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    Warning: exhaust gasses contain Carbon Monoxide. An odorless and colorless gas. Symptoms of Carbon Monoxide exposure can include: -Dizziness - Weakness and Sleepiness - Throbbing in Temples - Muscular Twitching - Vomiting -Inability to think coherently.

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    Warning: exhaust gasses contain Carbon Monoxide. An odorless and colorless gas. Symptoms of Carbon Monoxide exposure can include: -Dizziness - Weakness and Sleepiness - Throbbing in Temples - Muscular Twitching - Vomiting -Inability to think coherently.

    Copyright:

    Attribution Non-Commercial (BY-NC)
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    959 views59 pages

    Marine Diesel Engine-Operator Manual

    Uploaded by

    rudi_nas
    Warning: exhaust gasses contain Carbon Monoxide. An odorless and colorless gas. Symptoms of Carbon Monoxide exposure can include: -Dizziness - Weakness and Sleepiness - Throbbing in Temples - Muscular Twitching - Vomiting -Inability to think coherently.

    Copyright:

    Attribution Non-Commercial (BY-NC)
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    OPERATORS MANUAL MARINE DIESEL ENGINE 55B-FOUR and 55C€-FOUR CALIFORNIA PROPOSITION 65 WARNING Exhaust gas from diesel and gasoline engines (and some of ith defects, and other reproductive harm, AAWARNING: Exhaust gasses contain Carbon Monoxide, an odorless and colorless gas. Carbon Monoxide is poisonous and can cause unconsciousness and death. Symptoms of Carbon Monoxide ‘exposure can include: + Dizziness ‘Throbbing in Temples Nausea ‘Muscular Twitching Headache = Vomiting Weakness and Sleepiness Inability to Think Coherently {IF YOU OR ANYONE ELSE EXPERIENCE ANY OF THESE SYMPTOMS, GET OUT INTO THE FRESH AIR IMMEDIATELY. 1 symptoms persist, ‘seek medical attention. Shut down the unit and do not restart ‘until t has been Inspected and repaired. WARNING ‘peer ‘AWARNING DECAL is provided by WESTERBEKE and ‘should be fired to a bulkhead near your engine or ‘generator, WESTERBEKE also recommends installing CARBON ‘MONOXIDE DETECTORS in the living/Sleeping quarters ‘of your vessel. They are inexpensive and easily obtainable at your local marine store. IWESTERBEKE ‘Engines & SAFETY INSTRUCTIONS INTRODUCTION Read this safety manual carefully. Most accidents are caused by failure to follaw fundamental rules and precau- tions. Know when dangerous conditions exist ond take the necessary precautions to protect yourself, your personnel, and your machinery. The following safety instructions are in compliance with the American Boat and Yacht Council (ABYC) standards. PREVENT ELECTRIC SHOCK AA WARNING: Do not touch Ac electrical conections while engine is running, or when connected to shore ‘power. Lethal voltage is present at these connections! ‘m Do not operate this machinery without electrical ‘enclosures and covers in place. 1m Shut off electrical power before accessing electrical ‘equipment. ‘= Use insulated mats whenever working.on electrical equipment. ‘Make sure your clothing and skin are dry, not damp (particularly shoes) when handling electrical equipment. 1m Remove wristwatch and all jewelry when working on electrical equipinent. ‘Do not connect utility shore power to vessel's AC circuits, except through a ship-to-shore double throw transfer switch. Damage to vessel's AC generator may result if this procedure is not followed. 