operator’s maintenance manual - marine diesel basics€¦ · stroke (mm) 68 68 73.6 68 73.6...

Operator’s Maintenance

Manual

CALIFORNIA – Proposition 65 Warning: Diesel engine exhaust and some of its constituents are known tothe state of California to cause cancer, birth defects and other reproductive harm.

Heat

Exchanger

and Keel CooledSmall Diesel Engine Range: Beta 10,

BZ482, Beta 16, BD722 & Beta 25

Engine Details

Engine Type: Power: bhp Speed: rpm

BETA WOC NO: K Engine Serial No:

Gearbox Type: Serial No: Ratio :1

Purchased from:

Invoice No: Date:

Date Commissioned:

Specification / Special Details

IMPORTANT – Please fill in details at moment of purchase – it really will help you! (and it will really help us specify the correct spare parts for you).

1

INTRODUCTION 2Engine Identification 2

Initial Receipt of the engine 2

Engine Storage 2

SAFETY PRECAUTIONS 3

TECHNICAL SPECIFICATIONS 4

SECTION 1: GUIDELINES FOR OPERATION OF ENGINE

Important checks prior to initial use 5

Initial Start-up and Bleeding The Fuel System 5

Starting/Stopping 6

SECTION 2: MAINTENANCE AND SERVICE GUIDELINES

Maintenance Schedule: 7

Lubrication – Checking and changing oil 8

Fuel System - Pumps, Filter, fuel/water separator 9

Cooling - Fresh water system, Keel Cooling, Heat Exchanger 10

Sea Water Pump, Heat Exchanger 12

Belt Tensioning 13

Air Filter 13

Electrical 14

Laying up - Winterising 14

Troubleshooting 15

Torque Settings 26

SECTION 3: INSTALLATION GUIDELINES

Engine Mounting 27

Alignment - Drives, Flanges, Flexible Drives 27

Exhausts & Bends 28

Mounting Exhausts 28

Fuel Supply 29

Cooling 30

Calorifier System 31

Electrical installations 32

Appendices –wiring diagrams and general arrangements 32

Component identification at rear of manual. 63

Maintenance Record 65

Contents

ENGINE IDENTIFICATION

NOTE: In all communications withthe distributor or Beta Marine, theengine number, type, and W.O.C.number must be quoted.

BETA 10, BZ482, BETA 16,BD722 & BETA 25

The engine serial number is stampedabove the fuel lift pump on thestarboard side of the engine, and isshown on the rocker cover label.

INITIAL RECEIPT OF THE ENGINEA full inspection of the engine mustbe made immediately on delivery toconfirm that there is no damage. Ifthere is any damage then write thisclearly on the delivery note andinform your dealer or Beta Marinewithin 24 hours.

ENGINE STORAGEThe engine must be stored in a dry,frost free area and this is best done inits packing case. If storage is to bemore than six months then theengine must be inhibited (contactyour dealer or Beta Marine). Failureto inhibit the engine may result in theformation of rust in the injectionsystem and the engine bores, thiscould invalidate the warranty.

OPERATION AND MAINTENANCE MANUAL FOR THE FOLLOWING BETA MARINE ENGINES BASED ON KUBOTA MINI SERIES

Beta 10, BZ482, Beta 16 (BZ602),BD722 & Beta 25 (BD902)

2

This manual has been compiled toprovide the user with importantinformation and recommendationsto ensure a trouble free andeconomical operation of theengine.

For further advice or technicalassistance, application should bemade to BETA MARINE LIMITEDor its distributors.

All information andrecommendations given in thispublication are based on the latestinformation available at the time ofpublication, and are subject toalteration at any time. Theinformation given is subject to thecompany’s current conditions ofTender and Sale, is for theassistance of users, and is basedupon results obtained from tests

carried out at the place ofmanufacture and in vessels usedfor development purposes. We donot guarantee the same results willbe obtained elsewhere underdifferent conditions.

SAMP

LE

3

A Keep the engine, gearboxand surrounding area clean,including the area immediatelybelow the engine

B DRIVES - Power Take OffAreas

i) Gearbox Output Flange

The purpose of a marine dieselpropulsion engine is to providemotive power to propel a vessel.Accordingly the gearbox outputshaft rotates at between 300 and2400 rev/min. This flange isdesigned to be coupled to apropeller shaft by the installer andsteps must be taken to ensureadequate guarding.

ii) Forward End Drive

Engines are supplied withunguarded vee belt drives topower the fresh water pump andbattery charging alternator. Theinstaller must ensure that it is notpossible for injury to occur byallowing accessibility to this areaof the engine. The three pulleysrun at high speed and can causeinjury if personnel or clothingcome in contact with the belts orpulleys, when the engine isrunning.

iii) Power Take Off Shaft (Engine Mounted Option)

Shaft extensions are available asan option and rotate at between850 and 3600 rev/min. Ifcontact is made with this shaftwhen the engine is running, injurycan occur.

C EXHAUST OUTLET

Diesel marine propulsion enginesemit exhaust gases at very hightemperatures - around 400-500°C. Engines are supplied witheither wet exhaust outlet (waterinjection bend) or dry outlet (dryexhaust stub) - see option list. At

the outlet next to the heatexchanger/header tank, theexhaust outlet can become veryhot and if touched, can injure.This must be lagged or avoided byensuring adequate guarding. It isthe responsibility of the installer tolag the exhaust system if a drysystem is used. Exhaust gasesare harmful if ingested, theinstaller must therefore ensure thatexhaust lines are lead overboardand that leakage in the vesseldoes not occur.

D FUEL

i) Fuel Lines

Diesel engines are equipped withhigh pressure fuel injectionpumps, if leakages occur, or ifpipes fracture, fuel at a highpressure can harm personnel.Skin must be thoroughly cleanedin the event of contact with dieselfuel.

ii) Fuel Supply Connections

Engines are supplied with 8 mmcompression fittings. The installermust ensure that whenconnections are made, they areclean and free of leaks.

E OIL

The Beta propulsion is suppliedwith 2 dipsticks, one for theengine and one for the gearbox.Ensure dipsticks are returned andsecure after checking, if not oilleaks can cause infection whentouched. All oil must be removedfrom the skin to prevent infection.

F SCALDING

An engine running under load willhave a closed circuit fresh watertemperature of 85° to 95°C. Thepressure cap on the top of theheat exchanger must not beremoved when the engine isrunning. It can only be removedwhen the engine is stopped andhas cooled down.

G TRANSPORTATION/LIFTING

Engines are supplied ontransportable pallets. Lifting eyeson engines are used for liftingengine and gearbox assemblyonly, not the pallet andassociated kit.

GENERAL DECLARATION

This machinery is not intended tobe put into service until it has beenincorporated into or with othermachinery. It is the responsibility ofthe purchaser/installer/owner, toensure that the machinery isproperly guarded and that allnecessary health and safetyrequirements, in accordance withthe laws of the relevant country, aremet before it is put into service.

Signed:

J A Growcoot, C.E.O, Beta Marine Limited

NOTE: Recreational Craft

Where applicable, thepurchaser/installer/owner and operatormust be responsible for making surethat the Recreational Craft Directive94/25/EC is complied with.

SAFETY PRECAUTIONS!

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INITIAL STARTUP ANDBLEEDING THE SYSTEM(a) Open fuel bleed screw on

injection pump by 11/2 turns. Seediagram 1a.

(b) Move hand priming lever on fuellift pump up and down until fuelwith no bubbles comes out of thebleed screw.

(c) Shut/tighten the bleed screw.Clean area thoroughly with tissuepaper.

(d) Continue to hand prime for 30seconds to push fuel through thefuel pump.

(e) Start engine (see normal starting).

Note the engine may have to beturned over with the starter for afew seconds before it fires. Donot run the starter for more than20 seconds. If the engine has notstarted after 20 seconds thendisengage the starter andcontinue to hand prime for afurther 30 seconds, then repeat.

(f) If engine does not start after 3attempts then allow 5 minutes forthe starter to cool down beforerepeating (a) to (e).

Note: The starter windings canbe burnt out with continuouscranking

CAUTION

To avoid personal injury:• Do not bleed a hot engine as this

could cause fuel to spill onto a hotexhaust manifold creating a dangerof fire.

• Do not mix gasoline or alcoholwith diesel fuel. This mixture cancause an explosion.

• Do not get diesel on the flexiblemounts – they will deterioraterapidly if soaked in diesel.

• All fuel must be removed from skinto prevent infection.

5

Diagram 1a

SECTION 1GUIDELINES FOR OPERATION OF ENGINE

IMPORTANT CHECKS PRIORTO INITIAL USE1. Generally, a new engine has the

oil and anti-freeze removed afterthe works test. Fill the enginewith the correct oil and anti-freeze (see sections on ENGINEOIL and COOLING). Checkgearbox oil level - see separateoperator’s hand book.

