and voltage BRUSHLESS
regulator involves the stator, voltage regulator, ex-
citer field and armature, a full wave bridge rectifier, ARMATURE
and the generator rotor, Figure 3. Residual

magnetism in the generator rotor and a permanent 120-139 V A C
REFERENCE BRUSHLESS
magnet embedded in one exciter field pole begin the VOLTAGE
voltage build-up process as the generator set starts
running. Single-phase AC voltage, taken from oneof
the stator windings, is fed to thevoltage regulator as a
reference voltage for maintaining the generator out-
i
VOLTAGE
put voltage. The AC reference voltage is converted to 8,98 REGULATOR
DC by a silicon controlled rectifier bridge on the
voltage regulator printed circuit board and fed into FIGURE 3. EXCITATION BLOCK DIAGRAM
the exciter field windings. The exciter armature
produces three-phase AC voltage that isconverted to
DC by the rotating rectifier assembly. The resultant
DC voltage excites the generator rotor winding to INSTALLATION AND RECONNECTION
produce the stator output voltage for the AC load. CAPABILITIES
The generator rotor also produces AC voltage in the YD generators have the capability of being operated
charging winding of the stator which is converted to in a number of different voltageconnections, and at
direct current for battery charging. different voltages in asingleconnection.The connec-
tionsand voltages which can beobtained from agiven
generator are defined by the generator voltage code
on the nameplate and listed in Figure 6.
TO prevent generator damage, do not attempt
to operate a generator with a given voltage
VOLTAGE REGULATOR code in any connection or at any voltage not listed for that voltage
code.
The line-voltage regulator (VR22 or VR23) on the
Spec AA J-Series generator Sets is an all solid State NOTE 1. When connecting the generator output leads f o r a new or
device; that is. no relays or tubes are needed. Basic dilterenl connection or when the operating voltage of a single
components of the voltage regulator are: voltage connection is to be changed, be sure that jumper wire W10
Printed circuit board VR21

on VR" is properly connected from terminal V' to V'. V2, or V3 as
listed in Figure 6 l o provide the correcl reference voltage. I
Voltage reference transformer T21 NOTE 2. Connect the wire from lrans1orrnerT~'-X'tolerminalVRn-
Commutating reactor CMR21 lor code -53C and -518 (50 Hertz) generators. Connect Tv-X' lo
VR2'-'lor code -3C. -18,and-9X (60Herlz)generators. Connectthe
Field circuit breaker CB21 rest of the wires on thevoltage regulalorassembly according to the I
Voltage adjust rheostat R22 (Optional) wiring diagram and wlring tabulalion chart which applies to your !
Figure 4 shows the above components and voltage
generator set.
I
regulator wiring diagrams for typical control boxes on Generator sets without a control panel or ..
electric generating sets. The electrical schematic and switchboard containing AC instruments such as
printed circuit board are shown in Figure 5. voltmeters, ammeters, running time meter,frequency
meters, and line circuit breakersare shipped from the .
The voltage adjust rheostat (RZ2)
is optional on either factory with the AC output leads separated i n the
VRZ2or VRZ3voltage regulator assembly. When RE is output box. O n generator sets with switchboards
used, it is connected between VRZ'-' and VR2'-3 containing AC instruments, the AC output leads are
(Figure 5 ) and the jumper between VR2'-' and VR2'-Z wired as specified on the customer's purchase order I,\ I
(Figure 4 ) is removed. to deliver only the voltage specified.
!
I
T.47
r-----
REGULATOR SCHEMATIC
REF.
DES. DESCRIPTION !
ICI Integrated Circuit I
QI Trans istor-NPN 1
T2 1 Transformer. Reference Voltage
CMR2 I Commutating Reactor
R27 Potentiometer W.W. 8K-Ohm
R26 Potentiometer W.W. 2.5K-Ohm
R25 Resistor-Film 42.2K-Ohm. l/4W
R24 Resistor-Film 46.4K-Ohm. 1/4W
R23 Resistor IO-Ohm. I/2W
R22 Resistor 820-Ohm. 2W
R2I Resistor-Film 2.67K. 1/4W
R20 Resistor-Film I.53K. i/4W
R19
Rl8
Res irtor-Film 3.09K. I /4W
Resistor-Film 28.OK. I/4W
I
R 16 Resistor 8.2K-Ohm. I /2W !
R15,17 Resistor I BOK-Ohm. i i2W -HEAT
R14 Resistor 2700-Ohm. I/2W SINK
m*-m m-Do.IA
R13 Reristor-Film 12. IK-Ohm. I /4W
RII.12 Resistor-Wire Wound 4K. 5W
PRINTED CIRCUIT BOARD, VR21
R9 Resistor I MEG Ohm. 1/2W
R8-I0 Resistor IOOK-Ohm. I /4W
R7 Resistor 270K-Ohm. I/2W
R6 Rerirtor-Film 1.74K-Ohm. 1/4W
R5 Resistor 2 MEG Ohm. 1/2W
R4 Res istor 3K-Ohm. I/2W
R3 Resistor 330K-Ohm. I/2W
R2 Resistor 22OK-Ohm. I/2W NOTE: The 25M)ohm external voltage adiust patentio-
RI Resistor 33K-Ohm. I /2W meter connects between pin I and p i n 3. See regulator
CR17 Transistor-Unijunction schematic. I f your set does not h a v e an external
CR13.16
CRI2. 14. 1s
RectifierGate Control
Rectifier-Diode
. voltage adiust potentiometer, pin I i s jumpered to
i
Pin 2. See Figure 4. I
CR5 Diode-Zener IBV I
CR3.4.6-11 Rectifier-Diode 4WMA 4M)V
CR2 Diode-Zener 20V
I
CR I Diode-Zener 5.6V
C I0 Capacitor .47MFD 4WV
C9 Capacitor .39MFD I W V
C8 Capacitor IMFD IOOV
C4. C5 .
Capacitor IMFD 2OOV
i C3. C7 Capacitor .22MFD 200V
C2. C6 Capacitor .47MFD lM)V
CI Capacitor-Electrolytic IOOMFD IOV
FIGURE 5. VOLTAGE REGULATOR PRINTED CIRCUIT BOARD

T.48
LOAD TO
GENERATOR CONNECTION GENERATOR CONNECTION
SCHEMATIC DIAGRAM WIRING DIAGRAM
CONNECT X I T O VR21-5 FOR
SOHERTZ CONNECT X I T O
VR2I-6 FOR 60 H E R T Z
GENERATORS.
A B C A 9 C
3C llOR4O 1 60 VI
1 ;;; i
53C 120/240 1 50 VI
115R30 I So V1
l l O N O 1 50 V3 T4 7 2
TI TI TI T4 TI TI TY T4 TI TZ T I T4
T7y;
18 l20Arn 3 so Vl LI
A ji,
Y
117/220 3 60 V1
I39R40 3 60 V4 E
Y
a
518 110/190 3 50 VI A
115/2W 3 50 V1
<
L
l2MW 3 50 V3 i L3 T4 T 5 T 6 T I O T l l T 1 2 T I T7 T2 T8 T3 T9
127R20 3 50 V4
'ri hL'/,/(A
IS 240/416 60 VI LI L1 L1
3 I
254/UO 3 60 V2 Y
177/4CU 3 60 V4 5m
Y
518 210A80 3 50 VI E
230/400 3 52 v1 m
Y
2401416 3 50 V3
L3 T l O T l l T l l T I T4 7 7 TI T I TB T3 ~6 TP
254/UO 3 50. V4
Lqio1 A
18 120/240 3 60 VI <
5
518 llOR2O 3 50 VI a
m
115R30 3 50 V1 !
5m TI
ll0RUl 3 w v3 L2 TI n 1 r0e
~ 1 ~ 7s r3 rl# r 6 n rr TII
8;; A A ji
I8 11W140 1 60 VI
I-
>
Y
0
518 loorno I 50 VI Y
115/130 1 50 V1
'
a
12M40 1 50 V3
3i TI1
T8 L1 TI TI TI1 T I Tb T3 TS TB TI0 7'9 TI!
I8
518
9x
120
110
115
120
347/6m
1
3
5
60
50
50
60
0 V
VI
VI
V3
1
v 4
A
Y
n
a
>
A
(
L
<
L
@
LI
T2
TB
L2
T1TlO
TI
/h\n/n\
n Tb TI1
LI
T I T9 T I T I I
LI L3 LO
T1 T I O T I T 8 r i
i
~
!
yL1
" I
Y
I!
g I
!
T3 TI TI TI TO
-2- LI 1.
FIGURE 6. GENERATOR WIRING A N 0 RECONNECTION DIAGRAMS
!
!
VOLTAGE RECONNECTION WITH OP-
TIONAL INSTRUMENTS
The optional AC instruments on the control panel
(such as voltmeters, ammeters, transformers, and
running time meters) are intended for use with
specific nameplate voltages. Control components
may have to be changed to match new current ratings
when field reconnection for other voltage codes or
voltages are made.
Under no circumstances shall the generator be connected in any

other manner than shown in Figure 6.
Severe damage will result It leads are incorrectly connected or

improperly Insulated. Useextremecareinchecking leadstoassure
proper connections.
ADJUSTMENTS AND TESTS
GENERAL
The adjustment and test procedures herein are
referenced in the aenerator troubleshootina tables.
pages 18-20. The following information is needed b; VOLTAGE REGULATOR CHECKOUT
servicemen to effectively service or repair J-series
generators beginning with Spec AA. The solid state voltage regulators (VR2') can be
checked out on the bench for proper operation or
location of faulty components. The following test
equipment (one-each) is required for a proper
checkout.
VOLTAGE CALIBRATION ADJUSTMENT ,. TEST EQUIPMENT
The calibration adjustment is madeusing an accurate S ........................................ .Switch
AC voltmeter to observegeneratoroutput voltage and
CMR21 .................................. .Reactor
to set the correct no load voltage. If voltage regulator
VR2' printed circuit board has been replaced, it may F ..................................Fuse, 5 Amps
be necessary to make a calibration adjustment. To T I . . . . . . . . . . .Transformer, Variable 2 Amp 0-150V
obtain thecorrect output voltage, proceed asfollows: V2 .............Voltmeter. DC f 2% of Full Scale 3.
1. If set has a voltage adjust potentiometer (R22)on Scale 0-50 and 0-150V and 0-10V
the meter panel, set pointer halfway between V1 ...... Voltmeter. AC f 2% @ IOVAC. 1h @ 150V
minimum and maximum positions. ffl ......................Resistor, 100-Ohm 400 W
2. With unit running at no load, turn generator T21 ..................Transformer, Input 315-0386
voltage potentiometer RZEon VRZ' (Figure 4)
clockwise to increase o u t ~ u tvoltaae: turn R26
counterclockwise to decrease outp; voltage.
Bench Check:
1. Remove voltage regulator from unit according to
procedure given for voltage regulator replace-
ment.
VOLTAGE STABILITY ADJUSTMENT 2. Referring to Figure 7 and Table 1, connect test
eaui~mentto the Drinted circuit board VR21
Voltage stability is set at the factory, but if printed t&m'inals as follows~
circuit board VRZ1 has been replaced or if damping
potentiometer R2' has been unnecessarily adjusted it
may be necessary to reset stability. Set stability as
follows:
1. With generator set running at no load, turn
potentiometer RZ7(Figure 4) to a position where
voltage tends to be unstable or hunt.
2. Turn RZ7clockwise slowly until voltage first
stabilizes. This setting will result in stable voltage
under all conditions in maximum voltage
regulator response time.
CONNECT FROM TO
Jumper VR21-V1 VR21-V4
Jum~er VR21-1 VR21-2 FLASHING THE FIELD
Lead CMR21-1 VR21-10 The following procedure is used for momentarily
Lead CMR21-4 VR21-9
flashing the exciter field with a low voltage which
Lead T21-X1 VR21-6
Lead T21-X2 VR21-4
restores the residual magnetism in the alternator
AC Voltmeter Across T21-H1 8 H2 rotor. Flashing the field is usually necessary when
DC Voltmeter Across CR21-7 8 8 installing a new brushless exciter stator wound
VARIAC Across T21-HI (fused) assembly, but seldom is necessary under other
and H2 circumstances. Always check generator residual
voltage at terminals 1 and 2 to be certain whether or
3. Open switch in 120 VAC supply to VARIAC, not flashing the field is necessary. Generator residual
4. Plug VARIAC into 120 VAC source. voltage should be at least 20 VAC at rated speed. If
residual is too low and the output voltage will not
5. Proceed with checkout according to steps in
Table 1. build up, flash the field as follows:
1 . Locate terminals 7(-) and 8(+) on voltage
TABLEI. VOLTAGEREGULATORCHECKOUT
VI 1C INPUT VOLl1GE
(> = LESS THAN) v2 oc o u i w r v o ~ r r c r , <= ,ORE THAN,
AC INPUT
VOLTMETER
l2OVAC
VARIAC
, .
XI
X2
I
l4
I
INCREASE
2
!a
VI
1
I
I
I
W I0 JUMPER
+ DC OUTPUT
CMR21
'3
I DAMPING
I
REACTOR-COM L-
I_____I
FIGURE 7. VOLTAGE REGULATOR CHECKOUT TEST EQUIPMENT CONNECTIONS
DRY CELL
BATTERY
FIGURE 8. FLASHING THE FIELD
regulator printed circuit board (VRzl). other lead to CR'. CRZ,and CR3 in turn; record
2. Use a six volt dry cell battery with twoclip leads, a resistance value of each rectifier.
12 amp DC, 300 volt avalanche diode, and a 10- 3. Connect one lead to FZ- stud and connect other
ohm resistor as shown in Figure 8. If a six volt lead to CR3. CR4 and CRS in turn; record
battery is not available, a 12 volt automotive resistance value of each rectifier.
battery can be used by increasing the 10-ohm 4. Reverse ohmmeter leads from step 2 and record
resistance to 20-ohms; or a 24 volt automotive resistance value of each rectifier F'+ to CR', CRZ.
.-.-
battery can be used by increasing the resistance
-L--
IU 4u-onms.
5.
and CR3 and FZ- to CR4, CR5,and CRS.
All three resistance readinas should be hiah in
A serles resistorMUST be used to protect the one test and low in the othertest. If any readyng is
meter. ~olarllymust be observed. high or low i n both tests, rectifier assembly is
defective.
3. After starting engine, touch positive (+) battery 6. Replace defective rectifier assembly with new.
lead to VRZlJ and negative (-) lead to VRz'-', identical part.
contact terminals just long enough until voltage
starts to build up ordamagemayoccurtoexciter-
regulator system. Use24 lbs-In. torque when replacingnuts on F1+andFa-, CRt, CR',
CR'. CR', CR: and CR@.
m WARNING
IdCSl shocks.
Be cautious when worklng on a
genemtor that Is running to avoid elec-
TEST PROCEDURES CR2

All of the following tests can be performed without
disassembly of the generator as shown in the il-
lustrations herein. Use the following test procedures
for testing generator components in conjunction with
the troubleshooting tables.
[FI
TESTING ROTATING RECTIFIERS
Two different rectifier assemblies make up the
rotating rectifier bridge assembly, Figure 9. Using an
accurate ohmmeter, test each CR using negative and
positive polarities. Test rectifiers as follows:
1. Disconnect all leads from assembly to be tested.
2. Connect one test lead to F1+stud and connect FIGURE 9. TESTING ROTATING RECTIFIERS
T.53
- 10 A C
OHMMETER
L c R ~ ~
-
~R121L
R17
F1+ F2-
- 1
3
++1 CR15 c
-
IA LEAD
r-
R15
FIGURE 11. TESTING DIODES
as shown in Figure 12. The resistance reading

should be one megohm or greater. Reverse
ohmmeter leads to anodeand cathode; resistance
should again be one megohm or greater.
I
FIGURE 10. SILICON CONTROLLED
RECTIFIER BRIDGE
3. Using a 6-volt dry cell battery and a 200-ohm
series resistor, observe correct polarity and con-
nect battery leads to anodeand cathode as shown
in Figure 13. Observe polarity and connect a DC
[GI voltmeter across the 200 ohm resistor. The
voltmeter should now readzero. Jumperanode to
TESTING OUTPUT BRIDGE DIODES gate; voltmeter should now read 6-volts. Remove
The output bridge rectifier diodes (Figure lo), CR1*, jumper; voltmeter should still read 6-volts
CW4,and CW5,are located on the voltage regulator because the SCR remains turned on until voltage
printed circuit board. Using an accurate ohmmeter, is removed from anode to cathode.
test diodes CR12,CRI4, and CRI5as follows:
1. Disconnect at least one lead of diode.
i
2. -Connect one lead to each end of diode and
observe resistance reading. Figure 11.
3. Reverse ohmmeter leads and again observe
resistance readings.
A good diode has a higher reading in one direction than the
other. If both readings are high, or low, diode is defective.
4. Replace defective diodes with new, identical

parts.
[HI
TESTING SCR'S
Two identical silicon controlled rectifiers (SCR'S),
CR13and CR1e,control the DC output voltage to the
exciter field. These SCR'S are mounted in heat sinks
on the voltage regulator and are tested as follows:
1. Unsolder leads from CRTS and CR16.
2. Using high scale on ohmmeter, connect
ohmmeter leads to anodeand cathodeof the SCR FIGURE 12. SCR RESISTANCE TEST
TESTING REFERENCE TRANSFORMER
The transformer.T2' has four leads marked H', Hz,Xt,
and XZ. H1-Hz are the primary leads. X'-X2 are the
secondary leads.
H2
T21
X1 X2
1. Resistance between H'-H2 should be 122 to 150-

ohms.
2. Resistance between X1-XZshould be 157 to 192-
ohms.
3. Resistance between HI-XI. H1-X2, Hz-X' and HZ-Xz
should be infinity.
4. Resistance from any terminal to transformer
frame should be infinity.
5. If any of theaboveconditionsarenot met, irtstall a
new reference transformer.
TESTING BRUSHLESS EXCITER STATOR

FIGURE 13. SCR VOLTAGE TEST Like the generator, the brushless exciter stator
(Figure 14) can be tested for open o r shorted
windings and grounds.
because the SCR remains turned on until voltage
is removed from anode to cathode. Testing for Open or Shorted Windings:
4. If the SCR does not pass eithertest, it isdefective. Disconnect F1+ and F2- exciter field leads from
Replace defective SCR with a new, identical part. terminal block in generator end bell. The resistance
between field leads should be 12.2 +10% at 20 C (68
F.).
Testing for Grounds:

TESTING REACTOR Connect ohmmeter between either field lead and
The reactor assembly CMRZ1leads are marked 1,2.3 exciter stator laminations. Use ohmmeter set at RX I
and 4. Wires 1-2 and 3-4 are wound on the same iron 100 scale. An ohmmeter reading of less than infinity
core. ( a ) indicates defective ground insulation. I
1. Resistance between 1-2 and 3-4 should be about

0.4-ohms.
infinity ( -
2. Resistance between 1-3.2-3,l-4, or2-4should be
).
3. Resistance from any terminal to reactor frame
OHMMETER RESISTANCE BETWEEN
F l AND F2 SHOULD BE
12.2 OHMS (+ 10%) /
should be infinity.
4. If any of theaboveconditionsare not met, install a
new reactor. FIGURE 14. TESTING EXCITER FIELD I
4. Replace grounded rotor with new, identical part.
OHMMETER,
WHEATSTONE
BRIDGE
CONTACT ONE PROD T O EACH O F THE FlELO

LEADS AN0 OTHER PROO TO ROTOR SHAFT.
IF ROTOR IS GOOD. THERE W I L L BE NO
8215 REhWING ON OHMMETER.
FIGURE 15. TESTING EXCITER ARMATURE FIGURE 16. TESTING ROTOR FOR GROUNDS
TESTING BRUSHLESS EXCITER ROTOR Testing for Open or Shorted Winding:.