1m Electrical shock results from handling a charged capaci- tor. Discharge capacitor by shorting terminals together. PREVENT BURNS — HOT ENGINE AL WARNING: 20 not touch hot engine parts or exhaust system components. A running engine gets very hot! Lb i Always check the engine coolant level at the coolant recovery tank AA WARNING: steam can cause injury or death! i= In case of an engine overheat, allow the engine 10 cool before touching the engine or checking the coolant PREVENT BURNS — FIRE AA WARNING: Fite can cause injury or death! im Prevent lash fires. Do not sinoke or permit flames or sparks to occur near the carburetor, fuel line iter, fuel ‘Pump, or other potential sources of spilled fuel or ful ‘vapors, Use a suitable container to catch al fuel when removing the fuel line, carburetor, or fue filters. Do not operate with a Coast Guard Approved flame aurester removed, Backfire can cause severe injury or death. Do not operate with the air cleanerisilencer removed Backfire can cause severe injury or death 1 Do not smoke or permit flames or sparks to occur near the fuel system. Keep the compartment and the engine/generator clean and free of debris to minimize the chances of fire. Wipe up all spilled fuel and engine oi Be aware. — diesel fuel will burn PREVENT BURNS — EXPLOSION AA WARNING: Expiosions fom fuel vapors can cause injury or death! 1m Follow refueling safety instructions. Keep the vessel's hatches closed when fueling. Open and ventilate cabin afer fueling. Check below for fumes/vapor before run- ning the blower. Run the blower for four minutes before starting your engine ‘= All fuel vapors are highly explosive, Use extreme care ‘when handling and storing fuels. Store fuel in a well-ven- tlated area away from spark-producing equipment and ‘ut of the reach of children, Do not fill the fuel tank(s) while the engine is running. Shutoff the fuel service valve atthe engine when servicing the fuel system. Take care in catching any fuel that might spill. DO NOT allow any smoking, open flames, or other sources offre near the fel system or engine when servie- ing, Ensure proper ventilation exists when servicing the fuel system. Do not alter or modify the fuel system. ‘Be sureall fuel supplies have a positive shutoff valve. ‘Be certain fuel line fitings are adequately tightened and free of leaks. Make sure a fire extinguisher is installed nearby and is, properly maintained, Be familiar with its proper use. Extinguishers rated ABC by the NFPA are appropriate for all applications encountered inthis environment. ‘Engines & Generators SAFETY INSTRUCTIONS ACCIDENTAL STARTING TOXIC EXHAUST GASES AR WARNING: Accident! starting can cause injury or death! 'm Disconnect the battery cables before servicing the engine/ generator, Remove the negative lead first and reconnect itlast. 'm Make certain all personnel are clear of the engine before starting, 1 Make certain alt covers, guards, and hatches are re- installed before starting he engine. BATTERY EXPLOSION AL WARNING: Battery expesion can caus injury or death! 1 Dornot smoke or allow an open flame near the battery being serviced. Lead acid batteries emit hydrogen, a highly explosive gas, which can be ignited by electrical arcing or by lit tobacco products. Shut off all eletrical ‘equipment inthe vicinity to prevent electrical arcing dur- ing servicing. ‘= Never connect the negative (~) battery cable tothe posi tive G+) connection terninal of the starter solenoid. Do not test the batery condition by shorting the terminals together. Sparks could ignite battery gases or fuel vapors. ‘entilate any compartment containing batteses to prevent accumulation of explosive gases. To avoid sparks, do not —€ PBS retoate DUAL OUTPUT ALTERNATORS BALMAR REGULATOR TROUBLESHOOTING NOTE: Before troubleshooting, make cena. that the drive belts are tight and the batteries are in good condition Regulator Testing ‘The red “battery sensing” wire A connects tothe batery it aust always read battery voltage. If batery voltage i not resent, trace the wire fora bad connection. ‘The white wire $ should read 0 votts with the key off, 12 volts fapproximatly) withthe key on If the readings are incorrect, trace the wire for a bad connection ‘The blue wire F supplies curent othe altemator feds, is voltage will vary depending onthe baler charge or actual Toadirpm, The eadings can vary