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 CooledMid Diesel Engine Range62, 75 & 90 bhp

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CONTENTS

IntroductionEngine Identification 2

Initial Receipt of the engine 2

Engine Storage 2

Safety Precautions 3

Technical Specifications 4

Section 1: Guidelines for operation of engineImportant checks prior to initial use 5

Initial Start-up and bleeding The Fuel System 5

Starting/Stopping 5

Section 2: Maintenance and service guidelinesMaintenance Schedule 7

Lubrication – Checking and changing oil 8

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

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

Sea Water Pump, Heat Exchanger 11

Belt Tensioning 12

Air Filter 13

Electrical 13

Laying up - Winterising 13

Troubleshooting 14

Torque Settings 23

Section 3: Installation Guidelines Engine Mounting 24

Alignment - Drives, Flanges, Flexible Drives 24

Exhausts & Bends 24

Mounting Exhausts 25

Fuel Supply 26

Cooling (seawater inlet & keel cooler systems) 26

Calorifier System 27

Electrical installations 28

Appendices –wiring diagrams and general arrangements 28

Maintenance Record 60

Component identification at rear of manual 60

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Operation and Maintenance Manual for the followingBETA MARINE engines based on

Kubota BF2803, BV3300 & BV3800This manual has been compiled to provide the user with important information andrecommendations to ensure a trouble free and economical operation of the engine.

For further advice or technical assistance, application should be made to BETA MARINELIMITED or its distributors.

All information and recommendations given in this publication are based on the latestinformation available at the time of publication, and are subject to alteration at any time. Theinformation given is subject to the company's current conditions of Tender and Sale, is for theassistance of users, and is based upon results obtained from tests carried out at the place ofmanufacture and in vessels used for development purposes. We do not guarantee the sameresults will be obtained elsewhere under different conditions.

ENGINE IDENTIFICATION

NOTE: In all communications with the distributor or Beta Marine, the engine number andworks order number (WOC) must be quoted.

Fig. 1a

For the BF2803, the engine serial number is stamped below the fuel injection pump on thestarboard side of the engine. For the BV3300 & BV3800, the engine serial number isstamped behind the fuel filter (Fig. 1a) on the starboard side of the engine. For all enginetypes this is also shown on the rocker cover label with the WOC number.

INITIAL RECEIPT OF THE ENGINEA full inspection of the engine must be made immediately on delivery to confirm that there isno damage. If there is any damage then write this clearly on the delivery note and informyour dealer or Beta Marine within 24 hours.

ENGINE STORAGEThe engine must be stored in a dry, frost free area and this is best done within its packingcase. If storage is to be for more than six months then the engine must be inhibited (contactyour dealer or Beta Marine). Failure to inhibit the engine may result in the formation of rust inthe injection system and the engine bores, this could invalidate the warranty.

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A. Keep the engine, gearbox andsurrounding area clean, including thearea immediately below the engine

B. Drives - Power Take Off Areas

i). Gearbox Output Flange The purpose of a marine diesel propulsionengine is to provide motive power to propela vessel. Accordingly the gearbox outputshaft rotates at between 280 and 2400rev/min. This flange is designed to becoupled to a propeller shaft by the installerand steps must be taken to ensureadequate guarding.

ii). Forward End DriveEngines are supplied with unguarded veebelt drives to power the fresh water pumpand battery charging alternator. Theinstaller must ensure that it is not possiblefor injury to occur by allowing accessibilityto this area of the engine. The three pulleysrun at high speed and can cause injury ifpersonnel or clothing come in contact withthe belts or pulleys, when the engine isrunning.

iii).Power Take Off Shaft (Engine MountedOption)Shaft extensions are available as an optionand rotate at between 850 and 3600rev/min. If contact is made with this shaftwhen the engine is running, injury canoccur.

C Exhaust OutletDiesel marine propulsion engines emitexhaust gases at very high temperatures -around 400-500°C. Engines are suppliedwith either wet exhaust outlet (waterinjection bend) or dry outlet (dry exhauststub) - see option list. At the outlet next tothe heat exchanger/header tank, theexhaust outlet can become very hot and iftouched, can injure. This must be lagged oravoided by ensuring adequate guarding. Itis the responsibility of the installer to lag theexhaust system if a dry system is used.Exhaust gases are harmful if ingested, theinstaller must therefore ensure that exhaustlines are led overboard and that leakage inthe vessel does not occur.