2. Ensure the engine is free to turnwithout obstructions.

3. Ensure battery is fully chargedand connected (the isolator is in

the ‘ON’ position).

4. Ensure Morse speed and gearboxcables are fitted correctly and thatcable travel lengths are correct.Gear selection lever –allmechanical gearboxes: care mustbe taken to ensure that theremote control cable is adjustedso that the selector lever on thegearbox moves FULL travel andbrought “hard up” against its endstop in both directions. Failure toachieve the correct adjustmentwill reduce efficiency of theclutch and may cause slippage at

low revs. Warranty will not beaccepted on gearboxes returnedin the warranty period for failuredue to incorrect adjustment.

5. Ensure engine is out of gear with1/3 throttle - see single levercontrol instruction manual.

6. Open the fuel stopcock and bleedthe fuel water separator of air asshown in manufacturersliterature.

7. Fuel should now be at the fuel liftpump, see diagram 1a.

8. Open the sea cock.

6

STOPPINGEvery propulsion engine is fitted with astop solenoid which is energised tostop. To stop engine simply press stoppush button, hold in until enginestops, then turn key from ‘RUN’ to‘OFF’ position.

When leaving the boat for an extendedperiod,• Turn off sea-cock (heat exchanger

cooled engines).• Turn off battery isolator.Do not turn the key to the offposition when the engine is running.This will not allow the alternator tocharge.*WARNINGDo not leave the key in ‘HEAT’ positionfor more than 15 seconds - this willdamage the heater plugs and eventuallylead to poor starting.

Do not depress stop button for morethan 10 seconds as this will lead tooverheating and failure of the solenoid.

NOTES FOR ALL PANEL TYPES:

Do not depress the stop button formore than ten seconds as this willlead to overheating and failure of thesolenoid.

The Mini range of engines areequipped with a mechanical stop leverin the event of electrical system failure.This lever is located on the starboardside of the engine above the speedcontrol lever. See illustration below:

Stop leverStop lever

Speed leverSpeed lever

NORMAL STARTING (ALL BETAPANELS WITH SILVER KEYSWITCH)

With the engine out of gear, set speedcontrol lever to 1/3 throttle. Turn keyanti-clockwise to HEAT* (A) positionand hold for ten seconds, turn keyclockwise to RUN (C) position. At thisstage the instrument panel shouldilluminate, an alarm buzzer will soundand two (or three*) red warning lightswill illuminate:

STARTER BATTERY CHARGE

DOMESTIC BATTERY CHARGE* (Din battery symbol - AB & C PANELSONLY)

*(Note: this will only illuminate if 2ndalternator is fitted)

OIL PRESSURE and green POWERON / RUN LIGHT (this will stay on)

Turn to START(D) position andengine willmotor, hold inposition untilengine fires (seeinitial start-upsection for maximum time starter canbe used).

Release key (when engine has started)to RUN position. Ensure alarm buzzeris not sounding and that warninglights are extinguished. If one or bothof the alternator warning lights are stillon, then increase engine speed toexcite the alternator - then return toidle. The battery charge lights shouldthen go out. The run light will remainon (green LED).

Note: for panels without keyswitchessee seperate instruction sheet (page 24).

RUNC

STARTD

OFFB

HEATA

7

SECTION 2MAINTENANCE SCHEDULE

DAILY OR EVERY 8 HOURSRUNNING

• Check engine oil level.• Check gearbox oil level.• Check coolant level.• Check battery fluid.• Check drive belt tension• Ensure raw water inlet strainer is

clear.• Check stern gland lubrication.• Drain off any water in fuel water

separator.

AFTER THE FIRST 25 HOURSRUNNING

• Change gearbox lubricant (Seeseparate gearbox manual).

• Check that all external nuts, boltsand fastenings are tight. See tablefor torque values. Special attentionshould be paid to the flexiblemount lock nuts, these should bechecked for tightness, startingwith lower nut first in each case.If the lower nuts are found to bevery loose, then the alignment ofthe shaft to the gearbox halfcoupling should be re-checked.Poor alignment due to looseflexible mount nuts will causeexcessive vibration and knocking.

• Check the belt tension on anysecond alternators fitted andadjust –see page 11

• Check ball joint nyloc nuts fortightness on both gearbox andspeed control levers. Grease bothfittings all over.

AFTER FIRST 50 HOURS

• Change engine lubricating oil.

• Change oil filter.

• Check for leaks on header tanktubestack. Tighten end cap bolt ifrequired.

• Drain off any water in fuel/waterseparator.

EVERY 150 HOURS

• If shallow sump (option) is fitted,change engine lubricating oil andfilter.

EVERY YEAR -OR EVERY 250HOURS IF SOONER

• Change engine lubricating oil(standard sump)

• Change lubricating oil filter • Check air cleaner element• Check sea water pump impeller

and change if worn.• Check wasting anode condition,

replace when necessary. In someenvironments this may be 6montly or less.

• Remove heat exchanger tubestack, by undoing the bolt eachend of the tube stack. Removeend cover, pull out tube stack andclean. Replace rubber ‘O’ ringsand re-assemble. Immediatelyengine is started check for leaks.

• Spray the key switch with WD40or equivalent to lubricate thebarrel.

• Check that all external nuts, boltsand fastenings are tight. See tablefor torque values.

• Check ball joint nyloc nuts fortightness on both gearbox andspeed control levers. Grease bothfittings all over.

EVERY 750 HOURS

• As every 250 hours plus thefollowing:-

• Change air cleaner element.• Change fuel filter.• Change antifreeze.• Change gearbox oil.• Check electrical equipment,

condition of hoses and belts,replace as necessary.

8

Engine oil: Engine oil should be MIL-L-2104C or have properties of APIclassification CC/CD/CE grades. Thefollowing table gives grades of oilrequired for various ambienttemperatures.

Note: A good quality 15W/40mineral or multigrade oil as used inmost diesel car engines will meetthese requirements. Do not use‘Turbo Diesel Oil’ or additives.

CHECKING ENGINE OILLEVEL

For quantities of oil required seesection marked ‘TechnicalSpecification’, Page 4When checking the engine oil level,do so before starting, or more thanfive minutes after stopping.

1. To check the oil level, draw outthe dipstick, wipe it clean, re-insert it, and draw it out again.Check to see that the oil level liesbetween the two notches.

2. If the level is too low, add new oilto the specified level - Do notoverfill,

IMPORTANT

When using an oil of different makeor viscosity from the previous one,drain old oil. Never mix two differenttypes of oil. Engine oil should bechanged after first 50 hours runningtime and then every year or every250 hours if sooner. Oil filter is acartridge type mounted on the portside of the engine.

(1) Run the engine for 10 minutes towarm up the oil.

(2) Your engine is provided with asump drain pump (option onBeta Ten, see note below).Unscrew the end cap on theend of the pump (if fitted),turn the tap to ‘on’. Use thehand pump as shown topump out the oil into abucket. Turn the tap to offposition and replace endcap. See diagram 2c.

(3) Unscrew the oil filter andreplace with a new one. Seediagram 2d.

Note: It is best to have aplastic bag wrapped roundthe filter to catch any oil leftin the system. (Always keepyour bilges clean!) Beforescrewing in the new filterspread a thin film of oilround the rubber gasket toensure a good seal andscrew in – hand tight.

Note: On the Beta Ten not fitted witha sump drain pump the engine oilmust be drained off by unscrewingthe sump drain plug (see diagram100-00030 at rear of book). This is

best done with the oil filler capremoved. Replace the plug andtighten firmly.

(4) Fill the engine with new oil asdescribed above.

LUBRICATION

AMBIENT TEMP SINGLE GRADE MULTI GRADE

-30°C TO 00°°CC SAE 10W S AE 10W/30

-15°C TO +15°C SAE 20W SAE 15W/40

0°C TO +30°C SAE 30 SAE 15W/40

25°C AND ABOVE SAE 30 SAE 15W/40

CHANGING ENGINE OIL

Fig. 2b. Dip stick

Fig. 2a

Oil goes in here Sump pump

Tap

Oil filter

End CapFig. 2c

Fig. 2d

9

Gearbox Lubricant Capacity (approx)

TMC40 Use ATF Oil 0.2 litres

PRM 80/ 120 Use Engine Oil 15W40 0.6 / 0.8 litres

ZF5M / ZF10M Use ATF Oil 0.3 / 0.35 litres

TTMC 35A-2 Use Engine Oil SAE 30 (HD) 0.65 litres

Note: ATF is Automatic Transmission Fluid

Fig 2e

Dipstick

Oil drainplug

Oilfillerplug

CHECKING GEARBOX OIL LEVEL

(1) The gearbox is fitted with adipstick and oil filler plug, see fig2e.