(ARMATURE) All resistance values should be within t 10% of
The brushless exciter rotor (Figure 15),can be tested values specified in Table 2 at 20C. (68'F). Perform
for open or shorted windings or grounds. tests as follows:
1. Remove rotor leads F'+ and FZ- from rotating
rectifier assemblies.
Testing for Open or Shorted Windings: 2. Using ohmmeter, check resistance between F'
Use a Wheatstone Bridge for this test. Disconnect and FZleads, Figure 17. See Table 2 for proper
main rotor field leads which connect to rotating resistance values.
rectifier assemblies at F1+ and F2-. Disconnect lead
wires from diodes CR'. CR2, CR3, CR4,CR5and CR6. If resistance is
low, there are shorted turns. II resistance is
Test between exciter lead pairs T'-T2, Tz-T3andTI-T3. high, rotor winding is open. In either case, rotor must be
replaced.
Resistance should be 0.5 to 0.6 ohms at 20 C (68 F.)
3. Replace defective rotor with new, identical part.
Connect leads of ohmmeter between each CR lead
and exciter rotor laminations: use RX 100 scale on
ohmmeter. An ohmmeter reading less than infinity
( -) indicates defective ground insulation.
TESTING GENERATOR ROTOR

For these tests, use an ohmmeter on RX 100 scale.

On brushless type generators, check for grounds
between each rotor lead and the rotor shaft. Figure
16 . Perform tests as follows:
CONTACT ONE PROO TO ONE FIELD LEAD AND
OTHER PROO TO OTHER FIELD LEAD.
1. Remove rotor leads F'+ and F2- from rotating RESISTANCE VALUES ARE GIVEN IN TABLE 2.
8213
rectifier assemblies.
2. Connect ohmmeter leads between F'+ and rotor
shaft and between F2- and rotor shaft. Meter
should not register.
FIGURE 17. TESTING ROTOR FOR A N OPEN CIRCUIT
3. If meter registers, rotor is grounded.
TABLE 2. RESISTANCE VALUES FOR ROTORS
FROM
KELVIN
BRIDGE
Resistance i n Ohms a t 25C (77F)

THREE PHASE MOOELS
TEST BETWEEN WlRE PAIRS
10 KW 60 HZ 2.05-2.09 TI-T4 T7-TI0 T3-T6

T9-T I2 T2-TS T8-TI I
15 KW 60 HZ 2.50-2.55
SINGLE PHASE MODELS
TEST BETWEEN WIRE PAIRS
TI-T2 T3-T4
FIGURE 18. TESTING STATOR WINDINGS
accurate instrument for this test such as a Kelvin

Bridge. The proper resistance values are given in
Table 3 according to KW ratings and voltage codes.
TESTING GENERATOR STATOR All resistances should be i 10% of valueshown at
20C. (68'F).
Using proper test equipment, check the stator for
grounds, opens, and shorts in the windings.
If any windings are shorted, open or grounded,
Testing for Grounds: replace the stator assembly. Before replacing the
assembly, check the leadsfor broken wires or insula-
Some generaton have ground connections to the frame. Check tion.
wiring diagram.
Using an ohmmeter set at RX 100, test each stator

winding for shorts to laminations. A reading less than
one megohm indicates a ground. WIRING HARNESS CHECK
Carefully check wiring harnesses as follows:
Testing for Open or Shorted Windings: 1. Inspect all wires for breaks, loose connections.
Test forcontinuity between coil leadsshown in Figure and reversed connections. Refer t o applicable
18; all pairs should have equal resistance. Use an wiring diagram.
TABLE 3. RESISTANCE VALUES FOR STATORS

2. Remove wires from terminals at each end and
using an ohmmeter, check each wire end to end
for continuity or opens.
3. Using an ohmmeter, check each wire against
each of the other wires for possible shorts or
insulation breaks under areas covered by wrap- REMOVE JUMPER WHEN VOLTAGE
ping material. ADJUST R22 IS USED FOR REFERENCE
VOLTAGE REGULATION.
4. Reconnect or replace wires according to \
applicable wiring diagram
VRZ1REPLACEMENT E:
VR22
Use the following procedure for replacing thevoltage
regulator PC board.
1. Stop engine.
B
2. Disconnect and if necessary, label the following
VR21
0.
wires: 3, 4, 5 or 6,7, 8, 9, and 10. L
3. Remove four screws at corners. 0.
4. Remove used PC board.
5. Install new PC board; secure with four screws.
6. Reconnect wires removed in step 2 at the proper
terminals.
7. Place jumper W10 at proper terminals for your
particular voltage code and voltage connection.
See Figure 6.
N
BROE
TEAKE R IS
FIELD
8. Perform voltage calibration and stability adjust- ~UNTED ON
ment procedures to obtain the correct generator REFERENCE
VOLTAGE
COMMUTATING
PA N EL
outp-ut voltage and stability with new PC board in TRANSFORMER REACTOR
set.
GENERATOR DISASSEMBLY
Disconnect battery to prevent accidental starting After disassembly, all parts should be wiped clean
of engine. and visually inspected.
Remove end bell cover to reveal rotor-through- SUPPOR'T R O T O R
stud nut. W I TH HOIST AND
SLING TO AVOID
BENDING THROUGH-
Remove stator-through-stud nuts, end bell, and STUD - ,
stator assembly, Figure 20. Screwdriver slots in
adapter provide a means for prying stator loose. I N S E R T PR Y BEHIND
Be careful not to let stator touch or drag on rotor. ;..OWCR W L E E L THROU
A I R GUTLET OPENlPiG
Remove baffle ring from adapter. Turn rotor-
through-stud nut to end of stud. While pulling
rotor outward with one hand, strike nut a sharp
blow. Support rotor with hoist and sling t o avoid T U R N N U T O UT T O
END O F GENERATOR
bending rotor-through-stud, Figure 21. Use a T~IROUGH-STUD.
heavy, soft faced hammerto loosen the rotorfrom S T R I K E WI T H SO F T
its tapered shaft fit. If rotor does not come ioose,
strike it a sharp downward blow in center of
lamination stack. Rotate rotor and repeat until it
comes ioose. Be careful not to hit bearing or
windings.
HOUSING BRUSHLESS
EXCITER
AIR BAFFLE
THROUGH-STUD
THROUGH-STUD
FIGURE 20. GENERATOR DISASSEMBLY

GENERATOR ASSEMBLY Install stator through-studs in adapter.
Clean and inspect all mating surfaces. Install stator and end bell. Torque nuts o n
Coat mating area between generator bearing and through-studs to 35 to 38 ft-lbs.
end bell bearing hole with a thin film of Molykote Torque down rotor-through-stud nut (55-60 ft.
or equal. ~b.).The rotor and stator are automatically align-
Install rotor-through-stud in engine crankshaft. ed because stator and bearing support were
Install key in the crankshaft. tightened i n step 8.
Slide rotor over through-stud and onto Tap end bell to align at horizontal and vertic '
crankshaft. Be careful not to let weight of rotor plane; use a lead hammer to relieve stresses c
rest on or bend the through-stud. components (recheck torque).
lnstall baffle ring. lnstall end cover.

PREPARATION D. AC output voltage builds up, but field breaker
A few simple checks and a proper troubleshooting trips.
procedure can locate the probable source of trouble
and cut down troubleshooting time. To correct a problem, answer the question of the step
either YES or NO.Then referto thestep number in the
1. Check all modifications, repairs, replacements answer column and proceed to that step next.
performed since last satisfactory operation of set
to be sure that connection of generator leads are Letters A through P in the Test Procedure column
correct. A loose wire connection, overlooked refer to detailed procedures in the Adjustments and
when installing a replacement part could cause Tests section, pages 8-15.
problems. An incorrect connection, an opened
circuit breaker, o r a loose plug-in printed circuit
board are all potential malfunction areas to be
eliminated by a visual check.
2. Unless absolutely sure that panel instruments are
accurate, use portable test meters for
troubleshooting.
3. Visually inspect components on VR2'. Look for
dirt, dust, or moisture and cracks in the printed terminals of Field Breaker,
solder conductors. Burned resistors, arcing CB21. Does AC output
tracks are all identifiable. Do not mark on printed
circuit boards with a pencil. Graphite lines are
conductive and can cause short circuits between REPLACE FIELD BREAKER.
components.
The question and answer troubleshooting guide

which follows, gives a step-by-step procedure for
checking the generator components. Refer to Figure
22 for an electrical schematic of the generator and
voltage regulator connections.
TROUBLESHOOTING PROCEDURES
This troubleshooting information is divided into
tables. A, B. C, and D as follows:
A. No build up of AC output voltage. TB21-2 on VR22. Is reference
0. AC output voltage builds up, but is unstable. voltage across 1 & 2 20 VAC
C. AC output voltage builds up, but is high or low. or more? 14 13
? OC CR12. CR13. CR14

W9 OUTPUT CR15. AND CR16
1 VOLTAGE ARE ON VR21
\ I I
SRUSHLESS
(38. WYE) ASSEMBLIES

T I THROUGH VOLTAGE REGULATOR
T4 OR T I 2 ASSEMBLY
FIGURE 22. GENERATOR-REGULATOR ELECTRICAL SCHEMATIC

DO not replace the printed circuit board until
the trouble not on the PC board has been
located and corrected to avoid damage to new P C board.
12. Is reference transformer
on VR22 result in correct
DO no1mplaeo tke prlntad clrcult board wrUl

'\
the hwbla not on the PC bond has been
located md cormclad to mold damaga to new PC board.
T.61
1. Does AC output voltage

build up to 140% or more
of rated voltage before
ADJUSTMENTS AND TESTS - REFERENCE
LIST
A VOLTAGE CALIBRATION ADJUSTMENT
B VOLTAGE STABILITY ADJUSTMENT
C BATTERY CHARGE RATE ADJUSTMENT
D VOLTAGE REGULATOR CHECKOUT
E FLASHING THE FIELD
F TESTING ROTATING RECTIFIERS
G TESTING OUTPUT BRIDGE DIODES
H TESTING SCR S
5. Are generator stator I TESTING REACTOR
J TESTING REFERENCE TRANSFORMER
K TESTING EXCITER STATOR
L TESTING BRUSHLESS EXCITER ROTOR
(ARMATURE)
M TESTING GENERATOR ROTOR
N TESTING GENERATOR STATOR
0 WIRING HARNESS CHECK
P VR21 REPLACEMENT
SECTION U
HYDRAULIC CRANKING SYSTEM
CONTENTS PAGE
DESCRIPTION........................................... U.3
ILLUSTRATIONS......................................... U.4
SERVICE INSTRUCTIONS .................................. U.6
Hydraulic Cranking ............................... U.6
Hydraulic Hand Pump .............................. U.8
HYDRAULIC PUMP ........................................ U.10
SERVICE INSTRUCTIONS
ACB SAFETY SEAL ACCUMULATORS ..........................

ELECTRICAL SYSTEM (LIFE SPHERE) .......................
DESCRIPTION
The Hydraulic Cranking System (below) pro- E. Accumulator - a thick wall, piston type
vides positive instant starting for internal com- cylinder where fluid energ i s stored
bustion engines regardless of temperature ex- 1:
under pressure to actuate t e cranking
motor. Various capacities are available
tremes, adverse weather or long shut downs.
Independent of energy sources such as botter- depending upon application. Pre-load-
ies, t h i s self containing hydraulic cranking ed with non-combustiblenitrogen which
system i s well adapted to operations requiring i t maintains indefinitely.
extreme precautions cgainst fire or explosions.
F. -
b l o o d i n g Valve a ball check valve
The principal components of the hydraulic which by-passes the hydraulic fluid
cranking system are as follows: back into the reservoir atfer system
reaches required operating pressure.
A. -
Reservoir contains supply of hydraulic
fluid for system at atmospheric pressure. G. Filter -keeps fluid in system free from
contominants..
B. Hand Pump -recharges the system i n hand
pump installations and for emergency re- H . Engine Pump (Life Sphere) -a power
charging in engine pump systems. Also pump which automatically recharges the
provides slow cranking for timing and system for subsequent starts; thereafter
engine tune-up. diverts fluid bock into reservoir.
C. Control Valve -controls flowofhydraul- I. Pressure Gauge - indicates accumulator