from 4 to 12 volts with the key on, O volts withthe key off KEY OV-NO VOLTAGE REGULATOR 1 DeFECTWE EY OFF -BATERY VOLIAGE REGULATORS DEFECTWE ‘REGULATOR TEST POINTS AND PROPER VOLTAGE ‘Alternator Testing ‘The regulator is functioning properly and the batteries, are in good condition, 4, ‘Test she voltage atthe alternator plug with the engine off-key on. The voltage atthe altemator terminal F and the voltage in the plug [blue wire F from the regulator should read the same. 2 Hold a serew driver close 1/2"] to the altemator pulley If voltage is present you should feel the magnetic field. If not, the problem may be the brushes {wom or the rotor [open circuit 3. Start the engine, at fast idle the output terminals should indicate 142 volts [no load] A reading of 12.6 would indicat the altemator is not performing properly. Apply a load such as an electric bilge pump, the voltage should maintain atleast 13.8 volts. 13 volts o less indicates the alternator is faulty. NOTES: Ci When the engine is frst started, it takes a few moments {for the alternator to “kick in” and take the load [a ‘noticeable change in the sound of the engine]. DA slight whine from the altemator wien the load is normal. . 1D When she alternator is producing high amperage, it will become very hot CD When replacing the alternator drive belts, always purchase and replace dual belts in matched pairs. NOTE: For additional information on regulators and ‘alternators, contact WWW.BALMAR.COM, IWESTERBEKE CASTWESTERBEKE "& Generators 328 ENGINE TROUBLESHOOTING ‘The following troubleshooting table describes certain problems NOTE: The engine's electrical system is protected by a 20 relating to engine service, the probable causes ofthese prob- ampere manual reset circuit breaker located on a bracket at Jems, and the recommendations to overcome these problems. the back ofthe engine. The preheat Solenoid is mounted on the same bracket Problem Probable Causa VericationyRemedy No panel ination: ust saenoa | 4. Batty switch ot on. “Chek sfc andor bat ceonecions et pmp not wer Gey utc iSonandPRENEA batons cpeese) | 2. 20a ct breaker ipa 2, Reset breaker: bene is again, check pratt solenoid cet and ck cet fr shar ood 3. Loos batrycoonesions. 3. Check) eomezton to starter sci ar (conection | tine round stud Check ater cable conection. ‘START bon fs depressed, no daar 1. Conectono sobre aay Ghee omen engagement 2. Guar shit otin neat 2 Gea shit stb in neue 6e NEUTRAL SWITCH under HURT ASW TRANSMISSIONS) 3. Fauty sue 3. hack svc wth ome. 4 Fait solenoid 4. Chk that 12 ves re preset at te sole cometon Lose try conection 5 Check ater coments 6. Low ater. 6. checktatery che state START baton depressed pana 77 Poor conetons tofu saenoas | 1. Checeomestons. indeatons OK stat ston OK fuel soo not tunctoing 2. Dfoiv tel sen 2. cuca 12a presente) nme fueron sll Tne cans, ba daa not 7. Fal ing ten “Thc tat vas ae open. star fl solnol ener. ‘a Chuck for ain fe syst. Bled ar rom syste. ‘th. Fa ites loge. Replace ters nd bed ar rom ful syst. 2, rirat sll fly 2. Check seals rin ean be Hoppe. 7 Faulty De dao 7. Remove Et conection a aaa ep aonatc 2 Fuel clei wit not deenergize. | 2 Manual sconet the 1 ot conection othe fel rn solo ata ans dow Gi pressure wich TL Obewve gauges and panel iis are acted when ene Sot rong. et el pressure swan, 2. High resistance nko round 2, Checking. nse sensve (0 25 am) mater Batry lines, (0 no sat engine) Remove comectons and ele ator st oe, 3 Low resistance lk 5. Check ll wires ectemperature ie toate he fat. 4. Poort eonectons 4 heskcal annestons at atry rloose conmactins, cores 5. DO.lteratar nat charing 5. heck comecton, chek be sin st ater So (acheter ot peg), DG ELECTRICAL SYSTEWALTERNATOR. tate ra arg 1. 0 care cut au 7. Pero DO vatge check of enero arg ie Sw Yesing te Baty rar Ga 2. erator sive 2 Check ive bet tension; ertr shoul tum ey, Check {oroose comecions heck ouput wih vlna ase 12 esate prea at he Exe ti. (continued) KE. ‘Engines & Generators, 33 ENGINE TROUBLESHOOTING Wate in ue 7. Aiintak obstruction 4.20 Amp cic breaker tipping. 