(2) Each engine is supplied with agearbox operators manual whichspecifies the type of lubricatingoil to be used, the capacity andfrequency of changing of the oil.

(3) New engines are normallysupplied with the gearbox topped up with lubricant butCheck the level before starting the engine for the firsttime.

(4) The oil can be changed via thedrain plug at the bottom of the

box or sucked out with a handpump via the filler plug.

(5) A guide to the type of oil to beused is as follows:

IMPORTANT

• Always fit a fuel/water separatorin the fuel supply system. Waterin the fuel can seriously damagethe injection system.

• If a fuel supply shutoff valve isfitted do not use a taper tap, onlyuse a ball valve tap. The ballvalve type are more reliable andless likely to let air into the fuelsystem.

• Be sure to use a strainer whenfilling the fuel tank. Dirt or sandin the fuel may cause trouble inthe fuel injection pump.

• Always use diesel fuel.

• Do not use kerosene which isvery low in cetane rating, andadversely affects the engine.

• Be careful not to let the fuel tankbecome empty, or air can enterthe fuel system, necessitatingbleeding before next engine start.

• The fuel lift pump will only liftfuel through 0.25 metres. If thisis insufficient then an electric fuellift pump must be fitted.

FUEL FILTER REPLACEMENT

1. The fuel filter is a spin on type.Remove by turning anti-clockwisewhen viewed from below.

2. Replace the fuel filter cartridgeevery 750 hours. See fig. 2g.

3. Apply fuel oil thinly over thegasket and tighten into position -hand tight.

4. Bleed as detailed - see initial start up.5. Check for leaks.6. Do not get fuel on the flexible

mounts.

FUEL SYSTEM (see page 29 for a typical installation)

Fuel filter

Filter bleed screw

Fig. 2g

10

Keel Cooled -Note efficient cooling tanks are sidemounted, see page 31

COOLING

The Mini Series range of engines arenormally fresh water cooled. Thiswater circulates through the engineand on to a heat exchanger where itis cooled by sea water which ispumped through the cooling tubes.The sea water is then injected intothe exhaust system (see diagram‘heat exchanger cooled’ below).

KEEL COOLING is an option. In thissystem the freshwater is pumpedthrough the engine and then througha cooler built into the side of the boatwhere it is cooled by heat transferbefore returning to the engine .

The ideal keel cooling tank shouldhave:

a. Baffle continuously welded toouter skin and close fitting oninner skin

b. Be thin in section to allow goodmixing of the water over the coolouter surface.

c. Air bleed valves should be fittedon both ends. (See page 30).

FILLING THE FRESHWATER SYSTEM

New engines are supplied with thefreshwater drained off. The followinginstructions must be followed to fillthe system.

(a) Mix up in a clean bucket a 30 to50% antifreeze to freshwatersolution. For the volume requiredsee technical specification page 4.

(b) Check that the drain tap or plugis turned off. (see fig 2l) (NoteBZ482 and B10 engines withsump drain pump are fitted witha plug).

(c) Fill engine with freshwater/antifreeze solution through the top ofthe heat exchanger or headertank with the filler cap removed.(see fig 2m).

(d) Fill header tank to the top of thefiller neck and replace cap. Press

down firmly on filler cap andhand tighten in a clockwisedirection.

Note: For keel cooled engines amuch larger quantity offreshwater/anti-freeze solution isrequired depending on the size of thekeel cooling tank – refer to thebuilder.

(e) Run the engine for 5 minutes onno load (out of gear) and checkcoolant level. Top up asnecessary.

(f) Check system for leaks.

Note: For keel cooled engines itis very important to bleed all theair out of the system before theengine is run on load (check withbuilder’s instructions).

(g) If a calorifier is fitted care mustbe taken to see that this is alsofull of coolant and all the air isexpelled. (See calorifier fittingnotes under Section 3).

(h) Run the engine on one third loadfor 15 minutes, preferably withthe boat tied up. As the systemwarms up coolant may beexpelled from the overflow pipeinto the bilge. Stop the engineand allow the engine to cooldown before removing thepressure cap and top up thecoolant to 1” below the fillerneck.

Heat Exchanger Cooled

11

Fig. 2m

YACHTS AND LAUNCHESWITH HEAT EXCHANGERCOOLING

It is essential that a 33% to 50%anti-freeze/water mixture is used.This not only stops freezing up inwinter, but it prevents overheatingand corrosion.

The warranty is invalid unless thecorrect ratio is used.

CANAL BOATS WITH KEELCOOLER A 33% anti-freeze to water mixture isrecommended to give protectionagainst very cold winter temperature ofminus 15°C. This anti-freeze will alsogive the engine internal protectionagainst corrosion. For keel cooledengines the total system capacity mustbe taken into consideration, ie enginevolume plus skin tank/keel coolervolume.

Concentration of ethylene should notexceed 50%.

The anti-freeze in the fresh watersystem enables the boiling point ofwater to rise to 124°C with a 13 psipressure cap fitted. The watertemperature alarm switch will howeverbe activated at 95° to 100°C. If noanti-freeze or a very weak solution isused, then the water temperatureswitch may not be activated beforecoolant is lost.

IMPORTANT

Removal of the pressure cap whenthe engine is hot can cause severeinjury from scalding hot water underpressure. Always allow the engine tocool and then use a large cloth whenturning the cap anti-clockwise to thestop. This allows the pressure to bereleased. Press firmly down on thecap and continue to turnanticlockwise to release the cap.

(i) Repeat (h) ifcoolant level is more than 1 inchbelow the base of the filler neckwhen the engine has cooleddown.

(j) Run engine on 2/3 full load for20 minutes, check for leaks andrepeat (i).

(k) Anti-freeze solutions should bedrained off every 2 years andreplaced with a new solution.

Note: When draining fresh watersystem, ensure the engine has cooledsufficiently to prevent scalding fromhot pressurised water. Prior todraining a cold engine, remove thefiller cap from the header tank andthen open the water drain tap. Thisallows the water to drain freely fromthe system.

Fig. 2l

Fig. 2k

12

SEA WATER PUMP AND COOLING SYSTEM - (Heat exchanger-cooled engines)

CAUTION

Before working on the sea watersystem ensure that the sea cock isin the off position.

(1) It is very important that thecorrect sea water flow ismaintained to cool the closedcircuit system of the engine. Thekey component in this system isthe sea water pump impeller.This should be checked everyyear by removing the circularplate (see fig. 2h)

(2) Withdraw the rubber impellerfrom its drive shaft as shown.See diagram 2i.

(3) Check impeller for cracks in therubber, excessive wear or lostvanes. Replace with a newimpeller as necessary.

Note: If any pieces of rubberimpeller are missing then they mustbe found as they are most likely to betrapped in the entrance to the heatexchanger cooling stack. See‘Cleaning Tube Stack’.

Fig. 2h

CLEANING THE HEAT EXCHANGER TUBE STACK AND REPLACING WASTING ZINC ANODE

(1) The wasting zinc anode shouldbe checked every six months andreplaced every year or asnecessary. The anode is attachedto the bolt inserted in the aft endcap of the heat exchanger. Seefig. 2j.

(2) Unscrew the bolt and replace thecomplete unit with a new one.

(3) Check for leaks.

(4) It is possible for fine sea weedand other debris to get past theinlet filter and into the tube stack.This should be removed andcleaned. See fig. 2k.

(5) Drain off coolant into a bucket.

(6) Unscrew the 2 end cap retainingbolts (one each end of the tubestack). Remove the ‘O’ rings andpull out tube stack. Clean tubestack and end caps.

(7) Re-assemble using new ‘O’ rings.Do not overtighten end cap boltsand make sure the tube stack isthe right way round.

(8) Re-fill engine with water/anti-freeze solution and run engine upto temperature to check for leaks.

Fig. 2jZincAnode

Fig. 2i

13

AIR INTAKE FILTERThese engines are fitted with an air intake filter which should be checked every season and changed every 2 years orsooner if badly clogged.

1 32

WARNING

Belt tension must only be checkedwith the engine switched off.

(1) The Mini Series range of enginesare normally fitted with a singlebelt to drive the 40 amp batterycharging alternator and the freshwater circulating pump.

(2) The belt tension is adjusted byswinging the alternator outboardas it pivots on its power supportbolt.

(3) With the engine stopped, loosenthe support bolts and the linkadjusting bolt.

(4) Push alternator outboard totension and tighten link bolt.

Check that the depression of thebelt at position shown isapproximately 1/2” or 12 mmwhen pushed down firmly bythumb. Tighten support bolts.

(5) Belt tension should be regularlychecked especially during the first20 hours of running in a newbelt, as stretching occurs.