i c fluid for system at atmospheric press- pressure.
ure to cranking motor. Integral with
Model CM2 and CMC cranking motors. J . Star Valve -prevents hydraulicaccmw~-
lator from energizing system when in
D. Cranking Motor - a ositive displace- closed position.
ment high torque, Rydravlic motor.
Rotor i s splined to output shaft which
carries drive pinion and an overrunning
clutch.
LIFESPHERE - STARBOARD A N D PORT VIEWS
LIFEBOAT - STARBOARD AND PORT VIEWS
u.6 SERVICE INSTRUCTIONS FOR
HYDRAULIC CRANKING MOTOR
DISASSEMBLY
1. Clamp motor housing (2) in a vise. Remove pinion gear housing (25) and mounting flange (29) which are
fastened to motor housing (2) by four screws (27).
2. Remove inspection plate (22) and its two fastening screws with lockwashers (23 Pr 23A). With a screwdriver,
move anchor plate of starting drive (26) toward the pinion gear to uncover set screw locking drive assembly
(26) on motor shaft (9). Back set screw out of shaft (9) and slide starting drive assembly (26) off shaft.
Remove key or keys (26A) from shaft.
3. Before removing port plate (3) put indexing mark between port plate and motor housing (2) to enable proper
positioning of port plate at reassembly. Remove eight cap screws (5) that hold port plate (3) to housing (2).
4. Remove barrel assembly (13) from motor shaft (9). Take pistons (14) out of barrel (13).
5. To remove shaft (9) from housing (2) remove seal holder retaining ring (21). Press shaft out of housing from
port plate end. Shaft bearing (16) and seal holder (20) will come out on shaft (9).
6. To remove thrust bearing (15) apply even heat to motor housing (2). Bearing will fall out when housing is
jarred against wooden block or bench. CAUTION: DO NOT APPLY EXCESSIVE HEAT. Do not
remove thrust bearing (15) unless it is to be replaced.
EXAMINATION OF PARTS
Pinion Gear Housing (25): Visually check housing for cracks or other damage. Check needle bearing (24)
for damage or wear. Replace if necessary.
Starting Drive Assembly (26): Examine pinion gear to be sure that teeth are not worn excessively or chipped
from interference with ring gear. Check anchor plate that holds the starting drive spring to be sure it has not
split or spread where spring anchors.
Port Plate (3) : The port plate face, where barrel rides, must be smooth and free of scoring. Slight scuff marks
can be removed by lapping on surface plate. Check needle bearing (8) for wear or damage. Replace if
necessary. T o remove bearing (8) apply even heat to port plate (3). CAUTION: D O NOT APPLY EXCES-
SIVE HEAT. Bearing will fall out when port plate (3) is jarred against wooden block or bench. Do not
remove bearing (8) unless it is to be replaced. Check threads on inlet and outlet ports.
Motor Barrel (13) and Pistons (14): Examine ported face of barrel for ~ r a t c h i n gor w r i n g . Slight scuff
marks can be removed by lapping on surface@plate. Bores in barrel (13) as well as diameters of pistons (14)
should be smooth and free of scoring. Closed ends of pistons may show brinnelling where they contact thrust
bearing (15), but no burrs or flat spots on surface.
Motor Shah (9): Check ends of shaft for wear or scoring.
Check bearing (16): Replace if necessary.
Motor Housing (2) : Visually check housing for cracks or other damage. Be sure that t h ~ sbearing
t (1 5) rolls
free and smooth. Inspect tapped holes for thread damage.
Seal Holder (20) and " 0Rings (18 & 19) : Examine holder for cracks or damage. Replace "0"rings with
new ones.
REASSEMBLY
1. Be sure all parts are clean and free of burrs before starting reassembly:
2. Install ball bearing (16) and retaining ring (17) on shaft (9). Press shaft (9) anb ball bearing (16) into
housing (2). Install seal holder (20) and "0"rings (18 & 19) on shaft (9). ' The recessed side of seal holder
(20) should be next to hall bearing (16). Install retaining ring (21).
3. With pistons (14) in barrel (1 3), line up splines and install barrel (1 3) on shaft (9). Using pinion gear housing
(25) to help position shaft, put port plate (3) on, being sure to line up indexing marks. There should be slight
precompression of spring (12) with port plate (3) against barrel (13). If not replace spring (12). Tighten
cap screws (5) alternately and pull port plate (3) down evenly. Torque to 150 in. /Ibs.
TEST PROCEDURE
.1. Mount hydrotor in suitable holding fixture and connect all hoses to appropriate fittings as illustrated in
System Schematic Section.
2. Remove pinion gear housing (25). Open control valve. Start engine pump to circulate oil through com-
plete system with control valve remaining open, thus purging system of air. Examine hydrotor and all fittings
for possi1)le leaks before relcasin~control valve.
3. :Illow system pressure to huild up to 3000 psi at which pressure the unloading valve by-passes oil back into
reservoir. Again examine for leaks in systcm. Should pressure fail to rise instantly to 1500 psi and then build
up gradually to 3000 psi, it would indicate system was not purged completely. Purge again if necessary.
Note: If at any time leaking occurs externally, the unit must be disassembled to correct leakage before
proceeding with test. CAUTION: ALWAYS RELEASE ALL HYDRAULIC PRESSURE B E F O R E
DISCONNECTING ANY LINES.
4. .\fier it has been determined that unit is not leaking, open control valve. Permit unit to operate until
accumulator hydraulic charge has been exhausted. Rclease control valve. The system will now recharge to
3000 psi.
5. .-ittach TSE 8606 Lock Testing Tool (see Service Tool Section) to motor housing (2) at same location as
provided for pinion gear housing, previously removed in step two. Align keyway in TSE 8606 with key (26A)
in shaft (9). Fasten TSE 8606 to motor housing (2) by inserting two pinion gear housing fastening screws
hand tight 1 8 0 9 p a r t .
6. lfove control valve slou~lyto full open position. Hold open for approximately 3 to 4 seconds before closing.
\Viiilc control valve is in full open position the pressure drop from 3000 psi to 2500 psi must not occur i n less
I h:~n3 seconds.
7. Proceed to test each of the pistons inside hydrotor in like manner as described above by rotating lock test tool
in increments as provided until all seven pistons have been tested. Should pressure drop faster than specified
when testinq one particular piston, it will of course indicate internal leakage. This could be a piston which
\vould require replacement. Note: Turn locktest tool and shaft one full turn and retest before replacing any
one particular piston. A prciilrc drop at all positions indicate that port plate fastening screws (5) a r e not
properly torqued or that there is insufficient spring tension to keep motor cylinder (13) against port plate (3).
I t may be necessary to lap port plate (3) and motor cylinder (13) on a lapping plate or replace spring (12) tc
eliminate leakage if they d o not seal properly.
8. After preceding test is completed stop engine pump. Remove lock testing tool. Grease motor shaft (9).
Install key or keys (26A) and starting drive assembly (26) o n shaft (9). Tighten set screw into shaft (9) by
- holding anchor plate nut of the way with screwdriver. Install pinion gear housing (25) and tighten fastening
screws (27). Torque to 175 in. Ilbs.
9. Move control valve t o full open position. Allow system to discharge completely. (Hydraulic pressure gauge
should now read 0 psi.) CAUTION: D O N O T DISCONNECT ANY LINES UNTIL HYDRAULIC
PRESSURE IS COMPLETELY EXHAUSTED.
1,
10. Remove hydrotor from test circuit. Drain remaining quantity of oil from hydrotor and close all openings
with a suitable plug to prevent entrance of foreign matter during storage or shipment.
U.8
SERVICE INSTRUCTIONS FOR HYDRAULIC HAND PUMP
~I
~
!
I
I
I
i
I
A-438
DISASSEMBLY
I. Disconnect operating lever (30) from pump hous- 3. Remove discharge check valve seat (12) from end <
j
,
ing (1) and plunger (22). Remove retaining r i n g (23) of plunger (22). Discharge check valve (16) and
and clevis pin (24) before removing link assembly (27). spring (17) will drop out of plunger. 1
2. Remove plunger gland retaining ring ( 2 8 ) from 4. Remove oil inlet fitting (6) from end of pump I
housing. Inlet check valve (10) and spring (11) will
pump housing (1). Gland (29) will come out on
plunger (22) when plunger is pulled from housing (1). drop out of housing (1). ',
Remove gland (29) from ~lunger. I
I. Back out bleeder screw (4) and remove ball (2).
i
i
EXAMINATION OF PARTS
Pump Housing ( I ) : Check for cracks and other visible plunger gland (29). A wear pattern may be evident
damage. Bore of cylinder must be smooth with no but no scores or scratches should be present. Replace
pitting or scoring. All threads should be checked. seals (13-15) and back-up ring (14) with new ona.
(It is not necessn-y to remove plug ( 7 ) unless there has Examine discharge check valve (16), spring (17) and
been leakage r t threads). Bleed ball valve (2) and its check valve seat (12). Replace any damaged parts.
seat in housing must be checked. Replace ball valve
(2) if damaged. Replace "0" ring (3) on bleed
screw with new one. Operating Lever (30): Check roller chain link (27)
for wear or damage. Replace if necessary.
Inlet Fittinn ( 6 ) : Examine internal and external
threads. 1nGec; inlet check valve seat for nicks or Plunger Gland (29): With "0" ring (20) and back-
scratches. Replace "0" rings ( I & 9 ) and back-up up ring (21) removed, check gland on plunger shank
ring (8) with new ones. Examine inlet check valve to be sure it dnes not bind. "0" rings (18 & 20)
ball (10) and spring (1 1). Replace if damaged. and back-up rings (19 & 21) should be replaced with
Plunger (22): Check plunger for scoring on large new ones.
diameter and on plunger shank where it rides in
ASSEMBLY
Note: Make surc thar all parts are clean before as- 3. Insert plunger (22) into housing, bottoming
sembling. To facilitate as;cmbly use light plunger in pump bore. Install plunger gland (29)
-
od or grease - and back-up. rings.
on "0" rings . beine sure that external "0" rine (181 is closest to
U ~ ,
lead& edge. Press gland (29) in until groove for

1. Install inlet check valve spring (11) and ball (10) retaining ring is uncovered, then insert ring (28).
into housing ( I ) . With "0"rings ( I & 9 ) and back-
up ring (8) on inlet fitting ( 6 ) , install fitting into 4. Drop bleed ball valve (2) into plice and with
housing. Tighten fitting securely being sure that "0' ring (3) in position insert bleed screw (4).
inlet check valve (10) rears properly in end of inlet Tighren bleed screw securely.
fitting ( 6 ) . I. Install link assembly (27) t o plunger (22) and
2. Install discharge check valve spring (17) and ball operating lever (30). Place operating lever (30) in
(16) into plunger (22). With " 0 ring (13) in place, position and insert clevis pin (24) and retaining ring
thread ralve seat (12) into plunger and tighten (23). P u t other ride of link on and secure with clip.
securely.
TEST PROCEDURE
1. h: vnt hand pump in suitable holding fixture and in pressure gauge reading).
connect all hoses to appropriate fittings as illustrated
in Test Circuit Schematic leaving discharge connec- I. Move plunger in the full extent of its travel until
tion loose. Slowly operate hand pump undl all air plunger bottoms in housing. Disconnect inlet line
is expelled. Retighten connection. This operation from pump. Holding plunger in this position, pres-
will also assure that plunger is free in housing. With sure in pump chamber a t 3000 psi, cautiously trip
high pressure valve open, operate hand pump long inlet check valve ball pvith probe. (Phenol or similar
enough t o sufficiently purge system. material to be used as probe). A steady pressure
reading of 3000 psi indicates that discharge check
2. Close high pressure valve, start engine pump and valve plunger "0" rings and bleed valve are sealing
charge system to approximately 2800 psi. While system properly. If leakage occurs i t this point i t will be
is being charged inspect for leakage. If a leak is necessary to correct and retest as required.
discovered, stop engine pump and correct leak before
proceeding with test. 6. Open high pressure valve slowly and release pru-
sure to 0 psi. CAUTION: DO N O T D I X O N -
3. Operate hand pump to charge system to 3000 psi. NECT A N Y HIGH PRESSURE LINES U N ~ L
Observe pressure gauge closely rn determine that unit HYDRAULIC PRESSURE IS COMPLETELY EX-
is pumping on each stroke. (Pump is double acting). HAUSTED.
4. Locate pump plunger in mid-position and release 7. Remove hand pump from test circuit. Drain
operating handle. Any movement of handle i n d i c a ~ remaining quantity of oil from hand pump and close
leakage past inlet check valve or "O".rings on inlet all openings with a suitable plug t o prevent entrance
fitting, (There should not be any perceptable drop of foreign matter during shipment or stonge.
!
U.10
SERVICE INSTRUCTIONS FOR HYDRAULIC PUMP
-
TYPE: Fixed Displacement Piston Type
-
-
ROTATION: Clockwise or Counter-Clockwise
SPEED: 600 RPM to 3600 RPM*
-
UNLOADING VALVE: 1ntegralandPressureAdjustable
-
PRESSURE ADJUSTMENT RANGE: 1500-3000 PSI
NORMAL PRESSURE CUT-OUT: 3000 PSI
NORMAL PRESSURE CUT-IN: 2500 PSI -
-
SELF PRIMING AND SELF BLEEDING
MAXIMUM SUCTION HEAD: 3 Ft. -
-
HOUSING: Cast Aluminum
DRIVE TORQUE:
-
WEIGHT: 5-1/2 lbs.
-
9 in. lbs. @ O-PSI
28 in. lbs. @ 3000 PSI
*Operation a t speeds above 3600 RPM may result in
pump damage. Consult the factory on high speed
applications.
INSTALLATION INFORMATION
The pumpmay be mounted radially in any position, how-
ever the return port located in t h e flange portion of the
pump must be located above the horizontal centerline to
insure adequate internal lubrication. Failure to do so
may result in serious damage t o the pump.
If unusual interference problems are encountered, it is
permissable to rotate the flange 180. Caution is re-
commended not to separate the two p a r s more than 114".
~204% Further separation willcause camshaftseal damage when
reassembling.
RECOMMENDED PULLEY
4.000" Diameter for "A" or "B" Size Belt. -.625" Bore
.6
.1
.6
f0 .5
e .4
I
>
f
1. 3
0
.2
.1
0
i\
PUMP SPCCD - RPM
I
I
HYDRAULIC OIL
MIL-H-5606 Hydraulic Oil for Use w i t h

Hydraulic Cranking System
The use of this hydraulic oi 1 w i l a afford ogtimum performance of the system

i n the temperature range from 130 F. t o -40 F. T h i s o i l has good viscosity
and temperature characteristacs and contains no pour pointodepressant mater-
i a l s . The pour point i s -65,F. and the flash point i s 200 F. The weight i s
7.25 pounds per gallon a t 60 F. I t i s compatable w i t h Buna N Seals.
The following brand name o i l s , obtainable i n most l o c a l i t i e s , are also s u i t -
able.
Name - - Brand Supplier

UNIVIS 5-43, Code WS 2997 Esso Standard Oil Co.
Mobile Aero-Hydraulic Oil HFA, RL 102A Socony-Mobile Oil Co. ,Inc.
RPM Aviation Hvdraulic Oil No. 2 Standard Oil Of California
Aircraft ~ y d r a i l i cO i 1 AA or A Texaco, Inc.
Brayco 756, Code P-190 Bray Oil Co.
Hydraulic Oil , Code 566 Go1 den Bear O i 1 Co.
Royco 756 Royal Lubricant Co.
Aero Shell Fluid #4 (ASF 4) Shell Oil Co.
I f temperatures below 10'~. will not be encountered, a reputable brand of
quality non-detergent SAE W5 engine o i l may be u t i l i z e d . Texaco Regal Oil
A (R and 0) i s also acceptable.
SERVICE INSTRUCTIONS FOR
ACB SAFETY ACCUMULATORS
DISASSEMBLY
1. Prior to any disasse~iihlywork, the iiitn,gen gas must he hled froni t!ir a c c u ~ i i ~ ~ l a t o rRemove
. cap (118)and loosen
lock (nut u~ililgas escapes.
2. Remove valve (11). Where accun~ulatorincludes a safety fuse holder (4). do not remove it unless the "0" ring (4A)
or f ~ s cholder (4) are t o he replaced hecause of lcakajic.
3. Secure cylinder (1) in a pipe vise and reniove screw (10). lockwasher (9). retaining plate (8) Screw 1/2"-20 fitring
into air valve port and push end cap (7) away from ring segments (12 and 13). Remove ring segments and pull out
end cap(71. Leavc f i t t i n p in cap for re-asscmhly.
4. Repeat same procedure for removing the oil end cap (2) a s for removing the air end cap (7) being s u r e to use the
proper fitting for the oil port size. Lcilve f i t t i n p in cap for re-asscmhly.
5. With a wooden dowel, push piston (6) out of cylinder (1)
6. Rernovc the "ow rings (3) and tcflon rings (5) frorn piston (6) and end caps (2 and 7).
E X A M I N A T I O N OF PARTS
Cylinder (1) : Use a drop light toexamine the bore of the cylinder. The bore must be smooth and f r e e ofscratcher.
Check segment ring grooves.
Caps ( 2 and 7 ) : Examine for damage, check fitting threads, valve threads and fuse holder thread if holder hasbeen
remwed.
Piston (6) : Examine for scratches or scoringon o. d. The piston must be checked in cylinder to b e sure i t moves
freely throughout the entire length of cylinder.
Air Valve (11) : Examine threads and replace if damaged. Check for damaged valve seat.
Teflon Rings (5) : Replace if damaged.
"0" Rings (3) : Replace all "0" rings with new ones.
REASSEMBLY
Thoroughly clean a i l parts before assembly. dirt particles larger than 40 microns cannot be tolerated.
1. Use oil or grease tolubricate the "0" rings (3) and install them and teflon rings (5) on piston (6). Install teflon rings
before installing "0" rings. Refer to illustration for positioning of teflon rings.
2. Coat I.D. of cylinder wirh light 011. Use loading sleeve. covering the split ring groove, carefully insert the piston
(6) including its "0" ring and teflon rings into the housing bore with the closed end fiat. Observe that back up rings
are correctly installed and "omrings are coated with BM 1546 grease. "0" rings must not be twisted orotherwise
damaged. Once piston has entered cylinder, push it half way down in cylinder.
3. Install "0" rings (3) and teflon rings (5) to cap ends (2 and 7) with "0" ring toward the fluid end. Install teflonrings
before installing "0" rings. Apply light grease to "0" rings (3) to insure that i t remains in place. Using loading
sleeve, slide end cap (2) into the housing beyond the normal position. Be sure oil end cap is o n the side with
the head of the piston (6).
4. Install retainer rlng segments (12 and 13) and hold in place. Push piston (6) against 011 end cap to position end cap i
(2) against the retalner plate (8). lockwasher and screw ( 9 and 10).
5. Using loadlng sleeve, slide end cap (I) into the housing beyond the normal position. Install retaining rings (12 & 13)
and hold in place. Push end c a p (I) into position (same a s gas end cap above) by using a wooden d o w e l from the
oil end. Release pressure and remove assembly fittings.
6. Installvalve (11) with "0" ring (11A) torque valve (11) to 45- 50 ft. Ibs. M) NOT tighten the lock nut. Where safety
fuse holder (4) with "omring (4A) was removed, install with new "0" ring (4A) and torque to 20-25 ft. lbs. I
7. The accumulator is now ready to be charged with nitrogen gas. Read instructions pgs. 3 & 4.Continue to charge
accumulator until desired pressure is attained. Close valve on nitrogen tank and tighten lock nut on air valve to
140-160 in. Ibs. Remove charging hose and install protection cap (118).
INSTRUCTIONS FOR U S E OF CHARGING AND GAGING
ASSEMBLY CGA 300389
=lNG PRECHARGE ADDING PRECHARGE
1. Before attaching chuck (9) to air valve. VA 20093'2. 1. Connect nut (8) to nitrogen tank and tighten.
be sure valve (5) is in the closed WARNING: DO NOT USE OXYGEN NOR SIMIUR COM-
position. Valve is closed when BUSTIBLE TYPE GASES.
handle is turned 90 degrees from 2 IMPORTANT
position shown in illustration .
( See Note ) Valve (5) on the CGA assembly w t be in the open
position before opening the nitrogen rank valve. Valve
2. Hand tighten chllek (9) suffi- (5) is not designed to withstand pressure in the opposite
ciently to compress gasket in order direction of the arrow, stamped on the body, when in
to prevent gas leakage. the closed position.
3. Alter completing step (2) above, slowly open the
3. Place a 3/4" wrench on upper nitrogen tank valve to allow tank pressurc into the a c -
nut of air valve and t~trnin a cumulator, closing i t occasionally to allow needle on
counter clock-wise direcrion until gage (1) to settle in position. If more pressure than
precharge pressure on gauge (1) is desired is allowed to enter the accumulator, close the
indicated. VA 2003:E air valve on the accumulator and nitrogen rank valve
and disconnect the CGA assembly from the nitrogen
-
NOTE: Upper nut on air valve will stop turn~ngafter
approximately 3 to 4 turns.
tank. Repeat the steps for reducing precharge previ-
ously described.
REWCING PRECHARGE CAUTION : NEVER DISCONNECT THE CGA ASSEM-
1. With charging and gaging assembly connected t o BLY FROM THE ACCUMULATOR AIR VALVE AND/OR
air valve per the above instructions, carefully open and
close valve (5) until the desired precharge prcrsure is NITROGEN TANK VALVE UNTIL EACH IS FULLY LOCK.
indicated on gage (1). Lock upper nut and disconnect
the "CGA" assembly. E l ) IN THE OFF POSITION.
NOTE : tlse this charging and gaging assembly with VA 200932 Valve (MS 28889-1).
Do not use with inner tuhe type needle valves.
,311-12 ImPF T H R U O .
.q011-14 Nm-I..".
(rm-55n)
,:,.,.:x,,t,A: ,,,>s,:
nl,l,w>x D YI(R.I I~INI:.
TEST PROCEDURE FOR ACCUMULATORS
1. After the accumulator has been charged to the desired close the valve. Allow pump m charge the accumu-
prcsmre, it should be immersed in a tank containing lator to 3000 PSI. Open the hydraulic valve to allow
a non-cormive liquid (Smdbrd solvents. Van01 by stored oil in the accumulator to flow back into the
Ewo, etc. ) and.checked for proper sealingof the '0" rerexvoir. Repeat this charge and discharge cycle
rlngson accumulator piston. The oilinlet port of the several times to insure the piston is not nicking or
accumulator must be left open durinu thir tut. Also binding.
checkforpmsible leaksof &e AA v a h Assembly (11)
.
f. c a 110
~ removed). Alr bubbles in the liauid indicate
nitrogen leakage.
6. During the cycling test, inspect for possible o i l leaks
a t caps and discharge fitting of accumulator.
2. !Jraindry and allow the accumulator toset undisturbed 7. When the tesrcyclehas been completed, remove the
foraminimum period ofone hour. With Service Tool acccmulator from the test circuit.
CGA 300389 recheck the gas pressure in the accum-
ulator. See Note 1 . CAUTION: Always release a11 hydraulic pressure in
the system before disconnecting any lines.
3. If the pressure is lower by more than 5%. the accumu-
lator must again be connected toService Tool CGA Close the oil port with a suitable plug to prevent en-
300389 and additional nitrogen added. Repeat steps 1 trance of foreign matter duringstorage and shipping.
and 2.
4. A cycling test should beperformed to auure that ac-