5. Exhaust ystems rested. Problem Probable Cause Verification Remedy Engine sows and stops. 1 Fuel pup are 77 Fue mp shod make a distin sng sound: Replace pump wth spare. 2. Sitches andor wring loose 2. Inspect wing for shortcuts and lose connections. or dsconnactad, Inspect stees for Broper operation. 3, Fuel station. ‘3 Check uel supp, fuel vals, and ul ites, “4. Check for igh D¢ amperage craw dutng operation Ensure breaker sot over sense to heat wich woud ‘aus tipping. 5. Check for blockage, colapsed hose, carbon bul at ‘haus etow 6. Pum water fom fuel tank’); change fiters and Deed uel system, heck irik iter carte. Engine vera sounds Sad, | 1. Raw water not crusting. Coolant nt ccting, 7. Rav water pump flare, Check inpeler — replace, 2, Obstruction at aw watr intake or raw wate fier 2a, Thermostat — remove and test int watt Repace thermostat 2b. Loss of coolant — check hoses, hose camps, dan lg, for leaks. 2. Broken or lose bs — tightens 24, ir akin syste; run engine and open he pressure cap to end air Ad coolant as needed. gine alarm sound pulses 1. Lass oF 2. Ollpressure switch 3. Engine coolant, tw9 loa temperature 4, igh temperature switch opens at 7 Check stick, look foro aks a ol ar and at ‘fran hose connection, 2, glace ol pressure switch 3, heck engin cant level Check for sttactry operation wth sth bypassed, hack with ohmimetey, ele fay, ‘Bast smoke problons 1. Bue smoke 7 Incorrect rade of engine ‘a. Crankcaso i overfiled wih engine ol (iis bowing ot ‘trough the exhaus. 2. White smote. 2. Engin is running colt 2a. Faulty injector rico ijctor ting 3, Black smote. 3, Improper grade of fut aa, Ful bum incomplete due to high backpressure in exaust or Ingufficent afr proper combustion chek fr rss In exhaust system; chek ak). 30. Impropety ied injectors or vate, or poor compression ‘3, Lack of air — check anak ad alter. Check for proper venation, 34, Overoad, ‘TROUBLESHOOTING COOLANT TEMPERATURE AND OIL PRESSURE GAUGES If the gauge reading is other than what is normally indicated by the gauge when the instrument pane\ is energized, the frst step is to check for 12 volts DC between the ignition (B+) and the Negative (B-) terminals ofthe gauge. Assuming that there is 12 volts as required, leave the instrument pane! energized and perform the following steps: 1. Disconnect the sender wire atthe gauge and see if the gauge reads zero, which is the normal reading for this situation, Remove the wire attached to the sender terminal atthe sender and connect it to ground. See if the gauge reads full scale, which is the normal reading for this situation, 2 If both ofthe above gauge tests are positive, the gauge is undoubtedly OK and the problem les either withthe conductor from the sender to the gauge or with the sender. Ifeither of the above gauge tests are negative, the gauge is probably defective and should be replaced. ‘Assuming the gauge is OK, check the conductor from the sender to the sender terminal atthe gauge for continuity. ‘Check thatthe engine block is connected to the ground. Some starters have isolated ground terminals and ifthe battery is connected to the starter (both plus ard minus terminals), the ground side will not necessarily be connected to the block. WESTERBEKE_ Cypser "4 Generators 34 ENGINE ADJUSTMENTS NOTE: WESTERBEKE recommends that the following engine adiust- ‘ments be performed by a competent engine mechanic. The info/ -.