Support bolt

Link adjust bolt

The same method, as outlined aboveapplies, but final tensioning must beby hand only. Over tensioning willcause premature failure ofcomponents

BELT TENSION

40 AMP ALTERNATOR

65 AMP ALTERNATOR (OPTION)

MAINTENANCE - ELECTRICAL

14

WARNING

Under NO circumstances should thebattery be disconnected or switchedoff when the engine is running. Thiswill seriously damage the alternator

PANELS AND WIRING

See installation notes, page 32.

GENERAL MAINTENANCE

(1) The panel must be protectedfrom rain and sea water, seeinstallation. Sea water enteringthe key switch will eventuallycause corrosion and could resultin the starter motor beingpermanently energised andburning out. Spray key switchevery month with WD 40 orequivalent.

(2) Check batteries for acid level and

top up if required. For lowmaintenance and ‘gel’ batteriessee manufacturers instructions.

(3) Loose spade terminalconnections are the mostcommon cause for electricalfaults - check on a regular bases(see maintenance instructions).

WINTERISING AND LAYING UP

HEAT EXCHANGER COOLEDENGINES LEFT AFLOAT ANDASHORE

(a) The engine oil and oil filtershould be changed at the end ofthe season rather than in thespring. See section 2.

(b) The closed circuit system shouldcontain a 50/50 solution of anti-freeze (this also applies to warmand tropical climates). Antifreezeshould be Ethylene Glycl basedconforming to BS6580:1992.

(c) For cold climates where the airor water temperatures can fallbelow 3°C, the sea water circuitmust be protected in addition tothe fresh water system. This isbest achieved as follows:

(i) Close the inlet seacock to theengine (engine stopped).

(ii) Disconnect the sea waterinlet pipe and dip it into a smallbucket containing 50/50 anti-freeze solution.

(iii) Start the engine (out of gear)and run for 5 to 10 seconds untilthe anti-freeze is used up andcan be seen coming out of theexhaust outlet.

(iv) Shut engine off andreconnect the inlet pipe to theseacock.

The sea water or raw watercircuit is now protected by anti-freeze.

(d) Ensure instrument panel is wellprotected and give the key switcha spray of WD 40 or equivalent.

(e) With the engine stopped,disconnect the battery (alwaysdisconnect the negative cable firstand re-connect the negativecable last) and take it ashore fortrickle charging and top up asnecessary. If AC power isavailable then this can be doneon the boat.

(f) Fuel tanks should be kept fullduring the lay up period toeliminate water condensation inthe tank. Water entering the fuelinjection system can causeconsiderable damage.

LAYING UP ASHORE

LAYING UP CANAL BOATS WITH KEEL COOLING

Follow items a, b, d, e and f. Item(c) does not apply. Special caremust be taken to ensure that thewhole cooling system has a 30%anti-freeze solution and this includesthe calorifier circuit.

If the system has been topped up orrefilled then run the engine for 10 to15 minutes on load (if possible) toget the solution circulated throughoutthe cooler and calorifier.

(a) Change the engine oil before theboat is taken out of the water.

Warm engine oil is much easierto pump than cold!

(b) to (f) should be followed asabove.

15

TROUBLE SHOOTINGBeta diesels are very reliable if installed and serviced correctly, but problems can occur and the following list gives themost common ones and their solution.

PROBLEM ENGINE DOES NOT START BUT STARTER MOTOR TURNS OVER OK

Possible Cause

No fuel:

Air in fuel system:

Water in fuel:

Blocked fuel pipe:

Fuel filter clogged:

Fuel lift pump blocked:

Blocked injector:

Fuel return not fed back to the tank:

Heater plugs not working:

Stop solenoid stuck in off position.

Solution

Turn fuel cock on and fill tank.

Vent air (see initial start-up)

Change fuel filter and bleed system.

Clean out and bleed system.

Change filter and bleed system.

Remove and replace.

Remove and clean.

Re-route fuel return pipe.

Check wiring to the plugs, and replace plugs if they are burnt out.

Check solenoid is free to return to run position.

PROBLEM: STARTER MOTOR WILL NOT TURN OR TURNS OVER VERY SLOWLY

Possible Cause

Battery discharged:

Starter motor flooded with sea water:

Wiring disconnected or loose:

Water in cylinders:

Engine harness fuse blown:

Solution

Charge battery or replace. Check alternator belt tension.

Remove and clean or replace.

Check circuit for loose connections.

Incorrect installation. This is serious - check engine oil for signs of water(creamy-coloured oil). Ring your dealer.

Replace fuse (located by starter motor or above flywheel housing) and check forwiring faults

FUSE

Note: For convenience, some engines are supplied with a sparefuse and holder attached onto the main engine fuse holder.

PROBLEM: WHITE OR BLUE EXHAUST GAS

PROBLEM: BLACK EXHAUST GAS

Solution

Inspect and replace

Check that the engine will reach full rpm in neutral; if it does get the propeller checked / re-pitched if necessary.

Inspect and clean if required

Possible Cause

Blocked air filter element

Over pitched propeller - engine willnot reach its full rpm:

Accumulated debris on hull

16

Possible Cause

Engine oil level too high:

Blocked injector:

Piston ring and bore worn, giving alow compression:

Check that the breather pipe is clearand not obstructed:

Solution

Reduce the level.

Service injectors.

Get compression checked by your dealer or Kubota service agent. He willadvise action to be taken.

Remove and clean out.

PROBLEM: ERRATIC RUNNING

Possible Cause

Air in fuel supply:

Fuel lift pump faulty:

Clogged fuel filter:

Fuel return not fed back to the fueltank, or blocked pipe:

Air filter blocked:

Worn or blocked injector:

Engine rpm in gear is too low, thismust be 850 min:

Faulty stop solenoid:

Broken fuel injection pump spring:

Solution

Check supply system for leaks and fix.

Replace.

Replace.

Re-route pipe or clean.

Replace.

Service injectors.

Increase engine tick over speed.

Disconnect wiring to solenoid. If running improves check for a wiring fault.

Replace.

PROBLEM: LOW POWER OUTPUT

Possible Cause

Propeller is too big:

Check gearbox reduction ratio relativeto propeller size:

Solution

Change or depitch.

Change.

17

PROBLEM: LOW POWER OUTPUT

Possible Cause

Blocked fuel filter:

Blocked air filter:

Air in fuel system:

Governor spring incorrectly mounted:

Single lever control not operatingcorrectly:

The electrical load is too large on startup.

Solution

Replace.

Replace.

Check system.

Dealer to adjust.

Disconnect speed control cable and move the lever by hand. Adjust cable.

Disconnect or reduce the load.

PROBLEM: HIGH OIL CONSUMPTION

Oil leaks:

Piston rings worn:

Valve stem and guide worn:

Piston rings gap facing the samedirection:

Check for leaks.

Overhaul required.

Overhaul required.

Shift ring gap position.

Possible Cause Solution

Core plug pushed out due to frozenblock:

Water pump seal damaged

Service Agent to check and replace.

Service Agent to check and replace.


PROBLEM: WATER IN LUBRICATING OIL - (Heat exchanger cooled)

Oil goes “milky” due to sea waterentering exhaust manifold and theninto the sump:

Check installation - has anti-siphon valve been fitted? Change engine oil and runengine for 10 minutes each time to eliminate any water. Get fuel injection pumpand compression checked by Service Agent.


PROBLEM: WATER IN LUBRICATING OIL - (Keel cooled)

Oil goes “milky” due to water enteringexhaust manifold and then into thesump:

Check installation – has dry exhaust system been fitted correctly, ensuring rainwater cannot enter the exhaust port and run back? (See DRY EXHAUST SYSTEM)Change engine oil and run engine for 10 minutes each time to eliminate anywater. Get fuel injection pump checked by Service Agent.


PROBLEM: WATER IN LUBRICATING OIL - (General)

18

PROBLEM: LOW OIL PRESSURE WARNING LIGHT comes on when engine speed reduced to tick over:

Faulty switch sender:

Engine running too hot:

Oil relief valve stuck partially openwith dirt:

Blocked oil filter:

Wiring fault:

Insufficient oil:

Replace.

Check cooling water flow (see section 2 Cooling).

Remove and clean.

Change.

Check circuit.

Top up and check for leaks.


PROBLEM: ENGINE OVERHEATS

Check coolant level:

Insufficient sea water flow:

Damaged or worn pump impeller:

Blocked tube stack in heatexchanger:

Zinc anode flakes blocking tube stack:

Pressure cap loose:

Switch sender faulty:

Inlet sea cock is too small:

High exhaust back pressure:

Air locks in cooling pipe work to keelcooler:

Keel cooler of insufficient size:


No W connection to alternator.

Wiring fault:

Check power output from ‘W’ connection. Should be about 9V AC.

Check circuit.


PROBLEM: PANEL REV COUNTER NOT WORKING (WHEN FITTED

Top up.