-
NOTE 1: Withservice Tool CGA300389fastenedsecurely
ro the Air Valve Assembly (11). loosen nut on
cumulator is functioning properly. The accumulator air valve. The gauge w i l l indicate theamount
may beconnected to any simple test circuit, consist- of nitrogen gas prechrrge pressure in the accu-
ing of a reservoir. pump, accumulator and a valve. mulator. Before removing gauge, tighten lock-
nuton air valve. When usingthis tool, the hy-
5. The hydtaulicvalve should remain in the open pmition draulic preuure in the accumulator should be
unril the pump has run a sufficient period to bleed all zero before attaching the gaugedevice to tne
air from the line. With the pump still operating. accumulator.
TROUBLE SHOOTING THE CRANKING SYSTEM
CAUTION: Bcforc servicing any p a r t of the Hydrotor systeni, the accumulatur pressure must be released to
prevent possibic injury t o personnel.
TROUBLE REMEDY
A. N O S Y S T E M P R E S S U R E
1. Air In Enginc Ilriven Punip All RPA model pumps a r e self bleeding. Chcck for d i r t in
pump piston bleed h o l e . See that bleed holc i s facing thc inlet
p o r t . T o a s s i s t punip in expelling a i r , fill the punip with oil
through the return p o r t .
2. ilt~nrlPunip Olccrl Valve Open Clieck to insurc hand pump bleed scrcw (located above tlie inlet
p o r t ) is tight. Scc 11. 2
'3, Ilrivc Ilclt Slipping (i1clt I>riven Punip) Adjust belt for proper tension
-I. Drive Gcar Loose (Direct IJriven Pump) Secure gcur to rlrivc shaft.
5. Unlo;~clingVolvc Dy-pass in^ Oil t o the Rescr- Oil will hc passing through tlie return port indicating the unload-
voir ing valve spindlc in t h c RPA nioclcl pumps i s stuck in tllc open
position o r tlie p r e s s u r c adjusting scrcw is bockcd off. Cllcck
to insure tlie unloa~lingvalve spincllc is f r e e . l ' u r n thc :I<ljust-
ing screw clockwise t o nlove the spinlllc into tllc closed position.
6. Suction Line l'lugged Reniovc nnd clean. Make s u r f the swivel cnds o r e correctly
attached.
8. L O W S Y S T E M P R E S S U R E
1. Unloading Valve s e t too low Turn adjusting s c r e w on a l l RPA modcl pumps clockwise to in-
c r e a s e system p r e s s u r e to desired levcl .
2. Hand Punlip Illced Valvc Leaking Reniovc blecd screw and ball. Use ball to rc-coin s e a t .
3. Enginc Punip Valvu(s) !.caking Repl;lcc inlet valve o r re-coin seats of the tlirce ball checks.
4. Low Oil Lcvcl Add oil to r e s e r v o i r

C. C R A N K I N G S P E E D TOO L O W
1. Systcni Fluid Too Iicavy Check fluid in system . USE MIL-II-SM)h Iiyclraulic Oil or
erluivalent . Oil niust be conipatiblc with I1una-N s e a l s .
2. Engine Oil Too lieavy Replace oil with p r o p e r viscosity q a d e . Rcfer t o thc Engine
Lubrication Oil Specifications.
3. Control Valve Kot Fully Opcn Types VCA. Valve body sticking in valvc lhousing. Rcplace
valve cnge and valvc a s s e n ~ b l y .
1. lnict Line Restricted Clicck plumbing f r o m Accumulator to liydrotor to insure hoses

a r e not collapsed and a r e f r e c of obstructions.
5. Excessive Internal Leakage i n Hydrotor Exnniine Hydrotor internally for broken thrust bcaring plate.
scored port plate, frozen piston o r broken cylinder spring.
- Continued -
U.18
I
I
TROUBLE REMEDY
C. CRANKING SPEED TOO LO\\' - CONT'D
0. Line size too long and/or too small Discharge line from the Hydrotor to the r e s e r v o i r c a u s i n g high
back p r e s s u r e . Discharge hose should b e a t least o n e s i z e
l a r g e r than inlet hose. Eliminate elbows and r e d u c e r s w h e r e
possible. Insert a tee containing a gage in the Hydrotor d i s -
charge p o r t . Attach the discharge hose and m e a s u r e back
p r e s s u r e which should not exceed 75 psi.
D . LOSS OF FLUID FROM RESERVOIR
1. External Leaks With p r e s s u r e i n system, check a l l hoses and fittings f o r l e a k s .

Tighten o r replace fittings and any defective p a r t s .
2. Hydrotor Shaft Sen1 Leaking Remove Hydrotor inspection cover o r welsh plug and look f o r
s i p s of Hydmulic oil on the Bendix drive, the Mydrotor shaft
and inside thc pinion gear housing. Replace shaft s e a l a s s e m -
bly .
3. Engine Punip Shaft Seal Leaking Replace shaft seal using proper tool to prevcnt seal damngc .
4. iianri Punip Seal Leaking Remove plunger gland and replace inner and outer " 0 r i n g s .
E. LOSS OF PRESSURE WHEN ENGINE IS N O T RUNNING
1. Ambient Teniperature Decrease A small d e c r e a s e in pressure i s normal <lrleto d c c r e a s e in

teniperature . Pressure will decrease approximately 3 psi per
degree F. teniperaturc changc .
2. Engine Pump Check Valve Leaking Examine unloarling valve spool for d;ln~agetl " 0 r i n g s . Re-
coin ball check seats in unloading valvc portion of t h e engine
driven pun, p .
3. lian~lPump l.e;tking Disconnect inlet line from r e s e r v o i r . Leaknge f r o m inlet I

fitting m e a n s that either the relief valve alone o r both the inlet I
and outlet check valves a r e defective. Clean ball s e a t s in !I
pump body and replace bells and springs if n e c e s s a r y . See
B. 2 and I). 4
4, Control Valve Leaking T o test f o r leakage, rlisconnect plumbing a t inlet to H y d r o t o r .

If seepage i s present replacc "0'rings in type VA 202180
valves o r replace valve assembly in type VCA v a l v e s .
5. Estcrnal Leakage In System Visually locatc source of oil leakage and tighten applicable con-
nection. Use of teflon tape on pipe threads i s permissible if
properly applied .
. 1.0% of Accumulator Pre-Cha'rge (Nitrogen) T e s t f o r precharge after opening bleed screw on hand pump.
lnstall a gage assenibly on the accuniulator a i r valve. Open I
valve and read nitrogen p r e s s u r e . Correct nitrogen p r e s s u r e
a p p e a r s on the accumulator nome plate, usually one half the
system operating p r e s s u r e . I
I
F. HAND PUMP FAILS TO RAISE SYSTEM PRESSURE I
.~
1. Bleed Valve Open or Leaking See A. 2 and R. 2 .
2. Check Valves Leaking Hand Pumphandle will not stay in neutral position b u t will move
t o one end of the stroke. Examine for broken ball c h e c k
springs o r damaged check valve s e a t s . Re-coin s e a t s using \
the ball c h e c k s . Make sure t h e r e a r e no foreign p a r t i c l e s in
the pump.
I
TROUBLE REMEDY
F HAND PUMP FAILS TO RAISE SYSTEM PRESSURE - CONT'D
3. Suction Line Pluggcd Remove and clean.
4. Fluid 1.evel Low Add oil to r e s e r v o i r .
5. Piston Seal Damagerl See I). 1.

G. HVDROTOR TURNS BUT ENGINE DOES N O T
1. Pinion Not Engaging Flywheel Ring Gear Incorrect flange to ring g e a r dimension. Change pinion gear
housing and flange assembly .
2. Bendir Ilrivc llrokcn Replace Bemlix d r i v e . Operator should disengage kiydrotor a s

soon a s engine s t a r t s . Prolonging the period during which
clutch over- runs will r e d u c e clutch life.
3. lncorrcct ])rive Hydrotor may be assembled f o r LH rotation but with a RH

drivc . Change to c o r r e c t Hydrotor drive.
H . LOSS OF ACCUMULATOR PRECHARGE (NITROGEN)
1. 1)aniaged Sen1 on Piston Overhaul the accumulator . Caution: Release all hydraulic
pressure before removing the accumulator from the system and
relcase a11 nitrogen p r e s s u r e before disassembling the accum-
ulator .
2. Llcfectivc A i r \';llvc Release p r e s s u r e in s y s t e m by opening by-pass valve on hand

pump. Then open a i r valve to release remaining precharge
before attempting to r e m o v e valve from accumulator . Replace
n ir vttlve .
3. 1)anl;~ged Scnl On Encl C;lp r c a p . Bubbling of soap in-

Apply iiquirl soap on a c c ~ u n u l ; ~ t oend
rlicatcs ); 1e;th past end c a p s e a l . Releese nitrogen precharge
beforc removing c:~pt o r e p l a c e s e a l s .
4. 1)cfcctivc S ~ f e r yFusc Replace safety fuse a s s e m b l y after releasing all nitrogen pres-
sure .
I. HIGH PRESSURE IN S Y S T E M
1. Defective Cagc Replace gage
2. Unloading Valve Not Operating Properly Clcan and adjust to specified operating p r e s s u r e . Check that
the plunger is not binding o r sticking. T h e r e i s a 500 b. dif-
fercntial betwecn cut-out and cut- in.
J. FLUID EMERGES FROM T H E RESERVOIR FILLER CAP W H E N ENGINE IS CRANKED
1. Filter I?lenlent in Filler Cap Loaded witii Dirt IRcplacc flilcr c a p .
2. Exccss Fluid in Rcscrvoir Cllcck fluid level whcn t h c :~ccUmulatori s cnlpty. The fluid
leVCl should be approximately 2-1/2" from the top of thc tank.
K . FLUID EMERGES AROUND PISTON ON HAND P U M P
1. Daniagcd Piston Seal See D. 4 .

L . CRANKING CYCLE TOO SHORT
1. Insufficient Accumulator Capacity Add more and/or l a r g e r accumulator(s).
- Continued -
- -
TROUBLE REMEDY
L. CRANKING CYCLE TOO SHORT - CONT'D -

2. Faulty Pressure Gage If gage i s reading higher than actual system pressure, oil
volume in the accumulator will be l e s s . Replace gage.
3. Excessive lnternal Leakage in Hydrotor See C. 5 .
4. Hydrotor Too Small Check engine cubic inch displacement to determine that the
hydraulic cranking motor is t h e correct s i z e .
5. Accumulator Precharge Too High With the fuel shut off t o prevent engine from starting, crank the
engine until 311 oil i s used. If the gage then r e g i s t e r s z e r o
oressure. install a r a r i n r assemblv on the a i r valve and droo
ihe precharge to 1 2 i 0 ~ ~ s i ~. e ~ ecranking
a t cycle. ~f g a i e
will still drop to zero a t end of cranking cycle, reduce pre-
charge to 1000 psi.
6. Accumulator Precharge Too Low Open the by-pass valve on t h e hand pump to discharge oil from
the accumulator. Install a gaging assembly on the accumulator
a i r valve. If precharge i s less than 1,500 psi, add nitrogen.
Make s u r e precharge holds by testingfor nitrogen leakage per
paragraph H .
M. I M P R O P E R D R I V E E N G A G E M E N T
1. Insufficient Depth of Tooth Engagement Standard dimension froni flange to ring gear i s 2.00" . Measure
with depth gage. If g r e a t e r than 2.00n, depth of engagement
will not be adequate.
2. Tooth Engagement Too Deep Bendix collar behind teeth will be marked by ring g e a r . In
s e r t spacer between hydrotor flange and ring gear housing.
3. Iniproper Mesh of Drive and Ring Gear Use bluing o r other marking fluid on Bendix pinion. Install
Hydrotor and crank engine o n e o r rwo t u r n s . Remove Hydroror
and check contact a r e a s f o r proper m e s h .
U.21
ELECTRICAL SYSTEM (Life Sphere)
The Life Sphere engine configuration contains an electrical system which i s pre-wired at the fac-
tory and operates on a negative grounded 12 volt system. Included i n the Westerbeke electrical
system i s o 50-ampere alternator, voltage regulator, instrument panel and battery cables.
I
The panel contains a built- in tachometer with hour meter, o i l pressure gauge, water temperature
gauge and an ammeter.
Each instrument i s gasketed at the panel and the panel i s back-lighted. All electrical wires from
the instrument panel are terminated at an amphenol connector, which i s mounted to a connector
bracket at the rear of the alternator. All other electrical wires from the alternator, voltage reg-
ulator, sensors and the number 6 gauge wire from the positive battery terminal are terminated to
a mating amphenol connector. The tachometer drive shaft with outer cable housing i s supplied
with loose equipment shipped with the engine. One end of the tachometer drive cable i s install-
ed i n the panel tachometer receptacle and secured with its outer cable housing nut. The other
end of the drive cable is installed i n the engine block drive shaft receptacle located above the
engine dipstick and secured with its outer cable housing nut. The engine block tachometer drive
shaft receptacle i s protected by a threaded cap before cable installation.
--------
~ ~ K I P P EPRA N E L 7
YOUR NOTES
SECTION V
SERVICE BULLETINS
The following B u l l e t i n s c o n t a i n supplementary and up-
dated i n f o r m a t i o n about v a r i o u s components and s e r v i c e pro-
cedures which a r e important t o t h e proper f u n c t i o n i n g of
your engine and i t s support systems.
You should f a m i l i a r i z e yourself w i t h t h e s u b j e c t s and

make s u r e t h a t you c o n s u l t t h e a p p r o p r i a t e B u l l e t i n ( s )
whenever your engine r e q u i r e s s e r v i c e o r o v e r h a u l .
V.2
SERVICE BULLETIN
DATE: September 17, 1976 BULLETIN NUMBER: 10
1
MODEL: Westerbeke 40 and WPDS 10-15
SUBJECT: Sea Water Pump Clearance and Alignment
Clearance:
Adequate l o n g i t u d i n a l clearance between the sea water pump s h a f t and t h e
d r i v i n g s h a f t i s e s t a b l i s h e d by t h e use o f m u l t i p l e pump gaskets. The number
o f gaskets r e q u i r e d can vary from 1 t o 4. Enough gaskets must be used so
t h a t t h e s h a f t ends do n o t mate. See f i g u r e 1.
WATER PUMP GASKCTS
DRIVE SHAFT DRIVER
POMP SMQFT
NOTE:
(DRIVEN) The a p p l i c a t i o n o f 1i q u i d
/ o r paste type Prussian
blue ( a t points indicated
by arrows) w i l l g i v e
positive indications o f
pump d r i v e c o n t a c t which '
w i l l r e q u i r e t h e use o f
a d d i t i o n a l gaskets.
If t h e proper clearance i s n o t maintained, t h e sea water pump s h a f t w i l l

force t h e fuel pump d r i v e hub a g a i n s t i t s bushirg. The bushing w i l l seize I
t o t h e d r i v e hub and r o t a t e i n i t s housing. Bushing wear and l o s s o f o i l
pressure w i l l r e s u l t .
When r e p l a c i n g t h e sea water pump be sure t h a t t h e same number o f gaskets

i s replaced and t h e r e i s t h e r e q u i r e d clearance.
A1ignment :
Alignment i s j u s t as c r i t i c a l as clearance. The l a t e s t 1/2" pump
i n t e n t i o n a l l y has no p i l o t because t h e l o c a t i o n o f t h e t i m i n g cover i t s e l f
i s n o t precise. To assure t h a t t h e pump s h a f t i s a x i a l w i t h t h e d r i v i n g
s h a f t , i n s t a l l t h e pump w i t h t h e f o u r nuts j u s t snugged. WITH THE FUEL
STOPLEVER OFF, crank t h e engine f o r a few seconds. I f t h e nuts have n o t
been overtightened, t h e d r i v e tang w i l l cause t h e pump t o a1i g n i t s e l f .
I t i s b e s t t o d e l i b e r a t e l y o f f s e t t h e pump a g a i n s t i t s studs so you can
v i s u a l l y v e r i f y movement o f t h e pump as i t centers i t s e l f d u r i n g cranking.
The n u t s should then be tightened. This procedure must be repeated anytime
t h e pump i s loosened.
I
[wI m
J. H. WESTERBEKE CORP.
AVON INDUSTRIAL PARK, AVON, MASS. O I J Z I 16171 5 6 1 ) - 7 7 0 0
CABLE WESTCORP, AVOM.TELEX 9 2 - 4 4 * 4
PIN: 16742
v. 3
SERVICE BULLETIN
DATE: April 23, 1968 BULLETIN NUMBER: 11
- MODEL: Westerbeke 40 and WPDS 10-15