\ below is provided to assist the mechanic. DRIVE BELT ADJUSTMENT Proper inspection, service and maintenance of the drive belts is important forthe efficient operation of your engine (see rive Belts under MAINTENANCE SCHEDULE). Drive belts must be propery tensioned. Loose drive belts will not provide proper altemator charging and will ‘eventually damage the alternator. Dive bets that are to0 tight wit pull the altemator out of alignment and/or cause the altemator to wear out prematurely. Excessive drive belt tension can also cause rapid wear ofthe belt and reduce the serve life ofthe coolant pumps bearing. A slack belt or the presence of oil on the belt can cause belt slipping, resulting inhigh operating temperatures and tachometer variations. ‘The drive bet is properly adjusted ifthe belt can be deflected no less than 3/8 inch (10mm) and no more than 1/2 inch (12mm) asthe belt is depressed with the thumb atthe mie Point between the two pulleys onthe longest span of te belt. A spare belt or belts should always be carried on boat AX WARNING: Never attempt t0 check or adjust the drive belt's tension while the engine is in operation. Adjusting Belt Tension 1. Loosen the alternator adjusting strap bolt and the base ‘mounting bolt. 2. With the belt loose inspect for wear, cracks and frayed edges. 3. Pivot the altemator on the base mounting bot tothe lft or right as required, to loosen or tighten. 4, Tighten the base mounting bolt and the adjusting strap bot. ‘5. Run the engine for sbout 5 minutes, then shut down and. recheck the belt teasions. RAW WATER PUMP ‘The tension ofthe raw water pump bet is adjusted by releasing the pumps fasteners and sliding the pump back and forth. The water pump belt should be firmly tight and checked often. ‘STARTER AND DC ALTERNATOR SERVICE ‘The starter and the DC charging altemator should be maintained following the maintenance schedule inthis, manual. ‘Major service/overhaul ofthe starter or DC charging. alterator should be undertaken as needed. Refer to your WESTERBEKE SERVICE MANUAL. injectors checked and overhauled by an authorized fuel injection service center. Poor fuel quality, contaminants and loss of postive fuel pressure to the injection pump can result in injector faults, Since fuel injectors must be serviced in a clean toom environment, it is best to cary atleast one extra injector asa spare should a problem occur. Before removing the old injector, clean the area around the ‘base of the injector to help prevent any rust or debris from falling down into the injector hole. Ifthe injector will not lift cout easily and is held in by carton build-up or the like, work the injector side-to-side with the aid ofthe socket wrench to free it, and then it it out ‘The injector seats in the cylinder head on a copper sealing ‘washer. This washer should be removed with the injector and replaced with a new washer when the new injector is installed. ‘The fuel injectors should be pop tested after 750 operating hours, overhaul if needed. IWESTERBEKE Enalnes & Generators ENGINE ADJUSTMENTS NOTE: WESTERBEKE recommends thatthe following engine adjust- ‘ments be performed by a competent engine mechanic. The information below is provided to assist the mechanic. TESTING ENGINE COMPRESSION ‘Make certain the oil evel (dipstick) is atthe correct level and the air intake filter is clean. The battery and starter motor ‘must also be in good condition. 1, Warm the engine to normal operating temperature, 2 Disconnect the wire tothe fuel shutdown solenoid. 3. Remove all the glow plugs from the engine and install the compression gauge/adapter combination to the cylinder on which the compression is to be measured. ‘FUEL SHUTDOWN SOLENOID 4, Close the raw water seacock (thru-hull). 5, Crank the engine and allow the gauge to reach a ‘maximum reading, then record that reading. 66, Repeat this process for each cylinder. MOTE: fe reatings are below tein he engine needs ‘558 FOUR COMPRESSION PRESSURE 41 PS (4.04 MPa) NORMAL AT CRANKING ‘SPEED OF 250 RP, 44:1 PS BETWEEN CYLINDERS 7. Resintall the glow plugs (use ant-seize compound on the tteads) and reset the fuel shut-off to the run position. 