Clear blocked intake or filter.

Replace.

Remove tube stack and clean - replace ‘O’ rings.

Remove and clean tube stack as above.

Replace.

Replace.

Replace (see heat exchanger cooled seawater inlet system in section 3).

Must not exceed 3.1” of Hg.

Vent the system and top up coolant.

Contact boat builder.

19

The most common cause ofoverheating is insufficient seawaterflow due to a blocked intake (weedor a plastic bag!). If this happensthen clear the blockage. If theproblem is not cured then check thesystem for sea water flow whichshould be 6.5 litres / minuteminimum at 1,000 rpm as follows:

(a) With the boat tied up and out ofgear run the engine up to 1000 rpm.*Hold a plastic bucket over the

exhaust outlet for 10 seconds andmeasure the amount of watercollected. Multiply this value by 6 togive the flow in litres/min. Repeattwice and take an average. If the flowrate is noticably less than the 6.5litre per minute minimum, then:

(b) Check impeller in sea waterpump - if worn replace.

(c) If impeller has a vane missingthen this will be lodged either in the

pipe to the heat exchanger or in theend of the exchanger. This must beremoved.

(d) Check flow again as in (a).

*Note: This operation must only bedone in safe conditions, in port andwith two assistants.

Working from a rubber dinghy isbest. The person holding the bucketshould take precautions againstbreathing in the exhaust gasses.

PROBLEM: KNOCKING NOISE

Propshaft touching gearbox outputcoupling through split boss or Type16 coupling:

Flexible mount stud touching enginebed:

Drive plate broken:

Engine touching engine bed:

Adjust, giving correct clearance (10mm) between gearbox and propeller shaft.

Adjust stud to clear.

Replace / repair.

Re-align engine / modify bed.


PROBLEM: BATTERY QUICKLY DISCHARGES

High load and insufficient running:

Low electrolyte level:

Fan belt slipping - black dust inengine compartment: Enginecompartment temperature too high.

Alternator defective:

Battery defective:

Poor wiring connection:

Reduce load or increase charging time. Large domestic battery banks subjectto high electrical loads will take a considerable time to recharge from a singlealternator.

Top up.

Adjust tension / replace belt with a high temperature and/or improve enginebox ventilation.

Check with Agent.

Replace.

Check wiring system.


GENERAL -HEAT EXCHANGE ONLY:

20

PROBLEM: MORSE CONTROL CABLE WILL NOT FIT

Fitting incorrectly Cables are being fitted the wrong way around, switch over and fit the opposite way.


PROBLEM: VIBRATION

Poor alignment to shaft:

Flexible mounts not adjustedcorrectly to take even weight:

Flexible mount rubber perished:

Loose securing nut on flexiblemount:

Insufficient clearance between thepropeller tip and the bottom of theboat:

Loose zinc anode on the shaft:

Worn cutless bearing or shaft:

Weak engine support/bearers:

The alignment must be accurate even if a flexible coupling is used (see section3 ALIGNMENT).

Check relative compression of each mount.

Replace. (Diesel or oil will eventually perish most rubbers.)

Check alignment and then tighten the nuts.

There must be at least 10% tip clearance between propeller and bottom of theboat (ie 10% of the propeller diameter as clearance). Refer to boatbuilder.

Tighten or replace.

Replace.

Check for cracked or broken feet.


PROBLEM: TRANSMISSION NOISE

Check gearbox oil level:

“Singing” propeller:

Drive plate rattle at tickover:

Worn drive plate:

Propellor shaft hitting the gearboxhalf coupling

Top up.

Check with supplier.

Check engine rpm (must be 850 rpm minimum in gear).

Change.

Move shaft back to give at least 5mm clearance (type 12/16 couplings only)


The following chart is compiled to aiddiagnosis of electrical faults, based onthe Beta 10-90hp range of engines. Ifyour engine was built before July2005, contact Beta Marine for therelevant electrical trouble shootingguide.

Standard sea specification engines(heat exchanger cooled) are suppliedwith a single alternator, mounted portside, supplying power to starter batteryand control panel.

Standard canal specification engines(keel cooled) are supplied with twinalternators:

• 1st alternator, mounted port side,supplying power to starter batteryand control panel

• 2nd alternator, the standardmounting position for this is abovethe engine on the starboard side(or below 1st alternator on 75 &90hp), supplying power to thedomestic battery system.

Both of these alternators workindependently, if the domestic batterysystem is disconnected, the enginewill still run correctly but:

• Domestic charge warning lampwill not function

• Warning buzzer will remain on atall times

Standard control panels are suppliedwith four or five lamps:

Four lamp panels:A, ABV, ABVW, B these panels utilisebulbs inside sealed lamp holders

Five lamp panels:AB and C, these panels also utilisebulbs inside sealed lamp holders,having an additional lamp fordomestic battery charge

With keyswitch* in run position &engine off:

• Red lamp for no starter batterycharge should function

• Red lamp for no domestic batterycharge should function (Note: thiswill only function if a secondalternator is fitted to the engineand connected to a chargedbattery)

• Red lamp for high enginetemperature should not function(when engine is cold / cool /warm). This lamp will only everfunction if the engine is overtemperature.

• Red lamp for low oil pressureshould function

• Green lamp for panel power onshould function

• Buzzer should sound

* For operation of engines controlledwith keyless panels refer to ‘correctoperation of keyless panels’ later inthis section

When the engine is started, all the redwarning lamps should switch offleaving just the green power onindication lamp illuminated. The oilpressure lamp may take a fewseconds to switch off and the chargefail lamp may remain on until enginerpm is increased to approximately1,000rpm if the engine was started attickover).

Before investigating any specificelectrical problem, always check:

• Connection between panelharness and panel loom. It mustbe clean, dry and secured with acable tie.

• Check the start battery isconnected to the correct terminalon the starter motor.

• Check the domestic battery isswitched on and connected to thecorrect terminals for the 2ndalternator.

• Battery connections, inspectingcondition of cables from battery toengine. If in doubt measure thevoltage at the engine.

• If alternator charge problem,measure battery voltage withengine off and again with enginerunning, if there is an increasealternator is functioning correctly, ifnot refer to check list.

Note: The two way plug on panelloom will only have a correspondingsocket to connect into from the engineif a 2nd alternator is fitted whichrequires this connection. Engines withonly one alternator do not utilise thisconnection.

21

ELECTRICAL FAULT FINDING & TROUBLE SHOOTING –ENGINES BUILT AFTER JULY 2005 ONLY

Typical start battery negative

Typical start battery positive

All Beta panels have the following warning lamps: (A, AB, ABV, ABVW, B and C Deluxe)

Starter battery charge warning lamp Red

• High engine temperature warning lamp Red

• Low engine oil pressure warning lamp Red

All panels also have:

• Panel power on (this is not a warning lamp) Green

In addition to above the domestic AB, C Deluxe panels also have a:

• Domestic battery charge warning lamp Red

22

PROBLEM POSSIBLE CAUSE & SOLUTION

No warning lamps or buzzer functioning, engine will not start or stop

• Battery isolation switch in off position –switch on• Starter battery discharged – charge• Engine fuse blown –check fuse (above starter motor or flywheel housing) & replace

if necessary. • Check for wiring faults.

Non function of warning lamp

THE WATER TEMPERATURE LAMPWILL NOT FUNCTION UNLESS ENGINEIS OVERHEATING OR THERE IS AWIRING FAULT

• Disconnect switch wire to non-functioning lamp: green/blue –water temperature,white/brown –oil pressure, brown/yellow –alternator charge. Reconnect wiretemporarily to another warning lamp that is functioning; if wire switches lamp onreplace faulty lamp.

• Disconnect positive feed to non-functioning lamp. Reconnect temporarily with wirefrom another warning lamp that is functioning, if wire switches lamp on rewire withnew connection.

• If none of the above, check continuity of connections from panel to engine.

Water temperature warning Lamp on whenengine is not over temperature

(Not B or C deluxe panel see table onfollowing page)

If engine is cold:

• Faulty wiring, check connection & continuity (small green / blue) from switch topanel lamp. Ensure this connection is not shorting to earth (ground).

• Faulty temperature switch –if lamp switches off on removal of connection to switchunit, replace.

If engine is warm:

• Switch wire connected to large sender terminal of switch / sender unit. Removeand refit to smaller (switch) terminal

Buzzer not functioning

THE BUZZER WILL NOT SOUND FORGREEN POWER ON LAMP

• - If lamp is functioning but buzzer not sounding, check connection & continuity fromilluminated warning lamp (red not green) to buzzer board.

• - Faulty warning panel buzzer board –replace.