SUBJECT: Instructions for Replacing Injection Pump Drive Hub Bushing (#0050323)
1. Remove c/s P u l l e y s
2. Remove w a t e r pulllp
3. Remove t i m i n g c o v e r
4. Mark i d l e r g e a r a n d f u e l pump g e a r s b e f o r e removing f u e l pump

gear (This is very important i n order t o r e t a i n proper r e l a t i o n
of g e a r s a n d e l i m i n a t e r e - t i m i n g of e n g i n e ) .
5. ~f f u e l pump hub b u s h i n g i s worn a s s u s p e c t e d , g e a r and b u s h i n g

w i l l p u l l r i g h t o u t of b l o c k .
6. Remove q u i l l s h a f t f r o m i n j e c t i o n pump ( s p l i n e d pump d r i v e s h a f t ) .
7 . Remove g e a r from d r i v e hub
8. Remove hub b u s h i n g r e t a i n i n g c i r c l i p
9. If b u s h i n g is f r o z e n o n hub, t i g h t e n f o r w a r d e n d o f b u s h i n g i n
v i s e a n d d r i v e hub o f b u s h i n g w i t h b r a s s d r i v e t a k i n g c a r e
n o t t o damage f e m a l e s p l i n e s i n hub
10. P l a c e hub f l a n g e on t o p o f v i s e and w i t h s m a l l b r a s s punch

knock o u t d r i v e k e y from hub
11. C l e a n hub s h a f t w i t h c r o c h s c l o t h or s i m i l a r m a t e r i a l . Pre-

o i l a n d f i t new b u s h i n g . Check t h a t b u s h i n g r o t a t e s f r e e l y .
Replace c i r c l i p .
12. C l e a n b u s h i n g h o l e i n b l o c k
13. With p l a s t i c or s i m i l a r s o f t headed m a l l e t d r i v e newly a s s e m b l e d

b u s h i n g i n p l a c e h i t t i n g s q u a r e l y on c e n t e r u n t i l i t h a s
d e f i n i t e l y bottomed o u t a g a i n s t b l o c k .
Continued
1-1 J. n. wEsrERBEKE coRp.

AVOW INDUSTRIAL PARK, AVON, MASS. 02322 . l 6 ( 7 l 600-7700
C A ~ L E :wrsrcorr, A V O N . ~ E L E X : 0 2 - 4 4 4 4
PIN:
v.4
WESTERBEKE SERVICE BULLETIN # l l (Continued)
14. After bushing i s i n p l a c e r e c h e c k f o r f r e e r o t a t i o n o f hub

making s u r e no b i n d i n g i s e v i d e n t
15. L i n e up m a s t e r s p l i n e of d r i v e hub w i t h m a s t e r s p l i n e of
f u e l pump d r i v e
16. Replace f u e l pump d r i v e s h a f t by p a s s i n g i t through d r i v e

hub u n t i l i t e n t e r s i n t o pump d r i v e . When s h a f t comes up
a g a i n s t f u e l pump d r i v e i t may b e n e c e s s a r y t o h o l d a
s l i g h t f i n g e r pressure against d r i v e s h a f t and r o t a t e
s l i g h t l y left and r i g h t u n t i l s h a f t e n t e r s pump d r i v e .
(NOTE: On d r i v e s h a f t l o n g e r p o r t i o n mates i n d r i v e hub)
17. A f t e r s h a f t i s i n p l a c e ( u s i n g a b r a s s o r s i m i l a r hammer)
d r i v e t h e w a t e r pump d r i v e key i n t o hub
18. R e i n s t a l l pump d r i v e g e a r making s u r e g e a r t e e t h a r e

matched (same a s on removal)
19. L i n e up c o r r e s p o n d i n g s c r i b e marks on d r i v e hub and d r i v e

gear then i n s r a l l and t i g h t e n 3 d r i v e gear b o l t s .
-
NOTE: If s c r i b e marks a r e not p r o p e r l y a l i g n e d timing
g i l l b e off.
20. R e i n s t a l l timing c o v e r
21. R e i n s t a l l p u l l e y s
22. When i n s t a l l i n g Sherwood pump refer t o a t t a c h e d b u l l e t i n .

(Service b u l l e t i n #lo)
v.5
SERVICE BULLETIN
DATE: September 3 , 1968 BULLETIN NUMBER: 16
MODEL: Westerbeke-Paragon Model SA Transmissions
SUBJECT: Reduction Gear R a t i o I d e n t i f i c a t i o n
To i d e n t i f y t h e r e d u c t i o n gear r a t i o on SA transmissions, look

f o r d i g i t s marked on the back s i d e o f t h e adapter p l a t e .
See Drawing Below
Location of
Ratio Identification
These d i g i t s r e p r e s e n t the f o l l o w i n g r a t i o s :
DIGITS -
RATIO
R015 1.5:l
R020 2: 1
R025 2.5:l
1-1 -
I
l Y O Y IIdOUSTRIAL PARK. AVOW. MASS. 02322 .16<7) 5 8 s - 7 7 0 0
CABLE: w i s r c o i @ , AVON.TELEX: SI-4444
PIN:
SERVICE BULLETIN
DATE: 6/15/69 BULLETIN NUMBER: 20
I
MODEL: A l l Engines
I
SUBJECT: Connecting Pressure Sensing Devices t o O i l G a l l e r i e s
I
O i l pressure sensing devices, such as senders and switches, must
I
never be connected d i r e c t l y t o any o i l g a l l e r y o f an engine. The
I
reason i s simply t h a t continued engine v i b r a t i o n causes f a t i g u e o f
I
t h e f i t t i n g s used t o make such a connection.
t h e engine loses i t s o i l pressure and very q u i c k l y seizes.

If these f i t t i n g s f a i l ,
I
Such pressure sensing devices must be bulkhead mounted and
I
connected t o t h e o i l g a l l e r y u s i n g an appropriate grade o f l u b r i c a t i n g
I
o i l hose. Any f i t t i n g s used t o connect t h e hose t o t h e g a l l e r y must
I
be o f s t e e l o r malleable i r o n .
purpose.
Brass must n o t be used f o r t h i s
I
1-1 I
AVO* INOUSTnIAL PARK, AVON, MASS. 0 # 3 2 2 . l O f l l 568-7700
crerr: WESrCOnP, r v o w . r r ~ r x :0 2 - 4 4 4 4
PIN: 11967
v. 7
SERVICE BULLETIN
DATE: June 15, 1969 BULLETIN NUMBER: 2 1
MODEL: Westerbeke 40
SUBJECT: Replacing I n j e c t i o n Pump D r i v e Hub P a r t Number 12632
NOTE: When replacing t h e drive hub t h e new hub w i l l have no

timing nark s c r i b e d on it. For t h i s reason t h e following
procedure must be adhered t o s t e p by s t e p . When t h e pro-
cedure i s completed and before replacing t h e timing c w e r ,
a new mark i s t o be punched on t h e d r i v e hub t o coincide
with t h e e x i s t i n g scribe mark on t h e f u e l pump d r i v e gear.
1. Remove t h e small c w e r on side of i n j e c t i o n pump.
2. Turn engine i n d i r e c t i o n of r o t a t i o n (clockwise looking a f t ) .

Use a socket and long bar on crankshaft nut and t u r n by hand.
3. While t u r n i n g s h a f t , look i n t o opening i n i n j e c t i o n pump. It

w i l l be noted t h a t pump rotor has a s e r i e s o f l e t t e r s on i t
with a s c r i b e mark beneath each l e t t e r . I t w i l l a l s o be noted
t h a t t h e r e i s a l a r g e snap ring v i s i b l e through t h e opening.
4. Rotate t h e s h a f t u n t i l t h e s c r i b e mark f o r t h e l e t t e r "C" l i n e s

up with t h e edge of t h e lower end of t h e snap ring. (There i s
a l s o a l e t t e r "G" on t h e rotor -- do not confuse it with "C".)
5. A t t h i s point #1 p i s t o n is a t 2Z0 before t o p dead center.
6. Remwe crank s h a f t pulleys (when r a n w i n g t h e crankshaft nut,

i f t h e s h a f t i s mwed before remwing t h e p u l l e y , r e s e t the
l e t t e r "C" with t h e snap r i n g i n t h e pump).
7. Remove water pump.
8. Remwe timing cover
9. Mar& t h e i d l e r gear and f u e l pump gear.(This i s very important

i n order t o r e t a i n proper r e l a t i o n of g e a r s and eliminate
complete engine retiming.)
10. Remwe f u e l pump gear from drive hub.
11. Obtain t h r e e (3) 5/16'! f i n e threaded b o l t s about 3" long

threaded a l l t h e way. These a r e t o be threaded i n t o t h e
holes on t h e d r i v e hub and turned i n a g a i n s t t h e f r o n t p l a t e
t o p u l l t h e hub and bronze bushing out of t h e block as an
assembly. (Note: Tighten b o l t equally i n sequence t o pre-
vent g a l l i n g t h e bronze bushing in the block.)
Continued
\
[wI1 J. H. WESTERBEKE CORP.

AVO# INDYSTRIAL PARK, AVON, MASS 02.322 f(If71 5 6 6 - 7 7 0 0
CABLE WESTCORP, AYON. TELEX. S 2 - 4 4 4 4
PIN: 11967
SERVICE BULLETIN #21 - Conti~rued
RBPLACING INJECTION PUMP DRIVE HUB
12. When t h e hub and bushing a r e removed p u l l out t h e pump

s p l i n e d drive s h a f t which w i l l now be v i s i b l e .
13. Remove c i r c l i p from o l d hub and t r a n s f e r bushing t o new

hub using new c i r c l i p .
14. With p l a s t i c o r s i m i l a r s o f t headed mallet d r i v e assembly back
i n t o block h i t t i n g squarely on c e n t e r u n t i l i t has d e f i n i t e l y
bottomed out a g a i n s t block.
15. After bushing i s i n place, recheck f o r f r e e r o t a t i o n of hub

making sure no binding is evident.
16. Line up master s p l i n e of hub w i t h master s p l i n e of f u e l

pump drive.
17. Replace f u e l pump drive s h a f t by passing i t through drive hub

u n t i l it e n t e r s i n t o pump drive. When t h e s h a f t comes up
against f u e l pump drive it may be necessary t o hold a s l i g h t
f i n g e r pressure a g a i n s t t h e drive s h a f t and r o t a t e s l i g h t l y
l e f t o r r i g h t u n t i l shaft e n t e r s pump drive.
NOTE: ON DRIVE SHAFT, LONGER SPLINED BND MATES INTO DRIVE HUB.
18. Rotate hub u n t i l l e t t e r '%" is back on s c r i b e mark.
19. Re- install d r i v e gear making sure l e t t e r *CC"

i s l i n e d up
before securing bolts.
20. Remark hub t o correspond with mark on gear.
21. Using soft headed hammer i n s e r t water pump drive key i n t o hub
u n t i l it bottoms out.
22. I n s t a l l timing gear cover, pulley, and water pump.
23. Put cover back on i n j e c t i o n pump and bleed pump using

procedure i n manual.
Form A967
SERVICE BULLETIN v.9
DATE: June 1969 BULLETIN NUMBER: 29

SUBJECT: I n j e c t i o n Pump H i s t o r y
1. F i r s t Pumps :
Marine: DPA 3243880 Spring 7123-898-5
Code: ~.~.30/500/8/3190
Generator: DPA 3248700 Spring 7123 -8982

Code: P .H .30/500/2/1880
NOTE:
SPRING AND CHANGING NAMBPULTE .
ABOVE PUMPS CAN BE USED ON EITHER APPLICATIONS BY CHANGING GOVERNOR
2. Second Pumps: F i t t e d from Engine No. 107216037. These pumps cannot be

changed f o r previous pumps owing t o a timing mark change (3OPump 6Oengine)
Marine: DPA 3248830

Code: P.H. 30/500/8/3190 S p r i n g 7123-8983
Generator: DPA 3249050

Code t P.H .30/500/2/1880 Spring 7123-898T
NOTE: THESE PUWS CAN BE USBD ON EITHER APPLICATIONS BY CHANGING W B R N O R

SPRING AND CHANGING NAMBPIATE.
3. Third Pumps; (Note-two marine numbers)
Marine: DPA 3249030

code: ~.H.30/500/5/3190 S p r i n g 7123-945
Marine : DPA 324-0

Code: P.H .30/500/6/3190 S p r i n g 7123-898H
Generator: DPA 3248990

Code: P.H. 30/500/9/1880 S p r i n g 7123-898Q
NOTE: THESE PUWS CAN BE USBD ON EITHER APPLICATIONS BY CHANGING GWERNOR

SPRING AND CHANCING NAMGPIATE. Pmps listed in #3 can be changed
completely f o r pumps l i s t e d i n #2 as t h e timing remains t h e same.
SUMMARY: #1 pumps f o r engines earlier than 107IJ6037
#2 and #3 pumps f o r engines l a t e r than 107U6037
1-1 J. H. WESTERBEKE CORP.

AVON INDUSTRIAL PARK. AVOW, MASS. 02322.1617J 568-7700
c r e u : WESICORP, AVON.TELEX: sz-444a
PIN:
>
(Code # Gov.Am Hole T h r o t t l e Lever

1 1 1
2 1 2
3 1 3
4 2 1 No.1 tJo.1 N0.3
5 2 2
6 2 3
7 3 1
8 3 2
9 3 3 CONTROL 4RM
0 I n d i c a t e s h y d r a u l i c a l l y governed
PH 30/500/8/3190 OOVERNOR MAIN SPRING POSITIONS

? code f o r s p r i n g
position
GOVERNOR LINK SETTING: This i s measured between t h e i n s i d e o f t h e metering valve
l e v e r pin and t h e i n s i d e o f t h e governor c o n t r o l cover stud. The measurements
should be made with the v e r n i e r c a l i p e r h e l d with t h e r u l e p a r a l l e l t o t h e a x i s
of t h e pump. A few a p p l i c a t i o n s r e q u i r e t h e l i n k s e t t i n g t o be s e t u s i n g the
V i s u a l Cut -off Tool (7144-601 ), s u c h information b e i n g s p e c i f i e d on r e l e v a n t t e s t
d a t a sheets.
The l i n k l e n g t h i s s p e c i f i e d t o s a t i s f y two main f a c t o r s f o r governor peifomance:
1. F u e l c u t - o f f a t maximum speed.
2. on-interference with f u e l d e l i v e r y a t maximun f u e l .
Whilst most governors w i l l o p e r a t e s a t i s f a c t o r i l y with t h e nominal l i n k length,

some u n i t s f a i l f o r t h e above r e a s o n s and can be c o r r e c t e d by an a l t e r a t i o n t o t h e
l i n k length. The following procedure should t h e r e f o r e be adopted:
1. S e t t o nominal l i n k l e n g t h b e f o r e commencing t e s t .
2. If u n i t f a i l s f o r "no c u t - o f f a t maximum governed speed t *, r e d u c e l i n k l e n g t h .
3. If u n i t f a i l s f o r maximum f u e l i n t e r f e r e n c e , i n c r e a s e l i n k l e n g t h .
Note, however, t h a t i n c o r r e c t l y machined, worn, o r wrongly a s s s n b l e d p a r t s can

produce the same f a u l t s , and a l t e r a t i o n t o l i n k l e n g t h , which may be c o r r e c t , w i l l
not n e c e s s a r i l y e f f e c t a s o l u t i o n . Should adjustment t o t h e l i n k s e t t i n g f a i l t o
c o r r e c t t h e f a u l t , then t h i s s h o u l d be r e s e t t o t h e nominal l e n g t h a n d t h e t r o u b l e
looked f o r elsewhere.
Where adjustment t o t h e governor l i n k l e n g t h has been made, t h e sequence of t h e

governor s e t t i n g tests must be r e p e a t e d and t h e test requirements s a t i s f i e d .
Adjustment must NOT be made beyond t h e s p e c i f i e d tolerance.
GOVERNOR CONI'RCL SPRING: The s k e t c h above i n d i c a t e s c l e a r l y t h e h o l e numbers i n '

t h e governor c o n t r o l a m and t h e t h r o t t l e s h a f t l i n k , i n which t h e main governor
s p r i n g is assembled.
ADVAE138-RETARD DEVICES: A number of v a r i a t i o n s o f t h i s device a r e now i n produc/

and g r e a t c a r e must be taken when t e s t i n g and a d j u s t i n g . Details of p e m i s s i b i
l~
adjustments a r e given on t h e t e s t p l a n s concerned and it i s i m p o r t a n t t h a t :
-2 -
1. The maximum amount of shimming allowed i s n o t exceeded.
2. Wnere an unhardened s p r i n g c a p i s used, a 0.5m shim i s f i t t e d o v e r
t h e "pip" i n s i d e t h e cap. The unhardened c a p can be i d e n t i f i e d by
t h e t h i c k n e s s of t h e hexagon-approximately 5mm a g a i n s t 3mm f o r t h e hardened
cap formerly used.
3. Tests a r e c a r r i e d o u t s t r i c t l y i n t h e o r d e r s p e c i f i e d on t h e r e l e v a n t
t e s t plan.
VACUUM TEST
It w i l l sometimes be found t h a t , d u e to t h e f l e x i b l e p i p e connecting t h e vacuum

gauge t o t h e pump being p a r t i a l l y f i l l e d with air, an i n c o r r e c t reading w i l l
r e s u l t . To c o r r e c t t h i s , s l a c k e n t h e p i p e connection a t t h e gauge end w i t h t h e
f u e l supply t u r n e d on. Wait u n t i l f u e l flows from t h i s p i p e t h e n r e - t i g h t e n union.
FOR DPALGT PUWS:
The governor s e t t i n g speed quoted i n t h e t e s t p l a n i s f o r t e a t purposes o n l y .