8. Open the raw water seacock (thruull). Low Compression ‘When low compression s found, detomie the cause by applying a small amount of olin the cylinder thru the glow lig hole. Allow the ol to sede. Install the pressure gauge and repeat the above test. Ifthe compression reading rises dramatically, the fal is with the Tings If the compression valve does not ris, the problem is wth the valves A light rse in compression would indicat a problem with both the rings and the valves. MEASURING ‘COMPRESSION OIL PRESSURE ‘The engine's oil pressure, during operation, is indicated by the oil pressure gauge on the instrument panel. During. normal operation, the oil pressure will range between 40 and 85 psi. NOTE: A newly started, cold engine can have an oil pressure reading up to 85 psi. A warmed engine can have an oil pressure reading as low as 25 psi. These readings will vary depending upon the temperature of he engine and the rpms. ‘Low Oil Pressure ‘The specified safe rainimum oil pressure is 5-10 psi. A gradual loss of oil pressure wally indicates worn bearings. For additional information on low of pressure readings, see the ENGINE TROUBLESHOOTING char. Testing Oil Pressure ‘To test oil pressure, remove the ol pressure sender then install a mechanical oil pressure gauge in its place. After ‘warming up the engine, set the engine speed at idle and read the oil pressure gauge. 558 FOUR OL PRESSURE 4870.85 Pt (200 T0590 KPa) NORMAL, IL PRESSURE SWITCH ‘MECHANICAL ~ OIL PRESSURE GAUGE ENGINE ADJUSTMENTS NOTE: ‘he following engine adjustments should be performed by a competent engine mechanic. The information below is provided to cassis the mechanic VALVE CLEARANCE ADJUSTMENT ‘The valve clearance must be adjusted every 500 operating, hours or whenever the valve rocker is abnormally noisy ‘Valve adjustment should only be done when engine is cold. Cold engine valve clearance is 0.01in (0.40mm). NOTE: The cylinder head bolts have been tightened with the “Angular Tightening Method”. Therefore, itis not necessary to retighten the cylinder head bolts before adjusting the valve clearances, ADJUSTMENT PROCEDURE 1, Tum the crankshaft clockwise so thatthe mark groove on the crank pulley is aligned with the TDC mark (cast out) ‘on the timing gear ease cover. 2, Remove the eylinder head cover and check to see if eylin- der No.1 is at TDC in the compression stroke or at TDC in the exhaust stroke. When the intake and exhaust valves are closed, the cylinder is at TDC in the compression stroke, and when only the exhaust valve is open, its at ‘TDC in the exhaust stroke, 7 ol IAN cs EXHAUST 3, In accordance with the conditions of eylinder No.1. mea- ‘sue and adjust if required the clearance of the valves ‘marked with either © or @ inthe table below. Grinder No. ae ‘ ‘Valve arrangement tyes jel jel fe Thon No. tofinder ie at TOC 1 inthe compression stroke |@|@ |@| eo | | Wan No.4 eylindor eat TOC Inthe compression stroke jeje] jee} Tinie Es Exhaust 4. On completion of the valve clearance alignment make @ smazk alignment asin 1 by giving a turn tothe cranks in the normal direction. Then measure and adjust the clearance ofthe other valves. AX CAUTION: The rocker arm is mate af die-cast aluminum. Therefore, be careful not to tighten the adjusting screw to excess. Adjustment of Injection Timing ‘The injection timing may not be re-adjusted. Take eare not to forget to insert a shim in the mounting surface when reassembling the injection pump after disassembly. ZF MARINE TRANSMISSIONS DESCRIPTION ‘The information below is specific to the HBW ‘Transmissions, the TRANSMISSION TROUBLESHOOTING SECTION applies to all models. CONNECTION OF GEAR BOX WITH PROPELLER HBW recommend a flexible connection between the trans- ‘mission gearbox and the propeller shaft ifthe engine is flexibly mounted, in order to compensate for angular defections. The installation of a special propeller thrust bear- ing is not required, since the propeller thrust willbe taken by the transmission bearing, provided