Starter battery charge lamp not functioning

• If tacho not functioning:• Alternator not connected properly, check continuity of small brown wire from rear of

alternator to ‘AC’ position on keyswitch.• alternator connected properly, faulty alternator –replace• If tacho functioning correctly:• Check continuity of small brown/yellow wire from rear of alternator to no charge

warning lamp on rear of panel.• If alternator connected properly, faulty panel warning lamp –replace

Tacho not functioning

• -Check connections on rear of tacho, especially black/blue wire, terminal ‘4’• -Check connection of black/blue wire on rear of 1st alternator (W connection,

usually a bullet on flying lead, or lowest connection on alternators with 3 pincoupler)

• -Check continuity of black/blue wire from alternator to tacho• -Measure voltage from alternator W connection to earth (ground), should be

approx. 7.5 – 9.0 volts AC

Domestic charge lamp not functioning,buzzer remains on with engine running

• Domestic battery not connected• Domestic battery not connected correctly:B+ to domestic isolation block on starboard rail (port on 75 & 95hp)B- to engine earth (ground)• Domestic battery flat• Panel relay faulty / incorrectly wired:Check voltage at relay terminal 86, white wire is positive feed for warning lamp fromAC position of keyswitch.

Domestic charge lamp not functioning,buzzer switching off with engine runningTHIS LAMP WILL NOT FUNCTION IF A SINGLEALTERNATOR IS FITTED TO THE ENGINE

• No second alternator fitted to engine, domestic lamp not used• D+ (charge indication) lamp connection at rear of alternator not connected• Two way plug & socket disconnected between engine harness & panel loom

ELECTRICAL FAULT FINDING –LED PANELS

23

PROBLEM POSSIBLE CAUSE & SOLUTION

Oil pressure warning lamp not functioning, oilpressure gauge showing maximum deflection.Engine off and keyswitch in run position

• Faulty wiring –check wire connection & continuity (small white/brown) from senderto panel lamp. Ensure this connection is not shorting to earth (ground).

Oil pressure gauge showing no movement -even when engine is started. Warning lampfunctioning correctly

• Faulty wiring –check oil pressure sender wire (small white / brown) is connected.

Oil pressure showing no movement, Warninglamp not functioning correctly

• Check connection to oil pressure gauge, if plug is not connected to socket on rear ofgauge reconnect.

• If all connections are correctly made, possible faulty sender unit –check resistance toearth (ground) approx. 50W. Replace if no reading or short-circuited.

• If adjusted correctly & buzzer still sounding, possible faulty switch gauge unit – replace.

Oil pressure showing normal operatingpressure (0.75–5 bar). Buzzer sounding &lamp illuminated.

Engine warm:

• Incorrectly calibrated switching point for warning lamp, adjust on rear of gauge to0.5 bar (minimum adjustment on gauge).

• If adjusted correctly & buzzer still sounding, faulty switch gauge unit – replace.

Water temperature gauge showing 120°C / 250°F

THIS ALSO APPLIES TO THE B PANELWITH MURPHY GAUGE

Engine cold / cool:

• Faulty wiring, check water temperature sender wire is not shorting to earth• Faulty sender unit, –check resistance to earth, approx. 3.5kΩ (cold) – 0.5kΩ

(warm). Replace if notably less.

Water temperature gauge showing normaloperating temperature (85°C). Buzzersounding & lamp illuminated.

THIS ALSO APPLIES TO THE B PANELWITH MURPHY GAUGE

Engine warm:

• Incorrectly calibrated switching point for warning lamp, adjust on rear of gauge to100°C.

• If adjusted correctly & buzzer still sounding, faulty switch gauge unit – replace.

Water temperature gauge showing nomovement, LED not illuminated, enginewarm.

• Check connection to sender, if disconnected gauge will not function.• Check connection to temperature gauge, if plug is not connected to socket on rear

of gauge reconnect. • If all connections are correctly made, faulty sender unit –check resistance to earth,

approx. 3.5kΩ (cold) – 0.5kΩ (warm). Replace if no reading.

ELECTRICAL FAULT FINDING – C DELUXE & WATER TEMPERATURE FUNCTION ON B PANELSIn addition to the fault finding detailed on the previous table, the following is specific for the C Deluxe type deluxe panel (Alsoapplicable for the B panel with Murphy water temperature gauge)

24

ELECTRICAL FAULT FINDING –NON BETA PANELS

Engines can be supplied wired up tosuit VDO switch senders, usuallyfitted to a non-Beta control panel.

If so refer to our wiring diagram 200-60971/01 (also part number forreplacement harness)

• Loom is configured differently inthe 11-way plug toaccommodate the extra wiring.

• Small brown wire (battery sensedalternator feed) fitted with bulletconnection beside harness plug.

• Oil pressure & water temperatureswitch / senders fitted to engine,requiring individual connectionsfor driving gauges & warninglamps.

Note: Water temperature switch / sender (Part number 200-01133)

• large spade is sender connection (green / blue)

• small spade is switch connection (blue / yellow)

Oil pressure switch / sender (Part number 200-62680)

• G Gauge wire (white / brown)

• M Earth (black)

• WK Warning lamp (green / yellow)

ELECTRICAL FAULT FINDING –EXTENSION HARNESSESSome installations require one of thepanel extensions 11 way connectorsto be removed to allow the cable tobe passed through bulkheads etc. Ifany panel problems are experiencedafter this may have been carried out,visually check all 11 wayconnections on engine harness to

panel extension (and panel extensionto panel on C deluxe) to ensure wirecolours to each terminal match up tothe correct colour in its correspondingterminal. Extra attention must begiven to black (ground) andblack/blue (tacho), also brown(switched positive to alternator) and

brown/yellow (charge fail) as theseconnections are harder to distinguishbetween in poorly lit areas. Whilstdoing this check integrity of eachconnection to ensure terminals havenot become damaged. Oncechecked, re-fit cable tie around eachconnection to keep them secure.

ELECTRICAL – CORRECT OPERATION OF KEYLESS PANELS

These panels control the engine withthree water resistant push buttonsinstead of a keyswitch, which are lessprone to damage and corrosion fromsea water spray than a keyswitch.To operate the engine:1. Press and hold ‘HEAT’ button for

ten seconds maximum• Red lamp for no starter battery

charge should function• Red lamp for high engine

temperature should not function(when engine is cold / cool /warm). This lamp will only everfunction if the engine is overtemperature.

• Red lamp for low oil pressureshould function

• Green lamp for panel power onshould function

• Buzzer should sound2. Press ‘START’ button and hold in

position until engine fires (seeinitial start-up section formaximum time starter can beoperated). Release button (whenengine has started)

• All red warning lamps shouldextinguish and buzzer should stopsounding. The oil pressure lampmay take a few seconds to switchoff and the charge fail lamp mayremain on until engine rpm isincreased to approximately1,000rpm if the engine wasstarted at tickover.

• Green lamp for panel power onshould still function

3. To stop the engine press the‘STOP’ push button, hold in untilengine stops. This button alsoswitches the power off to thegauges, engine and power onlamp.

4. To re-start the engine, simplyrepeat steps from ‘1’ above, thereis not need to switch batteryisolators off whilst remaining onboard.

5. If leaving the boat, isolate startbattery from engine and panel, toprevent accidental start up ofengine.

25

BETA PART NUMBERS FOR REPLACEMENT ITEMS:

Description Part number

40 amp blade fuse (all panels) 200-00959

Alarm board –all panels from June 05 200-04655

Oil pressure switch 1/8”BSP (not C panels) 600-62670

Oil pressure sender (C panels only) 200-94350

Oil pressure switch gauge (C panels only) 200-96190

Temperature switch with single terminal (on some Beta 16 & Beta 25) 600-62820

Temperature switch / sender 1/8”BSP (not B or C panels) 200-01133

Temperature sender (B & C panels only) 200-94360

Water temperature switch gauge (B & C panels only) 200-96200

Voltmeter (C panels only) 200-96210

28Ra relay 12V 40A (fitted to rear of domestic panels) 200-87020

Keyswitch, silver bezel 600-00057

Panel stop button (all panels) –Also heat and start on ABVW 200-00072

Tacho, 0-4000rpm with digital hour counter (all panels but A) 200-02373

Standard engine harness Mini Series 200-98380/01

Standard engine harness S5 Series 200-60973/05

Standard engine harness S3 series 200-05267

Iskra 65 amp sub loom 200-01196

1m panel extension loom 200-04588/01




Domestic charge engine sub loom (top mounted alternators) 200-01197

Green power on indicator lamp & retaining clip 200-04656

Red warning indicator lamp & retaining clip 200-04657

Note: the above part numbers aresuitable for earth return installationsonly (where battery negative cable isconnected directly to engine ground).For insulated earth (where batterynegative cable is isolated from engineground) different harnesses,

alternators, switches for oil pressureand engine temperature will berequired. If your application is wiredas insulated earth return and theengine will not operate correctly,always check starter battery negativeis connected to the correct terminal on

the isolating solenoid. It should beconnected to the terminal which isalso used for all the small black wires,NOT the terminal with the singleblack wire connected directly toengine ground.