The maximum g w e r n e d speed must b e f i n a l l y s e t on t h e engine according t o t h e
manufacturer's i n s t r u c t i o n .
The following t e s t d a t a i s not g i v e n i n t h e t e s t p l a n f o r coded pumps and must

b e obtained from t h e s e t t i n g code on t h e pump n a a p l a t e :
a) Maximurn f u e l s e t t i n g c ) Governor checking speeds

Maximum f u e l s e t t i n g speed d ) Governor s p r i n g positian(mechanical1y
governed pumps)
Example of
w t e 5
See Note
Note 3
NOTE l : ( P r e f i x i n d i c a t e s pump t e s t e d w i t h BDN12SD12 n o z z l e s ) Not r e q u i r e d f o r t e s t

purposes. The l e t t e r "A" w i l l normally be used t o i n d i c a t e t h a t t h e pump i s t e s t e d
with BDN12SD12 nozzles, b u t i n t h e c a s e of P e r k i n s engines d i f f e r e n t p r e f i x l e t t e r s
w i l l be used. There w i l l i n d i c a t e BDN12SD12 nozzles as b e f o r e but i n a d d i t i o n w i l l
a l s o i n d i c a t e t h e engine type t o which t h e pump i s f i t t e d .
NUPE 2 :(max f u e l s e t t i n g ) . me maximum f u e l s e t t i n g code i s given i n mm3/stroke

and must be d i v i d e d by 5 t o o b t a i n t h e s e t t i n g v a l u e i n c.c/200 s t r o k e s . .
NDTE 3:(max f u e l s e t t i n g speed). The f i g u r e given i n t h e code i n d i c a t e s pump r.p.m
which must be used f o r s e t t i n g t h e maximum f u e l above.
NOTE 4:(governor s p r i n g p o s i t i o n ) me numbers 1 t o 9 w i l l b e used t o i n d i c a t e t h e

v a r i o u s s p r i n g p o s i t i o n s a s shown i n t h e guide on page 2. H y d r a u l i c a l l y governed
'pumps w i l l have the f i g u r e "0" i n t h i s part of t h e code.
-"I3 5: Maximum no-load speed- engine R.P.M.

DATE: November 27, 1972 BULLETIN NUMBER: 49
SUBJECT: Bleeding and Priming Fuel System
1. Ensure fuel shut off,valve i s open. should be tumed with storhr motor one com-
plete revolution.
2. Position shift lever to neutml
5. Loosen bleed screw (B). Operate priming l e -
3. Position fuel stop-run and throttel control lever (E) as i n step (4) obove, then tighten screw. ,I
vers to maximum open positions.
6. Loosen bleed screw (C). Opemte priming le-
4. Loosen bleed plug (A). Operate priming lever (E) as in step (4) obove, then tighten screw.
ver (E). When fuel, free of air bubbles, 1
issues from bleed plug, tighten plug. 7. Loosen the four union nuts (D). Operate the
starter motor, when fuel, free of air bubbles,
NOTE: If the engine camshaft corn driving issues from union nuts, tighten nuts.
the fuel l i f t pump i s on moximum lift, i t w i l l I
not be possible to obtain o full pumping stroke 8. Start engine i n full throttle for maximum fuel.
with the priming lever (E), and the engine Immediotely,return throttle to idle speed when
engine starts.
AVON INDUSTRIAL PARK, AVO#, MASS. 0 2 8 2 2 . 1 6 9 7 1 5 8 8 - 7 7 0 0
crerr: WESTCORP, a v o # . r r r r x : e a - 0 4 4 4
PIN: 15140 1I
SERVICE BULLETIN V.13
DATE: April 2 , 1973 BULLETIN NUMBER: 52

MODEL: WPDS 10-15
SUBJECT: Test Procedure for DMS-2 and DMS-3 Dyna-Monitor
3 WIRE (120, 24.0 VOLT) 2 WIRE (I~OVOLT)

I I: I I
m N -- T{I
T2
TI T % N N
----- --- ~
~ LOAD
LI L 2
-o{
GEN. > --o--
--o--
0- ~ -0 7 ~
TI N N L I
~
-0AD
1. Connect DM (Dyna-Monitor) TI, T2, and N to generator junction box a s shown

above, i f not already done.
2. Connect DM t o generator as follows, i f not already done:
Dyna-Moni t o r Generator
I
1 10
2 11
3 6 (ground)
3. Connect a 60 watt load between L1 and neutral.
A. Turn generator control and DM t o remote. I
5. Ad.just 20n ohm potentiometer slowly until generator just s t a r t s .

6. Turn o f f DM. Generator should shut down.
7.
8.
Disconnect the 60 watt load and connect a 25 watt load between L1 and neutral.
Switch DM t o remote.
3 through 8.
Generator should n o t s t a r t . I f i t does, repeat steps ~
9. With t h e 200 ohm potentiometer adjusted correctly, switch DM to "ON".
Generator should s t a r t . I f not, a malfunction i s indicated.
10. Remove any extraneous connections which may have been used for this t e s t .
Return both DM and generator control t o t h e i r n o n a l mode of operation.
Secure generator.
AVON IMDUSIRIAL PARK. AVON, MASS. O l J P 2 . 1 8 9 1 1 $ # a - 7 1 0 0
CABLE. WESrCORP, AVON.rELSX: 9 2 - 4 4 4 4
P/N: 15269
SERVICE BULLETIN
DATE: February 1974 BULLETIN NUMBER: 68
MODEL: Four-107
SUBJECT: Service Replacement of Piston Ring Sets
Replacement p i s t o n r i n g sets have been made a v a i l a b l e f o r s e r v i c e u s e on

Four-107 engines, sliould it become apparent a f t e r an a p p r o p r i a t e period
of s e r v i c e , t h a t p i s t o n r i n g and/or c y l i n d e r bore wear may have taken place.
These r i n g s e t s may only be used where t h e e x i s t i n g l i n e r s a r e n o t renewed.
The following i n s t r u c t i o n s a r e advised f o r guidance and should b e s t r i c t l y

adhered t o when undertaking t o f i t new p i s t o n r i n g s t o a Four-107 engine:
(a) A f t e r removal o f t h e p i s t o n , d i s c a r d t h e r i n g s .
(b) Thoroughly c l e a n t h e p i s t o n (not f o r g e t t i n g t h e r i n g grooves)
(c) Examine t h e p i s t o n f o r s i g n s of s c o r i n g , wear or damage of any
kind, paying s p e c i a l a t t e n t i o n t o t h e r i n g grooves.
THE MAXIMUM PERMISSIBLE WORN DIMENSIONS OF THE PISTON RING GRMlVE ( W I D T H )

ARE AS FOLLOWS, THE GROOVES BEING NUMBERED FROM THE CI(OWN, WWNWARDS:
PISTON GROOVE MAXIMUM WORN DIMENSIa (WIDTH)

1st .084 i n c h
.0695 inch
.I95 inch
(dl I f necessary, replace with a new p i s t o n .

(e) F i t new p i s t o n r i n g set, p a r t number 12906 t o engines r a t e d up
t o 3000 R P M and X12337 t o engines r a t e d i n e x c e s s of 3,000 RPM.
The d i f f e r e n c e being only i n t h e r i n g f i t t e d t o t h e 4 t h p i s t o n
groove ( s e e below)
-@3 ----- 1st Tapered Compression Ring
---a -----2nd & 3rd I n t e r n a l l y Stepped

Compression Ring
m ------4th Spring loaded, laminated

Scraper Ring
Microland, S l o t t e d Scraper
D
P i s t o n Ring Arrangement Shown Four-107 Engines Rated up t o 3000 RPM

RING SET, PAFT NUMBER 12906
[-I J. H. WESTERBEKE CORP.

4VON INOUSTRIAL PARK. AVON, MASS. 0 2 3 2 2 ~ l E f 7 l5 8 8 - 7 7 0 0
CASLE: WESTCORP, AVON.TCIEX: 0 2 - 4 4 4 4
V. 15
s e r v i c e B u l l e t i n # 68 Page 2
-
NOTE: Ring s e t , p a r t number 12337, i s i d e n t i c a l t o 12906 with t h e exception
of t h e r i n g supplied f o r t h e 4 t h groove. For t h i s groove, t h e microland
s l o t t e d s c r a p e r r i n g i s supplied a s i n the 5 t h groove of b o t h r i n g s e t s .
Each r i n g set provides s u f f i c i e n t r i n g s f o r one p i s t o n only. For a complete
engine, t h e r e f o r e , f o u r w i l l be required.
FITTING OF PISTON RINGS
With t h e exception of t h e laminated r i n g f i t t e d i n t h e 4th groove of

a p p l i c a t i o n s r a t e d up t o 3,000 RPM, t h e c o r r e c t method of f i t t i n g w i l l be
apparent from the diagram o v e r l e a f . Detailed i n s t r u c t i o n s i n respect t o
t h i s type r i n g a r e contained below:
(a) Before r e - f i t t i n g t h e p i s t o n s , t h e " glaze" should be removed

from t h e working s u r f a c e of t h e l i n e r s by means o f a medium
grade emery c l o t h , a p p l i e d i n a semi- rotary movement.
(b) C a r e must be taken, however, t o e n s u r e t h a t no a b r a s i v e matter

i s allowed t o f a l l onto t h e c r a n k s h a f t journals and bearings.
A l s o , a l l t r a c e s of a b r a s i v e m a t t e r must be removed from t h e
engine before re-assembly.
Below a r e p a r t numbers and p e r t i n e n t information t o ensure ordering p r o p e r

r i n g s e t s . A s you w i l l n o t e , t h e r i n g s used vary with engine r a t e d R P M
and whether new o r o r i g i n a l l i n e r s a r e used.
PART NO. RING SET
Ring Set (1) New Liner, 3000 R P M -4.39 To Ser. 7034969

Ring Set (1) New L i n e r , 3000 RPM-4-107 From Ser.7034969
Ring Set (1) WORN Liner,3000 R P M - 4.99 From Ser.7007685
Ring Set (1) New Liner, 3000 R P M - 4.99 From Ser.7007685
Ring set (1) Worn Liner.4000 RPM- 4.99 From Ser.7007685
Ring Set (1) New Liner, 3000 RPM-4-107
Ring Set (1) WORN Liner,3000 RPM-4-107
Ring Set (1) New Liner, 4000 RPM-4-107
Ring Set (1) WORN Liner.4000 RPM-4-107
V. 16
SERVICE BULLETIN
DATE: 5/6/74 BULLETIN NUMBER: 69
MODEL: A l l marine generators and marine engines
SUBJECT: Exhaust system f a i l u r e s
When engine sea water i s f e d i n t o an exhaust system so t h a t the f u l l

stream s t r i k e s a surface, erosion may cause premature f a i l u r e s .
Proper design o f e i t h e r a water j a c k e t e d o r a water i n j e c t e d ( " w e t ) "

exhaust system t o prevent t h i s problem r e q u i r e s t h a t t h e sea w a t e r
i n l e t be p o s i t i o n e d so t h a t t h e e n t e r i n g stream of sea water does n o t
s t r i k e a surface d i r e c t l y . Also, t h e v e l o c i t y o f t h e e n t e r i n g sea
water stream should be as low as p o s s i b l e which i s achieved by h a v i n g
i n l e t f i t t i n g s as b i g i n diameter as p o s s i b l e .
I n a d d i t i o n t o t h e above design considerations, i t i s u s u a l l y advan-

tageous t o d i v i d e the sea water f l o w a t the p o i n t o f e n t r y t o t h e
exhaust system so t h a t o n l y a p o r t i o n of i t enters t h e exhaust system.
The remainder i s normally piped d i r e c t l y over t h e s i d e . The p r o p e r
p r o p o r t i o n of t h e sea water flow t o pass through t h e exhaust system
can o n l y be determined by t r i a l and e r r o r . The goal i s t o p r e v e n t
excessive exhaust temperatures w i t h t h e l e a s t amount of sea water.
AVON INDUSrnlAL PARN. AVON. MASS. 0 2 3 2 2 . IS171 S S 8 - 7 7 0 0
c A s r r : w r r r c o n p , AVON. r c L c x : sz-w.4
PIN: 19149
SERVICE BULLETIN V. 17
DATE: May 29, 1974 BULLETIN NUMBER: 72

MODEL: All
SUBJECT: Non-Interchangeabi 1it y between Manufacturers o f Gauges and Senders
I n r e c e n t years we have purchased gauges and senders from f o u r d i f f e r e n t

manufacturers.
I n no case may the gauge o f one manufacturer be used w i t h t h e sender o f another

manufacturer. I n some cases t h e w i r i n g o f e i t h e r o r both t h e gauge and the
sender varies by manufacturer.
Thus i t becomes important, when ordering a replacement gauge o r o r d e r i n g a

replacement sender, t o order a matched s e t o r t o know c o n c l u s i v e l y who the
nanufacturer i s .
Ammeters are e l e c t r i c a l l y interchangeable.
STEWART-WARNER VDO FARIA NOVOX

2" D I A CASE 2 318" DIA CASE 2" DIA CASE 2'' DIA CASE
Ammeter 11 581 11931 16550 19165

O i l pressure gauge 11544 11914 16548 19166
O i l pressure sender 11542 11916 16551 19167
Water temp. gauge 11545 11913 16549 19168

Water temp. sender 11543 11915 16552 19169
Adapter r i n g t o i n - 16023
s t a l l 2" d i a gauge i n and
LAMP + 16023
and
16023
and
2 318" d i a panel SB #44 AMP- SB #44 SB #44
cut- out
SND LAMP +
&.+B++
Wiring diagram
sND =Also +; ;++

N o see N
D
+s GND Bt
SB #36
GND
[ w II J. H. WESTERBEKE CORP.
AVON INOUSTRIAL PARK, AVON, MASS. 02322.t6171 588-7700
c r e r r w E s r c o n p , AVON. TELEX ' sz-4444
PIN: 19190
SERVICE BULLETIN
DATE: June 19, 1974 BULLETIN NUMBER: 73
MODEL: Four-107
SUBJECT: Lube O i l Sump D i p s t i c k
There have been some r e p o r t s t h a t a very few Four-107

engines have been shipped w i t h an i n c o r r e c t o i l sump
d i p s t i c k . To i n s u r e t h a t you have the c o r r e c t d i p s t i c k ,
place yours alongside t h e drawing. I f i t i s n o t iden-
t i c a l regarding t h e p a r t number stamped, and t h e "maxn-
"min" marks shown, r e p o r t i t t o Service Dept. a t t h e J.H.
Westerbeke Corp. f o r immediate replacement - No Charge.
I f you p r e f e r , you may re-merk your present d i p s t i c k t o

correspond w i t h t h e marks on the drawing.
!
I
!I
I
I
i
\
AYON INDUS7RIAL PARK, AVON, MASS. 0 1 5 2 1 . Ht71 S80-7700
CABLE: WESTCORP, AVON.7ELEX: 0 2 - 4 4 4 4
PIN: 19200
DATE: March 15, 1975 BULLETIN NUMBER: 80