the value specified under SPECIFICATIONS is not exceeded. However, the output shaft should be protected from additional loads. Special care should be taken to prevent torsional vibration. When using a universal joint shaft, make certain to observe the ‘manufacturers instructions. Even with the engine solidly mounted, the use of a flexible coupling or sDRIVESAVER” will reduce stress in the gear- box beatings caused by hull distortions, especially in wooden boats or where the distance between transmission output flange and ster gland is less than about 32 in (812 mm). HURTH HBW. HURTH HW V-DRIVE MARION INcLIWATION AX CAUTION: the positon of the mechanism behind the actuating lever is factory-adjusted to ensure equal NOTE: When installing the transmission, make certain that shifing is not impeded by restricted movability of the Bowden cable or rod linkage, by unsuitably positioned guide sheaves, oo small a bending radius, etc. In order to mount a ‘support for shift control cable connections, use the two threaded holes located above the shift cover on top of the ‘ear housing. Refer to the WESTERBEKE paris list. CONTROL CABLES ‘The transmission is suitable for single lever remote control Upon loosening the retaining screw, the actuating lever can bbe moved to any position required forthe shift control elements (cable or rod linkage). Make certain that the actuating lever does not contact the actuating lever cover plate: the minimum distance between lever and cover should be 0.5mm, ‘The control cable shouldbe arranged at aright ange to the actuating lever when in the neutral position, The neutral posi- tion ofthe shift operating lever onthe control console should coincide with the neural position of the actuating lever ‘The shifting travel, as measured atthe pivot point of the actuating lever, between the neutral postion and end positions A and B should be at least 36mm forthe outer pivot Point and 30mm forthe inner pivot point. ‘A greater amount of shift lever travel isin no way etrimental and is recommended. However, ifthe lever travel is shorter, proper clutch engagement might be impeded ‘which, in tum, would mean premature wear, excessive heat generation and clutch plate failure. This would be indicated by slow clutch engagement or no engagement at all NOTE Check for proper actuating lever travel at least each season. LEVER TRAVEL NeTRAL Fomine IE (HECK FoR EaUAL TRAVEL \ Qh WOE aghge a WY FROM NEUTRAL THRU f i ne wer conTaot CABLE [ACTUATING LEVER ‘COVER PLATE shift lever travel from neutral position A and B. If Agquarine—st this mechanism is in any way tampered with, the transmission warranty will be void. f COVER: *"DRIVESAVER" is a product of Globe Marine, Rockland, MA. \ WESTERBEKE = Zhghes @ Garona xz (aan) fa eetance 38 ZF MARINE TRANSMISSIONS INITIAL OPERATION {All HBW marine transmissions ae test-run ona test stand ‘with the engine at the factory prior to delivery. Fr safety reasons the fluid is drained before shipment Fill the gearbox with Automatic Transmission Fluid (DEXTRON Il). The fui level shouldbe up tothe index mark on the dipstick. To check the fuid level, just inset the dipstick, donot screw it in. Screw the dipstick ino the case after the uid level is checked and tighten, Do not forget the sealing sing under the hexhead ofthe dipstick. Check for leaks and make a visual inspection of the coupling, oil cooler and hoot and shift cables CHECKING | ru | tev | FLUID DRAIN FLUID CHANGE ‘Change the fluid for the frst time after about 25 hours of ‘operation, then every 300 operating hours or at least once a year or at winterizing, Removing the fluid ‘Pash a suction pump hose down through the dipstick hole to the bottom of te housing and suck out the fluid. QF space allows, use the transmission rain), Remove the drain plug from the bottom ofthe transmission and allow the fluid to

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