26

Spanner torque settingsTightening Torques for general use bolts and nuts

ITEM Size x Pitch kgf .m ft .lbs N.m

M6 (7T) : 6mm (0.24in) – 1.0~1.15 7.2~8.3 9.8~11.3

M8 (7T) : 8mm (0.31) – 2.4~2.8 17.4~20.3 23.5~27.5

M10 (7T) : 10mm (0.39in) _ 5.0~5.7 36.2~41.2 49.0~55.9

M12 (7T) : 12mm (0.47in) _ 7.9~9.2 57.1~66.5 77.5~90.5

Tightening Torques for special use bolts and nuts

Head Bolts M8 x 1.25 3.8 ~4.3 27.5~31.1 37.3~42.2

Bolts, Connecting Bolts M7 x 0.75 2.7~3.1 19.5~22.4 26.5~30.4

Bolts, Flywheel M10 x 1.25 5.5~6.0 39.8~43.4 53.9~58.8

Bolts 1, Bearing Case M6 x 1.0 1.3~1.6 9.4~11.6 12.7~15.7

Bolts 2, Bearing Case M7 x 1.0 2.7~3.1 19.5~22.4 26.5~30.4

Nozzle Holder Assembly M20 x 1.5 5.0~7.0 36.2~50.6 49.0~68.6

Caps Nuts, Head Cover M6 x 1.0 0.4~0.6 2.9~4.3 3.9~5.9

Glow Plugs M8~1.0 0.8~1.5 5.8~10.8 7.8~14.7

Oil Switch PT 1/8 1.5~2.0 10.8~14.5 14.7~19.6

Nuts, Rocker Arm Bracket M6 x 1.0 1.0~1.15 7.2~8.3 9.8~11.3

Bolts, Idle Gear Shaft M6 x 1.0 1.0~1.15 7.2~8.3 9.8~11.3

• All engines shall be placed withinan enclosure separated from livingquarters and installed so as tominimise the risk of fires or spreadof fires as well as hazards fromtoxic fumes, heat, noise orvibrations in the living quarters.

• Unless the engine is protected by acover or its own enclosure, exposedmoving or hot parts of the enginethat could cause personal injuryshall be effectively shielded.

• Engine parts and accessories thatrequire frequent inspection and / orservicing must be readilyaccessible.

• The insulating materials insideengine spaces shall be notcombustible.

27

Section 3INSTALLATION RECOMMENDATIONSThe installation details contained herewith are basic guidelines to assist installation, due to great diversity of marine craft it isimpossible to give definitive instructions. Therefore Beta Marine can accept no responsibility for any damage or injury incurredduring the installation of a Beta Marine Engine whilst following these guidelines.

To ensure vibration free operation, theengine must be installed on substantialbeds, extending as far forward and aftas possible and well braced to form anintegral part of the hull.

The engine must be installed as low aspossible on the flexible mount pillarstud. This will limit vibration andextend the life of the flexible mount. Ifnecessary, fit spacer blocks below themounts.

A flexible coupling should be fitted.Flexible couplings do not accommodatebad alignment. The mating faces of thegearbox and tailshaft must be checkedfor alignment, they must be paralleland concentric to within 0.005”(0.127mm).

ALIGNMENT Alignment must be checked forparallel (A) and concentric (B)misalignment using a set of feelergauges. To obtain accurate alignmentthe flexible mountings must beadjusted until alignment is attained,and the mountings must be locked inposition. Once mounts are tightened,alignment must be re-checked.Coupling can now be fitted inaccordance with instructions suppliedwith coupling.

WARNING1. Do not set the engine feet high up

the flexible mount pillar stud. Thiswill cause excessive enginemovement and vibration. Packunder the flexible mount with steelshims securely bolted into theengine bearer.

2. The pillar stud on the flexiblemount is secured into position bythe lower locknut, do not forget totighten this. Also ensure that thestud is not screwed too far throughthe mounting body so that it cantouch the bearer. This will causevibration and knocking noiseswhich are very hard to find!!

Flexible Mount

ENGINE MOUNTING

A

B

C

28

TYPICAL YACHT INSTALLATION

Anti syphon valveor T piece fitted here

300mmminimum

WaterlockSilencer

X

aNormal seawater level

Maximum sea water level when heeled(on the centre line of the boat)

Exhausts Beta 10 BZ482 / Beta 16 BD722 / Beta 25

Standard 50mm 50mm 50mm

Option 15/8” is available in SS 15/8” 15/8” 15/8”

High rise water injection bend SS 50mm 50mm 50mm

Cross over injection bend SS 50mm 50mm 50mmto suit Volvo replacement engines.

EXHAUSTS

Allow at least10% of propellerdiameter for tipclearance to hull

If a rope cutter is fitted, allow approximately 1/2”Û for movement of engine, seemanufacturer’s literature

WARNING:

(1) One of the most commonproblems with engine installation iswater entering the exhaust manifoldfrom the exhaust system bysyphoning. This can occur when thepoint of water injection (X) on theengine is close to or below the waterline. Water entering the pistons cancause bent con rods, emulsified

engine oil and a wrecked fuel pump!Its best avoided!

(2) The diagram shows a typicalinstallation. It is essential that thesmall black rubber hose connectingthe heat exchanger with the injectionbend is removed and replaced by ahose marked ‘a’. This must be ofsufficient length to

supply either a T piece or an antisyphon valve sited at least 300mm(12 inches) above the water line andon the centre line of the boat. Thepipe then returns to the injection bendand the sea water is pumped downthe exhaust pipe.

(3) The exhaust back pressure shouldnot exceed 3.1 inches of Hg.

(a) A correctly installed engine asdescribed in this handbook will meetthe exhaust emission requirements ofDirective 2003/44/EC amending theRecreational Craft Directive 94/25/EC.

(b) For compliance with exhaustemissions requirements, engines musthave correctly installed exhaustsystems. To ensure exhaust emissionsare kept within permissible limits it ismost important to reduce exhaustback pressure to a minimum, whilstensuring exhaust is adequatelymuffled. Back pressure increases asexhaust length increases and from

bends in the exhaust system. Theexhaust back pressure, measured withthe exhaust system connected and theengine running at full speed, must notexceed 80mmHg (3.1 inches Hg / 42inches WG). The correct measuringpoint is at the

position where the exhaust connectsto the exhaust manifold. That is beforethe water injection elbow or dryexhaust bellows.

Wet Exhaust hose should be matchedto the injection bend sizes detailedabove.

1

9

11

7

5

102

3

8 4

126

FUEL SUPPLY & LEAK OFF - A typical system is shown below

(1) Fuel tank

(2) Injection pump

(3) Injection nozzle

(4) Injection pipe

(5) Mechanical fuel feedpump with priming lever

(6) Fuel filter

(7) Fuel water separator

(8) Overflow/leak off

(9) Drain plug

(10) Air vent

(11) Stop cock

(12) Fuel pipe loop

29

Ensure exhaust raises then falls to outlet

The exhaust system installed in acanal boat or work boat with a dryexhaust should be 11/2” minimum ID.The engine is fitted with a 11/2” BSP maleconnector when a dry exhaust system isspecified. A flexible exhaust bellows anddry exhaust silencer should be used. It isup to the installer to work out his ownpipe run but care should be taken asfollows:

(1) Ensure that rain water cannotenter the exhaust port and runback down the system, floodingthe silencer and eventually theengine.

(2) The system should be lagged ifthere is any danger of the crewgetting near it.

(3) A dry exhaust system will give offconsiderable heat and suitableventilation must be provided.

(4) The exhaust back pressure shouldnot exceed 3.1 inches of Hg.

DRY EXHAUST SYSTEM

3 7

30

SEAWATER INLET SYSTEM (HEAT EXCHANGER COOLED ENGINES)

Notes:

1. The mechanical fuel lift pump isfitted to all engines as standard,but if a suction head of 0.25m isrequired then an electric fuel liftpump must be fitted (ask yourdealer or Beta Marine).

2. It is very important that theexcess fuel from the injectors isfed back to the fuel tank and notback to any point on the supply

line. This will help prevent airgetting into the system.

4. Any fuel leaks in the system arelikely to cause poor starting anderratic running and must becorrected immediately.

5. A fuel/water separator must beinstalled.

6. The fuel return (leak off) pipemust loop down to be level with

the bottom of the tank before itenters the top of the tank - see12. This prevents fuel ‘draindown’.