MODEL: Westerbeke 40LB, 40LS, LB-49
SUBJECT: Westerbeke Lue-Cel
DESCRIPTION
The Westerbeke Lub-cel improves diesel engine c o l d s t a r t i n g and performance, t y p i c a l l y
a l l w i n g s t a r t s a t 20' F. w i t h i n 5 seconds i n conjunction w i t h hydraulic s t a r t i n g sys-
tems. It delivers a pre-detenined q u a n t i t y o f l u b r i c a t i n g o i l , a t a pre-determined
rate, d i r e c t l y above the engine's intake valves during cranking and, when the engine
has started, reloads i t s e l f from the engine o i l g a l l e r y .
Pressure t o d e l i v e r t h i s o i l i s taken from the h y d r a u l i c s t a r t e r r e t u r n l i n e . (Lub-
cel i s designed f o r use w i t h American Bosch h y d r a u l i c s t a r t e r s . )
OPERATING PRESSURES
Delivery Pressure
Due t o the h i g h flow r a t e i n the Bosch h y d r a u l i c system the return l i n e b u i l d s up
between 50 and 100 PSI. Close t o the s t a r t e r . t h i s pressure i s used t o energise the
Lub-cel.
Engine O i l Pressure
The Lub-cel requires 20-30 seconds t o reload a t 30 P S I lube o i l pressure. The engine
should never be run f o r less than a minute o r two i f the Lub-cel i s t o be kept f u l l y
charged w i t h o i 1.
SERVICE
1. Enqine O i l
The Lub-cel u n i t i s n o t sensitive t o types o f o i 1 used. With Idesterbeke Four-107.
P i l o t 20 and LB-49, c o l d s t a r t i n g i n below f r e e z i n g temperatures i t i s imperative t o
use a good brand o f S.A.E. 5W20 o i l .
2. tlydraulic F l u i d
Ne use 'Esso EP9' h y d r a u l i c f l u i d i n our t e s t s b u t any good grade equivalent hyd-

r a u l i c o r telemotor o i l may be used. I n no case should o i l s he mixed.
3. Repair and Overhaul
A l l Lub-cel u n i t s should be overhauled every two years. A Factory exchange program i s
AVON INDUSIRIAL PARK. AVON, MASS. 02322.16<71 588-7700
CABLE: WESTCORP, AVON.IEIEX: S Z - 4 4 4 4
PIN: 19473
Service B u l l e t i n 80 Con't.
available t o f a c i l i t a t e t h i s . Spare p a r t s are a v a i l a b l e t h r u o u r p a r t s department.
4. Bleeding a i r from Lub- cel
:.lith engine running and o i l pressure more than 30 PSI. Back o f f t h e two top screws
i n tile diapliram housing t o expel a i r . When o i l i s seen secure t h e two screws. B r i n g
engine t o i d l e . I f the engine shows a s h o r t b u r s t o f power when i d l e d t h e r e i s more a i r
i n the diaphram housing. Repeat s t e p 9. To f l o o d d e l i v e r y l i n e s , s t a r t and stop engine
about 4 o r 5 times. Engine should be run a t l e a s t 30 seconds each time.
TROUBLE SHOOTING CHART
Fault Cause Remedy
,lo o i l de'livery Failure t o reload Check engine o i l pressure,

must be o v e r 30 PSI.
Check p i s t o n a c t i o n .
Should r e q u i r e l e s s than 25 PSI
t o house.
Reedle valve closed Open v a l v e (see t a b l e below)
Model Turns counterclockwise

from closed p o s i t i o n
P i l o t 20 2 112
c
LllYllls
.
",I I I
A &
I,Vt,
I...*
;I,YL
A^. ..-
UVwll
n*-+..- n ,
.
.
:
-a
- A
uaIuaycu
A
Close needle valve t o stop o i l
flow.
Check f o r rough o r worn bore and
replace 0 r i n g s .
Engine speeds up b r i e f l y A i r i n diaphram Bleed a i r from Lub-cel (see SERVICE)

(1 second) when i d l e d
Hydraulic f l u i d discolored Diaphram r u p t u r e d Rep1ace d i aphram and change

o r contaminated by motor o i l h y d r a u l i c and l u b r i c a t i n g o i 1.
P e r s i s t a n t o i l leaks H y d r a u l i c o r engine Pressures should n o t be above 100 PSI.

o i l pressure t o o h i g h R e f e r t o workshop manual f o r lube
o i 1 system and h y d r a u l i c s t a r t i n g
system d e t a i 1s.
PN #I9473 c o n ' t . Page 2 3/11 /75

v .21
WESTERBEKE L U B - CEL
LUBRICATING
OIL SYSTEM
ELIVERY RATE
LUBRICATING
OIL GALLERY
HYDRAULIC SYSTEM
H Y D R A U L I C FLUID
HYDRAULIC
i
STARTER
ACCUMULATOR
I
I
DRWG 19457
Page 3 I
P?I #I9473 con' t. 3/11/75
v.22
WESTERBEKE LUB-CEL
ITEY -
PY -
VAYE REMARKS
1 19371 HOUSING Diaphragm (Hyd. Side) 1

2 19268 DIAPHRAGM 1
3 19274 HOUSING Diaphragm ( P i s t o n S i d e ) 1
4 19279 GASKET 1
5 19278 YANIFOLD 1
6 19280 PISTOY 1
7 19342 O-RING 2
8 15618 BALL 1
9 19352 SPRING 1
19 19313 SCREW Ass'y. 1
14 19428 PLATE 1
15 19429 PLATE 4
17 19305 YAWEPLATE 1
18-1 19331 LINE D e l i v e r y Ass'y. P i l o t - 2 0 L B . 1
18-2 19453 LIVE D e l i very Ass ' y . Four- 107LB. 1
18-3 19290 LINE D e l i v e r y Ass'y. LB-49 1
19-1 19470 KIT F i e l d I n s t a l l a t i o n Four-107LB. 1
19-2 19471 KIT Fie1d I n s t a l l a t i o n Four-107LS. 1
PN a19473 c o n ' t . Page 4

DATE: October 3, 1975 BULLETIN NUMBER: 81

MODEL: A1 1
SUBJECT: Hydro-Hush M u f f l e r I n s t a l l a t i o n
The diagram on the reverse s i d e shows a proper i n s t a l l a t i o n o f t h e Hydro-

Hush s t a i n l e s s s t e e l m u f f l e r .
Make sure i n s t a l l a t i o n i s such t h a t water cannot e n t e r engine a t any

angle o f heel o r p i t c h .
M u f f l e r remains approximately t w e n t y - f i v e percent f u l l o f water a f t e r

engine i s shut down w i t h maximum t h i r t y - t h r e e i n c h l i f t used.
M u f f l e r must be i n s t a l l e d as c l o s e t o f o r e - a f t c e n t e r l i n e of boat as
possible.
There must be an unblocked v e n t t o atmosphere a t t h e h i g h p o i n t o f t h e

sea water c i r c u i t (where i t passes above t h e w a t e r l i n e ) t o break t h e
vacuum which would encourage siphoning through t h e sea water c i r c u i t
upon engine shutdown. Such siphoning would f i l l t h e engine w i t h sea
water through i t s exhaust. Pipe t h e a i r v e n t w i t h approximately 3/16
copper t u b i n g t o discourage water f l o w through i t when t h e engine i s
running. I f water f l o w s through t h e a i r vent when t h e engine i s running,
p i p e i t over t h e s i d e o r i n t o t h e transom exhaust o u t l e t . But be sure
i t w i l l d r a i n upon engine shutdown and f u n c t i o n p r o p e r l y as a siphon
break by venting t h e sea water c i r c u i t t o atmosphere.
Use as few r i g h t angle f i t t i n g s as possible. If t h e r e i s any question

as t o back pressure, check y o u r engine manual.
Exhaust l i n e diameters i n d i c a t e d are minimums. R e f e r t o engine manual

f o r s p e c i f i c s regarding r u n lengths and s i z e s g r e a t e r than indicated.
The i n s t a l l a t i o n t i p s g i v e n are t o be used as a guide o n l y . We cannot

be responsible i n any way f o r m u f f l e r i n s t a l l a t i o n . We presume b a s i c
understanding o f good marine p r a c t i c e on t h e p a r t o f t h e i n s t a l l e r .
AVON IIYDWTRIAL PARK, AVON. MASS. OZJPP~16<71 500-7mO
CABLE. WESTCORP, AVON. T E L E X : Sl-4444
PIN: 19468
V .24
HYDRO-HUSH BELOW ENCI NE .
HYDRO- HUSH
--
AIR VENT *
~
!
SEE WATER PUMP
!
PN. 13174
HYDRO-HUSH
!
* AIR V E NT MUST ac I N S T A L L ED A T HICHCST
POINT AND A a o v c WATER LINE
I N JEA WATER CIRCUIT TO BREAU VACUUM
AFTER ENGINE SHUT DOWN, PREVENTING
SIPHONLNG OF S E A WATER INTO ENGINE.
i
HYDRO-HUSH ABOVE ENGINE .
i
\
Page 2/2 ~
!
V.25
SERVICE BULLETIN
MODEL: A1 1
SUBJECT: B a t t e r y Recommendations
BATTERY RECOMMENDATIONS
MODEL BATTERY AMPERE HOURS VOLTAGE
W-7, & WPD4 60-90 12 V.D.C.

W-13 & 4.4 KW 90-125 12 V.D.C.
W-21 & 7.7 KW 90-125 12 V.D.C.
W-27 & 11 KW 90-1 25 12 V.D.C.
W-33 90-125 12 V.D.C.
W-30 125-1 50 12 V.D.C.
W-40, & WPD-10-15 KW 125-1 50 12 V.D.C.
W-50 125-150 12 V.D.C.
W-58 & WTO-20 KW 125-150 12 V.D.C.
W-60 & WBO-20 KW 150-170 12 V.D.C.

W-80 & 30KW 170-200 12 V.D.C.
W-120 & 45 KW 200 minimum 12 V.D.C.
The ampere hour range shown i s minimum. There i s no r e a l maximum.
1-1 rn
AVO* INOUSTalAL PARK, AVON, MASS 02322 tsr71 5.7.9-7700
c A e L s wcsrcon~.Avo* T E ~ E X sz-4.44
PIN: 20442
SERVICE BULLETIN
MODEL: A1 1
SUBJECT: Heat Exchanger Rubber End Cap
Many heat exchangers supplied on our v a r i o u s products i n c o r p o r a t e a

molded rubber end cap t o f a c i l i t a t e i n s p e c t i o n o f t h e tubes.
There have been occasions on which engine overheating has been caused
by the improper p o s i t i o n i n g o f t h i s r u b b e r end cap.
It i s a b s o l u t e l y e s s e n t i a l t h a t the molded channel running across t h e

i n s i d e o f t h e cap be p o s i t i o n e d over t h e b a f f l e o f t h e heat exchanger,
according t o t h e drawing below.
I n any cases o f engine overheating where such a rubber end cap i s used,
i t should be checked f o r proper p o s i t i o n i n g along w i t h o t h e r r o u t i n e
troubleshooting.
I,
/w# J. H. WESTERBEKE CORP.

I AVON INDUSTRIAL P A I X , AVOW, MASS. 01312.16171 SUB-7700
CABLE: WESTCOOP. A V O N ~ T E L E X : 9 1 - * # 4 4
PIN: 20684
SERVICE BULLETIN v-27

MODEL: A l l Marine Engines
SUBJECT: A1 t e r n a t o r Output S p l i t t e r
GENERAL DESCRIPTION: The s p l i t t e r i s a s o l i d s t a t e device which allows

two b a t t e r i e s t o be recharged and brought t o t h e same u l t i m a t e voltage
from a s i n g l e a1 t e r n a t o r as l a r g e as 120 amp and, a t t h e same time, i s o -
l a t e s each b a t t e r y so t h a t discharging one w i l l have no e f f e c t on t h e
other. Charging r a t e s are i n p r o p o r t i o n t o t h e b a t t e r i e s ' voltage ( s t a t e
o f discharge). This method precludes t h e necessity, and even t h e desira-
b i l i t y o f a r o t a r y s w i t c h f o r s e l e c t i n g which b a t t e r y i s t o be charged.
It a l s o assures t h a t ships services cannot d r a i n t h e engine s t a r t i n g
battery.
INSTALLATION:
1. Mount s p l i t t e r on a metal surface o t h e r than t h e engine, p r e f e r a b l y

i n an a i r stream i f a v a i l a b l e . Do n o t i n s t a l l near engine exhaust
system. I n s t a l l w i t h c o o l i n g f i n s a l i g n e d v e r t i c a l l y .
2. Be sure t o use a w i r e s i z e appropriate t o the o u t p u t o f t h e associated
a l t e r n a t o r . I n f u l l power systems number 4 w i r e i s recommended from
t h e a l t e r n a t o r t o t h e s p l i t t e r and from t h e s p l i t t e r t o t h e b a t t e r i e s .
3. Connect t h e a l t e r n a t o r output terminal t o t h e c e n t e r s p l i t t e r terminal.
4. Connect one s p l i t t e r s i d e t e r m i n a l t o one b a t t e r y ( s ) .
5. Connect t h e o t h e r s p l i t t e r s i d e terminal t o t h e o t h e r b a t t e r y ( s ) .
6. When t h e s p l i t t e r i s i n s t a l l e d , both b a t t e r i e s w i l l see a charging
v o l t a g e 8/10 v o l t s l e s s than usual. This v o l t a g e drop can be regained,
i f desired, by connecting t h e r e g u l a t o r w i r e d i r e c t l y t o t h e a l t e r n a t o r
output terminal i n s t e a d o f t h e r e g u l a t o r t e r m i n a l .
TEST INFORMATION: When the engine i s n o t running, t h e s i d e s p l i t t e r t e r -

minals should read t h e voltage o f t h e r e s p e c t i v e b a t t e r y . The center
s p l i t t e r should read zero voltage.
With the engine r u n n i n g and a l t e r n a t o r charging, t h e s i d e s p l i t t e r t e r -

minals should read t h e same voltage which should be t h e v o l t a g e o f t h e
r e g u l a t o r o r somewhat less. The center s p l i t t e r t e r m i n a l should read .82
v o l t s higher than t h e readings o f t h e s i d e t e r m i n a l s .
Continued.. .
/W J. H. WESTERBEKE CORP.
AVON INDUblRlAL PARK. AVON, MASS. 0 2 3 2 2 ~ 1 6 r 7 158s-7700
CABLE: WESlCORP, AVON. TELEX: 9 2 - 4 . 4 4
P/N: 20745
V. 2 8
SERVICE BULLETIN #87 (Continued)
(A1ternator O u t p u t S p l i t t e r )
BY-PASSING SPLITTER: In the event of f a i l u r e , batteries may be charged

directly from alternator by connectinq e i t h e r s o l i t t e r terminal #1 o r
#2 to terminal A , byoassing t h e s p l i t t e r i t s e l f . This should not be
done simultaneously f o r both b a t t e r i e s unless they are, and will remain
a t , the same voltaqe ( s t a t e o f charge).
f PLITTER
POWER
DISCONNECT
DRWG '20701 SWITCH
--
V.29
SERVICE BULLETIN
DATE: A p r i l 28, 1976 BULLETIN NUMBER: 92
MODEL: A1 1
SUBJECT: Troubleshooting Water Temperature and O i l Pressure Gauges
Given a presumably f a u l t y gauge i n d i c a t i o n w i t h t h e instrument panel ener-

gized, t h e f i r s t s t e p i s t o check f o r 12 VDC between t h e ign. (Bt) and
neg. (6-) t e r m i n a l s o f the gauge.
Assuming there i s 12 v o l t s as required, leave t h e instrument panel ener-

gized and perform t h e f o l l o w i n g steps:
1. Disconnect t h e sender w i r e a t t h e gauge and see i f t h e

gauge reads zero, the normal r e a d i n g f o r t h i s s i t u a t i o n .
2. Connect t h e sender terminal a t t h e gauge t o ground and

see i f t h e gauge reads f u l l scale, t h e normal reading f o r
this situation.
I f both o f the above gauge t e s t s are p o s i t i v e , t h e gauge i s undoubtedly

O.K. and the problem l i e s e i t h e r w i t h t h e conductor from the sender t o
t h e gauge, o r w i t h t h e sender.
I f e i t h e r o f t h e above gauge t e s t s i s negative, t h e gauge i s probably

d e f e c t i v e and should be replaced.
Assuming the gauge i s O.K., preoceed as follows. Check the conductor from
t h e sender t o t h e sender t e r m i n a l a t t h e gauge f o r c o n t i n u i t y .
Check t h a t the engine block i s connected t o ground. Some s t a r t e r s have

i s o l a t e d g r o u n d t e r m i n a l s and i f the b a t t e r y i s connected t o t h e s t a r t e r
(both p l u s and minus) the ground s i d e w i l l n o t n e c e s s a r i l y be connected
t o t h e block.
If t h e sender t o gauge conductor i s O.K. and t h e engine block i s grounded,

the sender i s probably d e f e c t i v e and should be replaced.
1-1 J. H. WESTERBEKE CORP.

AVON tIIOUST#lAL PARK, AVOW, MASS. 0 2 3 1 2 . 1 # 1 7 1 5 8 0 - 7 7 0 0
C A B L E : W E s T C o a P , AVON. r E L E X : 9 2 - 4 4 4 4
PIN. 21616
v.30 SERVICE BULLETIN
DATE: June 22, 1976 BULLETIN NUMBER: 93
MODEL: A1 1
SUBJECT: Adjusttng Paragon P200 Series Reverse Band
If the boat moves forward when t h e gear i s i n n e u t r a l a t proper i d l e

speed, t h e reverse band may be o u t of adjustment. When adjusting,
be very c a r e f u l n o t t o get reverse band t o o t i g h t o r i t w l l l burn out.
I f the boat goes backwards when i n n e u t r a l , i t may be t o o t i g h t .
The f o l l o w i n g adjustment procedure should o n l y be c a r r i e d out when i t

i s n o t possible t o o b t a i n t h e s e r v i c e o f an authorized P a r a g ~ nt r a n s -
mission s e r v i c e dealer.
To Adjust:
On the o u t s i d e l e f t s i d e of t h e gear t h e r e i s a b o l t i n t h e mounting
pad. Under i t s head a r e 1 t o 3 washers. Remove one washer. This
should stop forward boat movement. But under - NO circumstances use
fewer than one washer n o r more than three.
m m WESTERBEKE CORPm
J H
AVOW INDUSTRIAL PARK . AV O W . MASS. oaazz. 18171 sea-7700
CABLE WESTCORP, AVON.TELEX. S Z - 4 4 4 4
PIN: 21683
V.31
SERVICE BULLETIN
DATE: September 9, 1976 BULLETIN NUMBER:94
MODEL: All
SUBJECT: Fuel Pressure Switch Installation I
Overleaf i s a parts l i s t and an illustration showing the proper

installation o f the fuel pressure switch used on most of our
engine products.
1-1 I
AVON INDUSTRIAL P A R I , AVON, MASS. 02322.16171 5 8 0 - 7 7 0 0
CABLE: WESTCORP, A V O I I , T E L E X : 9 2 - < * 6 4
PIN: 21564
DATE: 7 J u l y 80 Reissued B U L L E T I N N U M B E R : 95
MODEL: All
SUBJECT: Domestic Hot Water Heaters

PRINCIPLE
The heater i s connected i n s e r i e s w i t h t h e engine's freshwater c i r c u i t . This

allows f u l l water f l o w f o r maximum h e a t t r a n s f e r t o the heater. The s e r i e s
i n s t a l l a t i o n a l s o avoids several p o t e n t i a l p i t f a l l s o f i n s t a l l a t i o n s i n which
the heater i s i n p a r a l l e l w i t h e i t h e r t h e engine's by-pass o r i t s i n t e r n a l
freshwater c i r c u i t .
The only p o t e n t i a l disadvantage o f a s e r i e s i n s t a l l a t i o n i s f l o w r e s t r i c t i o n

due e i t h e r t o a r e s t r i c t i v e heater design, a l a r g e engine water f l o w (such
as models W58, W80, W120), o r a combination o f both.
Installation
The s h o r t e r t h e length o f p i p i n g t o and from t h e heater, t h e b e t t e r . The

e l e v a t i o n o f t h e heater should assure t h a t the t o p o f i t s i n t e r n a l c o i l i s I
no h i g h e r than the engine pressure cap. I f t h e heater must be h i g h e r t h a n
t h i s a t any heel angle, then t h e o p t i o n a l remote f i l l tank must be i n s t a l l e d
t o be t h e h i g h e s t p o i n t o f t h e c i r c u i t . I
P i p i n g between the engine and heater s h o u l d r i s e continuously from t h e h e a t e r I

t o the engine so t h a t trapped a i r w i l l r i s e
the engine. I f trapped a i r can r i s e t o t h e
a u t o m a t i c a l l y from t h e h e a t e r t o
heater, then a petcock o r o t h e r ~
1
convenient method o f bleeding t h a t a i r i s a necessity. I
Study the attached sketches. A convenient place t o i n t e r r u p t t h e engine c o o l -

i n g c i r c u i t i s between t h e thermostat housing o u t l e t and t h e exhaust m a n i f o l d
i n l e t . This i s a l s o t h e h o t t e s t water a v a i l a b l e . CAUTION: While most owners 1
want the h o t t e s t water a v a i l a b l e , i t i s p o s s i b l e f o r s c a l d i n g water o r even I
steam t o come from the faucets. I
Since the heater i s i n s e r i e s w i t h t h e engine c o o l i n g water, any o t h e r conven-

i e n t p o i n t o f t h e c i r c u i t can a l s o be i n t e r r u p t e d f o r heater i n s t a l l a t i o n .
Some engine/heater combinations r e q u i r e t h a t a "by-pass" n i p p l e be i n s t a l l e d
i n p a r a l l e l w i t h the heater. This i s r e q u i r e d t o maintain an adequate f r e s h
water f l o w f o r c o o l i n g c a p a b i l i t y . The t a b l e below shows t h e minimum diameter
o f "by-pass" n i p p l e s i n these s i t u a t i o n s :
HEATER
MODEL SENDURE ALLCRAFT RARITAN
- W 30
- 3/8" NPT
W 40 318" NPT
W 50 112" NPT
1.158 1/2" NPT 1/2" NPT 3/4" NPT
W80 - I T 112" NPT I 314" NPT
--.UIZQ - - ! - . 1/2" NPT 3/4" ?lPT _
Please see sketches on o v e r l e a f .
I
1-1 B
AVOM IMOUSIlllAL PARK. AVON, MASS. 01322 1Sf11 5 0 0 - 7 7 0 0
PIN: 21814 cnerE w E s r c o n g r v o n TELEX. sz-.444
I
v.34
+i ALTERNATE P L ~ C E S
TO
l&TERRUP_LCIRUlT A N D
CONNECT I-NEATER
IN SERIES.
THERMOSTAT
SINGLE P A S S
MANIFOLD
PR E SS U R E C A P (MUST BE HI G H E R
PRESSURE TIIAN E N G IN E CAP).
BYPASS NIPPLE
WATER HEATER
-
ALTERNATE I N S T IF HEATER COIL IS
HIGHER THEN ENGINE PRESSURE CAP--
I
BYPASS NIPPLE
WATER HEATER
1
\
~ I
I
DATE May 1, 1980 BULLETIN NUMBER: 107
MODEL A1 1 Models
SUBJECT Thermostats
Beginning approximately May, 1980, thermostats supplied by the
f a c t o r y have a by-pass hole s u f f i c i e n t t o a l l o w adequate water
flow through t h e exhaust manifold, head, and block, d u r i n g engine
warm-up.
This f l o w i s mandatory, e s p e c i a l l y i n t h e case o f marine engines
and generator sets which have s i g n i f i c a n t l o a d a p p l i e d soon
a f t e r start- up.
We s t r o n g l y recommend t h a t o n l y genuine WESTERBEKE thermostats
be used i n WESTERBEKE products t o assure proper design i n t h i s
regard.
[wIH 3. H. WESTERBEKE CORP.

& Y O N I N D U S T R I A L PAON. A Y O N Mass 01321 16171 588 7 7 0 0
C A B L E W E I T C O P P AVO* T E L E X 9 1 4 4 * 4
P'N 24707
V.36 SERVICE BULLETIN
DATE: May 5 , 1980 BULLETIN NUMBER: lo8
MODEL: ALL
SUBJECT: C i r c u i t r y Change f o r Marine Propulsion Engines
With t h e W58 we i n t r o d u c e a new e l e c t r i c a l c i r c u i t which w i l l e v e n t u a l l y be used

on most models.
Some features o f t h e new c i r c u i t are as f o l l o w s :
1. A voltmeter i s s u b s t i t u t e d f o r an amneter. N a t u r a l l y
an ammeter can s t i l l be i n s t a l l e d separately.
2. A l l wires between t h e engine and t h e instrument panel

need n o t be heavier than 14 AWG.
3. The panel contains c o n t r o l s f o r preheating and s t a r t i n g

t h e engine, e l i m i n a t i n g t h e necessity f o r a separate
c o n t r o l panel. O f course t h e c o n t r o l s can be i n s t a l l e d
remotely from the panel by the b u i l d e r i f desired.
4. The c i r c u i t allows commonization o f t h e instrument panel

across t h e broadest p o s s i b l e range o f engine models.
s i m p l i f y i n g the d i s t r i b u t i o n o f spare p a r t s .
5. The c i r c u i t allows comnonization o f engine w i r i n g harnesses

across the broadest range o f engine models, s i m p l i f y i n g
t h e d i s t r i b u t i o n o f spare p a r t s .
The same connectors and c o l o r coding o f t h e connector poles are used on b o t h new
and o l d harnesses and cables. F u n c t i o n a l c o l o r codesare not n e c e s s a r i l y t h e same
i n new and o l d c i r c u i t s . The new panel w i l l n o t operate w i t h an o l d e r engine, and I
new engines w i l l n o t operate w i t h an o l d e r panel. Because the connectors a r e t h e
same, a p h y s i c a l mating o f o l d and new components i s possible, but n e i t h e r t h e
panel n o r t h e engine w i l l operate and no h a m can be done by accidental mismatching.
Please see diagram on o v e r l e a f .
[wI 1
J. H. WESTERBEKE CORP. I
1
AVOW tWDUSTRIAL P A R I , AYON. MASS 023.92 18171 5 8 8 - 7 7 0 0
c n e L E w e s r c o a g .vow EL EX S Z - . ~ .
'IN: 24720
1
SCHEMATIC 0IPCI)AM.
V.38 SERVICE BULLETIN
MODEL: W58
SUBJECT, Two Pass Manifold
The W58 employs a two pass manifold. I t i s a key f e a t u r e of a new cooling

system f i r s t appearing on the W58. The system i s vented by t h e pressure cap
a t t h e r e t u r n s i d e o f t h e f r e s h water c i r c u l a t i n g pump, t h e p o i n t o f the
lowest pressure w i t h i n the system. This has the advantage o f increasing
c o o l i n g capacity by preventing c a v i t a t i o n a t the f r e s h water pump under higher
temperature conditions.
This system w i l l u l t i m a t e l y be incorporated on most models.
The schematic on the o v e r l e a f shows the water f l o w . Operation o f the c i r c u i t

i s as f o l l o w s :
1. The thermostat has a permanent by-pass p o r t o f .06 square inches

t o assure water f l o w through the manifold w h i l e t h e engine i s
warming up. Replacement thermostats must have t h i s permanent
by-pass p o r t .
2. Hot water l e a v i n g t h e engine thermostat housing passes through

the i n s i d e h a l f o f t h e water jacketed exhaust m a n i f o l d t o the
heat exchanger i n l e t .
3. Water l e a v i n g the h e a t exchanger enters a f r e s h water cooled

o i l cooler, i f used.
4. Water l e a v i n g the o i l cooler o r heat exchanger e n t e r s the outside

h a l f of the water jacketed manifold.
5. The o u t s i d e h a l f o f t h e manifold i s comprised o f two sections:

a c o o l i n g path adjacent t o the exhaust passage and an a i r removal
path which allows e n t r a i n e d a i r t o r i s e t o t h e t o p o f t h e manifold.
6. The pressure cap i s l o c a t e d a t the top o f t h e a i r removal path.
7. From t h e manifold, c o o l a n t r e t u r n s t o the s u c t i o n s i d e o f the

f r e s h water pump.
The system i s designed t o accept an o p t i o n a l coolant r e c o v e r y tank. This
u s e f u l accessory o f f e r s several advantages, i n c l u d i n g :
1. A remote fill p o i n t f o r t h e c i r c u i t , i n which case i t should

be l o c a t e d s l i g h t l y h i g h e r than the engine's pressure cap.
Continued ......
/W J. H. WESTERBEKE CORP-
AYON INDUSTRIAL P A R K , AYON, MASS 02321 l S ( 7 1 5 8 8 7700
C A B L E w r s r c o a p , AVON T E L E X s2 4 4 4 4
24771
PIN:
v.39
2. A means of conveniently observing the water level i n the

circuit.
3. A means of assuring t h a t the c i r c u i t i s always completely
f u l l of cooling water.
4. The coolant recovery system operates without d i v e r t i n g
engine cooling water. I t i s a one-way connection t o t h e
system which provides a place f o r expanding water t o go
while the engine i s warming up and, conversely, a source
of water t o r e f i l l the system as the engine cools down.
II
i
I
I
i
i
S E X WATER
i
!
i
V.40
SERVICE BULLETIN
MODEL: A1 1
SUBJECT: Ammeter Wire Sizes
Ammeters may be i n s t a l l e d i n c o n j u n c t i o n w i t h any Westerbeke m a r i n e d i e s e l

engine o r d i e s e l g e n e r a t o r s e t . The r a n q e of t h e ammeter must be a p p r o p r i a t e
f o r t h e maximum o u t p u t o f t h e a l t e r n a t o r .
Additionally, the wire size f o r the a l t e r n a t o r output c i r c u i t , i n c l u d i n g the

ammeter, v a r i e s w i t h t h e t o t a l l e n g t h o f t h a t c i r c u i t . The t a b l e b e l o w shows
t h e maximum c u r r e n t t h a t can be c a r r i e d v a r i o u s t o t a l d i s t a n c e s by v a r i o u s
w i r e s i z e s , t o and f r o m source t o l o a d .
WIRE SIZE TABLE
T o t a l Length MAXIMUM CURRENT(AMPS)1 -
System o f w i r e i n I
Volts feet 35 40 55 60 70 85 120
12 1 to 5 12 12 12 8 8 8 6
12 5 t o 10 10 10 8 6 6 6 4
12 10 t o 20 6 6 6 6 3 2 1
12 20 t o 30 6 4 4 2 1 1 1
12 30 t o 40 4 2 2 1 1 0 0
24 1 to 5 14 14 12 12 10 10 8
24 5 t o 10 12 12 10 10 8 8 6
24 10 t o 20 10 8 8 6 6 4 4
2a 20 t o 30 8 6 6 4 4 4 2
24 30 t o 40 6 6 4 11 2 2 0
32 1 to 5 14 14 12 12 10 10 8
32 5 t o 10 12 12 10 10 8 8 6
32 10 t o 20 10 8 8 6 6 4 4
32 20 t o 30 8 6 6 4 4 4 2
32 30 t o 40 6 6 4 4 2 2 0
1-1 1
A v o N I N D u s r R t A L PARK, a v o N . M A s s 02.722 ( s f I I sea-,Too
I
cneLE w E s r c o a P , AVON EL EX SI-..~
PIN: 24737
I

Technical Manual WB 40-wpds Ed. 8 PDF

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Technical Manual WB 40-wpds Ed. 8 PDF

Uploaded by

Copyright:

Available Formats

TECHNICAL MANUAL

, Marine Diesel Generators

This marine diese; engine, p r e v i o u s ? ~desi anated UESTERBEKE Four-!07,

HYDRAULIC CRANKING SYSTEM

PRODUCT SOFTWARE NOTICE

Product software o f a l l kinds, such as product software. Such software may be

UNTJERSTANDING THE DIESEL.... ORDERING PARTS

INSPECTION OF EQUIPMENT pry a g a i n s t t h i s w i t h crowbar, a s you may

high loop a f t e r t h e engine manifold and a s near a s p o s s i b l e t o t h e e n g i n e exhaust

Mu.sLsR, vm b38,. Checking The Back P r e s s u r e

M40 & WPO 10. 12%. 15. (Fiaure

1. Open the bleed screw on t h e t o p

2. With bleed screw A t i g h t e n e d , pump

Figure 5 T y p i c a l Mechanical Fuel L i f t Pump

STARTING THE ENGINE (COLD) NOTE: Always be sure t h a t t h e s t a r t e r

IMPORTANT IMPORTANT IMPORTANT

...f o r your s a f e t y and your e n g i n e ' s d e p e n d a b i l i t y .

L u b r i c a t i n g o i l s a r e a v a i l a b l e f o r Westerbeke D i e s e l e n g i n e s which o f f e r a n improved

These o i l s meet t h e requirements of t h e U . S. Ordnance S p e c i f i c a t i o n MIL-L-2104B

BP Canada Limited BP Vanellus

Chevron O i l Co. D M DELO Multi- Service O i l low ( 20w/20 ( 30

C i t i e s S e r v i c e O i l Co. CITGO E x t r a Range

Continental O i l Co. CONOCO TRACON OIL

Gulf O i l Corporation Gulflube Motor O i l X.H.D.

Mobile O i l Company Delvac 1200 S e r i e s

S h e l l O i l Company Shell Rotella T O i l

Sun O i l Company S u b f l e e t MIL-B

Texaco, I n c . Ursa O i l E x t r a Duty

ENGINE DESCRIPTION ............................. A

Cylinder Block and Crankcase

The cylinder block is of monoblock construction, cast Valve Mechanism

Cylinder Head and Valves

Three main bearings are provided for the crankshaft

Camshaft maintains an intermittent feed by drillings in the spigot

Connecting Rods and Bearings

The fuel lift pump is of the diaphragm type mechanical.

The lubrication of the engine is by full pressure feed

The injectors are located in an accessible position on Starting Aid

Provision is made, on the right hand side of the

Westerbeke 4.108 and 4.107 4.99

4.99 4.107 4.108

Recommended Torque Tensions

4.107 and 4.99 4.108

Service Wear Limits

Cylinder Head Warping ... Longitudinal 0.006 in (0.15 mm)

MANUFACTURING DATA AND DIMENSIONS

Cylinder Liner 4.108 Cast lron

Cylinder Liner 4.107 and 4.99 Cast lron

Note: There is a Steel Insert fitted above the Top Groove.

Pistons 4.107 and 4.99

Piston Rings 4.108

Piston Rings 4.107 and 4.99

Piston Pin 4.108

Piston Pin 4.107 and 4.99

Small End Bushing 4.108

Small End Bushing 4.107 and 4.99

Connecting Rod 4.108

Connecting Rod 4.107 and 4.99

Connecting Rod Alignment 4.108,4.107,4.99

Crankshaft 4.108, 4.107. 4.99

Crankshaft Thrust Washers 4.108,4.107, 4.99

Main Bearings 4.108, 4.107, 4.99

Connecting Rod Bearings 4.108,4.107, 4.99