7. Fuel lines and hoses must besecured and separated orprotected from any source ofsignificant heat. The filling,storage, venting and fuel supplyarrangements and installationsmust be designed and installed soas to minimise the risk of fire andexplosion. Flexible fuel hosesconnecting the engine to fuel tanksupply and return lines must meetthe requirements set in standardISO 7840:1995/A1:2000 and asrequired by your surveyor /authority.

3. Fuel pipe sizes are: Supply (mm) Leak off (mm)

Beta 10 8 8

BZ482 / Beta 16 8 8

BD722 / Beta 25 8 8

Your engine is fitted with a geardriven sea water pump which sucksin seawater or raw water to cool theclosed circuit system via the heatexchanger.

1. It is very important that theseawater inlet should have astrainer system either built intothe sea cock or a high levelsystem with visual inspectionglass, as shown, mounted justabove the water line.

Water Level

2. The inlet sea cock and pipe workto the sea water pump should be22mm ID or 3/4” minimum.

3. Good access to the inlet seacockis essential so that plastic bags orsea weed trapped in the intakecan be poked out!

4. All pipe work should haveapproved marine grade stainlesssteel hose clips. Any looseclamps or bad connections can

cause flooding and sinking of thevessel.

5. If water is required for stern tubelubrication then this should betaken from a ‘T’ piece in the pipegoing from the heat exchangeroutlet to the water injection bend.

6. Scoop type water pickups shouldnever be used, as water will beforced through the pump andinto the exhaust system whilst

the vessel is in motion. This isvery dangerous as the exhaustwill eventually fill and raw waterwill back up into the enginethrough the exhaust valve.Catastrophic failure will result assoon as the engine is restarted.

Note: The maximum lift of the seawater pump is 2m

31

Also check to see if the pipegoing to the calorifier is gettingwarm after 15 minutes.Top upthe water level as required andrun for another 10 minutes thenrepeat.

4. If the water level is steady but nowarm water is getting to the

calorifier then very carefully openthe calorifier bleed valve (seemanufacturers instructions) or ifnone is provided then verycarefully loosen the jubilee clipsecuring the supply pipe to thecalorifier . Air should escape.Refasten securely when nofurther bubbles are seen.

CAUTION

Do not do this when the engine ishot as scalding hot water may beforced out of the pipe under pressure.

KEEL COOLED

1. The supply pipe to the keelcooler should be 22mm boreand the return 22mm bore.

2. The tank size should have asurface area (x) exposed to thesea water or canal water of (0.25x the bhp of the engine) = sq ftof cooling area required. Forcanal boats this should beadequately baffled and a ventprovided to expel any air. Thesupply (hot water) goes in at thetop of the tank and the returncomes out of the bottom. Alsorefer to cooling tank notes onpage 10.

(1)

Baffle continuously welded toouter skin and close fitting oninner skin.

(2) The tank should be thin insection to allow good mixing of

the water over the cool outer surface.

(3) Air bleed valves should be fittedboth ends.

IDEAL KEEL COOLING TANK

CALORIFIER SYSTEMAll Beta engines can be fitted withthe engine tappings to allow the hotwater from the closed freshwater/antifreeze system to circulatethrough a calorifier tank which inturn heats up domestic water.

Calorifier tappings on this range ofengine are shown below.

1. The big problem with a calorifieris to remove all the air from thesystem. If this is not achievedthen they don’t work!

2. Try and keep the supply andreturn pipes a and b eitherhorizontal or sloping down in acontinuous fall. This avoids airpockets being created.

3. Extra care must be taken whenfirst filling the calorifier circuitsystem with 50% antifreeze towater solution as the engine mayappear to be full but it soondisappears into the calorifier pipework. Run the engine off load for10 minutes then check the levelas described in ‘Filling The FreshWater System’.

b

aa

b

Heat Exchanger Version Keel Cooled Version

Air bleed valves

APPENDICES –WIRING DIAGRAMS & GENERAL ARRANGEMENTS1. Keyswitch terminations Page 332. Standard harness 200-05444 Page 343. 65 amp harness 200-05495 Page 354. Diagram of A panel & cut-out 200-06516 Page 36 & 375. Diagram of AB panel & cut-out 200-06517 Page 38 & 396. Diagram of ABV panel & cut-out 200-06519 Page 40 & 417. Diagram of ABVW panel & cut-out 100-06333 Page 42 & 438. Diagram of C panel & cut-out 200-06520 Page 44 & 459. Diagram of C Deluxe panel & cut-out 200-06518 Page 46 & 4710. Blocking diode diagram –40A alt 300-62220 Page 4811. Split charge diagram –65A alt 300-62210 Page 4912. Starter booster relay 300-58520 Page 5013. GA of B10 H/E -TMC40 100-00030 Page 5114. GA of BZ482 H/E -TMC40 100-06019 Page 5215. GA of Beta 16 (BZ602) H/E -TMC40 100-06496 Page 5316. GA of BD722 H/E -TMC40 100-99610 Page 5417. GA of BD722 H/E -PRM80 100-01048 Page 5518. GA of BD722 K/C -PRM80 100-05749 Page 5619. GA of Beta 25 (BD902) H/E –TMC40 100-06495 Page 5720. GA of Beta 25 (BD902) H/E –PRM120 100-06509 Page 5821. GA of Beta 25 (BD902) H/E –TTMC35 100-06494 Page 5922. Declaration of Conformity for Recreational Craft Page 6023. Maintenance record and service items Page 64 & 65

NOTE: for dual battery charging on Beta 16 and Beta 25 models fitted with the optional 60 Amp alternator, a blocking diodearrangement be utilised, refer to 300-62220. This is a battery sensed machine, incompatible with our standard split chargerelay.

32

ELECTRICAL INSTALLATIONS

Beta has 4 panels: A -standard

AB or ABV or ABVW

B

C

The engine harness is common toall.

1. These panels must not beinstalled where sea water spraycan get at them. A suitable flapor cover must be fitted.

2. Panels must be fitted in alocation where the helmsmancan either see or hear the alarmsystem.

3. For standard wiring diagrams seefollowing pages.

4. Extension looms longer than 3m(10 feet): As an option, Beta can

provide various lengths ofextension looms for runs of over3m, but this kit includes a startrelay to overcome the voltagedrop. (See drawing 300-58520)

5. All electrical equipment must beprotected from sea water. Seawater or rust in the starter willinvalidate the warranty.Care must be taken whenpushing the two halves of theplug together to ensure thatindividual pins do not fall out. Toprevent corrosion and assist inassembly we recommend thatthe plug is packed withpetroleum jelly (Vaseline) andthen carefully pushed together.The plastic boots should coverboth halves and overlap. A cabletie is then put around to hold thetwo halves in position and helpprevent any ingression of water.

6. All cables must be adequatelyclipped and protected fromabrasion.

7. Electrical systems shall bedesigned and installed so as toensure proper operation of thecraft under normal conditions ofuse and shall be such as tominimise risk of fire and electricshock.

8. Attention shall be paid to theprovision of overload and short-circuit protection of all circuits,except engine starting circuits,supplied from batteries.

9. Ventilation shall be provided toprevent the accumulation ofgases, which might be emittedfrom batteries. Batteries shall befirmly secured and protected fromingress of water

33

Engine Starter capacity (kW)

Less than 700cc 0.8 to 1.0

700 to 1500cc 1.0 to 1.4

Engine (cc) Typical Battery Capacity Typical C.C.A. (A)(AH) at a 20hr Rate Cold Cranking Amperage

Beta 10/BZ482/Beta 16 35~ 40 350~ 405

BD722/Beta 25 65~ 75 450~ 540

KEYSWITCH TERMINATIONS

The standard panel keyswitch can beused to tap off a switched positiveignition feed to power additionalgauges. In this way these gauges willonly be live whilst the engine isrunning, the engine is starting or theheaters are being used.

For silver keyswitches, the terminal toachieve this ignition switched positiveis marked ‘AC’.

For black keyswitches, the terminal toachieve this ignition switched positiveis marked ‘15/54’.For panels without any keyswitch,gauges can be driven from the 1mm2

brown wire which teriminates at 11way connector terminal 4. This is alower power switched positive, anyadditional power required from thisconnection must be feed through arelay, as noted below.

Note: these keyswitch terminals arerated at 10 amps maximum, sincethey are already utilised for panel andalternator feeds Beta Marinerecommend any additionalrequirements from these terminalsmust be fed through a relay. Thisrelay should then be connected to it’sown fused positive supply directly fromthe engine battery.

Beta drawing 202-06421 illustratingthe wiring of a typical electric fuel liftpump with ignition switched relay canbe supplied upon request.

SUGGESTED MINIMUM ENGINE STARTER BATTERY SIZE:

TYPICAL STARTER MOTOR RATINGS:-

Starters used in Kubota engines have the following standard capacities

37

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operator’s maintenance manual - marine diesel basics€¦ · stroke (mm) 68 68 73.6 68 73.6...

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