D Fuel

i). Fuel LinesDiesel engines are equipped with highpressure fuel injection pumps, if leakagesoccur, or if pipes fracture, fuel at a highpressure can harm personnel. Skin must bethoroughly cleaned in the event of contactwith diesel fuel.

ii). Fuel Supply ConnectionsEngines are supplied with 8mmcompression fittings. The installer mustensure that when connections are made,they are clean and free of leaks.

E OilThe Beta propulsion is supplied with 2dipsticks, one for the engine and one for thegearbox. Ensure dipsticks are returned andsecure after checking, if not oil leaks cancause infection when touched. All oil mustbe removed from the skin to preventinfection.

F ScaldingAn engine running under load will have aclosed circuit fresh water temperature of85° to 95°C. The pressure cap on the topof the heat exchanger must not beremoved when the engine is running. Itcan only be removed when the engine isstopped and has cooled down.

G Transportation/LiftingEngines are supplied on transportablepallets. Lifting eyes on engines are used forlifting engine and gearbox assembly only,not the pallet and associated kit.

GENERAL DECLARATIONThis machinery is not intended to be put intoservice until it has been incorporated into orwith other machinery. It is the responsibility ofthe purchaser /installer/owner, to ensure thatthe machinery is properly guarded and that allnecessary health and safety requirements, inaccordance with the laws of the relevantcountry, are met before it is put into service.

Signed:

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

NOTE: Recreational CraftWhere applicable, the purchaser / installer /owner and operator must be responsible formaking sure that the Recreational CraftDirective 94/25/EC is complied with.

SAFETY PRECAUTIONS!

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TECHNICAL SPECIFICATIONS (Standard Engines)Standard Engines BD1703 BV1903 BV2203

Standard Engines BF2803 BV3300 BV3800Cylinder 5 4 4

Bore (mm) 87 98 100

Stroke (mm) 92.4 110 120

Displacement (cc) 2,746 3318 3769

Combustion Spherical type(TVCS)

Indirect Injection(E-TVCS)

Direct Injection (E-CDIS)

Cooling Water

Starter voltage (V) 12

Starter output (kW) 1.4 2.5

Alternator output -heat exchange (Amps) 65 (standard)

Alternator output –keel cooled (Amps) 45 (starter ) & 2nd

150 (domestic)65 (starter )

& 2nd 150 (domestic)Glow plug resistance (each) 1 Ω N/A

Engine speed (RPM) 2,800 2,600

Power output ISO3046 (BHP) 62 75 90

Declared power ISO8665 (kW) 42 50.7 60.8

Compression Ratio 23.0:1 16o 12.5 – 13.5 o

Fuel timing BTDC 18°

Capacity of standard sump (litres) 12 13.2 13.2

Nett dry weight with std gearbox (kg) 350 390 392

Fuel Diesel fuel oil No.2D

Coolant 33%-50% (max) antifreeze / water

Approx Coolant capacity H/E (litres) 11.25 10.2

Min. recommended battery capacity 12V, 120Ah(600CCA Min)

12V, 180Ah (1,200CCA Min)

Maximum Angle of Installation: Trim 15°, Roll 25° (intermittent), 20° continuous

Rotation: ANTI CLOCK ON FLYWHEEL, CLOCKWISE ON OUTPUT GEARBOXFLANGE FOR USE WITH RIGHT HAND PROP IN AHEAD, on mechanicalgearboxes. Hydraulic gearboxes can be left or right handed.

Diesel fuel must conform to BS2869-1970 class A1 or A2. The fuel must be a distillateand not a residual oil or blend.

Lubricant: Engine - Engine oil must meet MIL-L-2104C (see section 2 for details)Gearbox - see operator’s manual for the gearbox oil type and capacity

Oil pressure - minimum (tickover) 0.5 bar

Power outputs: These comply with BS EN ISO 8665:1996 crankshaft power

Note: Declared Powers to ISO8665:19951. The declared powers are at the same engine speed as the ISO 3046 figures. This

speed is the speed related to the outputs / powers shown. 2. Declared powers are at the gearbox coupling (coupling to the propeller shaft) as per

clause 3.2.1 with standard specifications as per our current price lists. Additionalaccessories or alternative gearboxes may affect the declared powers.

3. Operation at parameters outside the test parameters may affect the outputs / powerswhich in any case are subject to the ISO tolerance bands.

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SECTION 1 GUIDELINES FOR OPERATION OF THE ENGINE

IMPORTANT CHECKS PRIOR TO INITIAL USE1. Generally, a new engine has the oil and anti-freeze removed after the works test. Fill the

engine with the correct oil and anti-freeze (see sections on ENGINE OIL and COOLING).Check gearbox oil level - see separate operator's hand book.

2. Ensure the engine is free to turn without obstructions.3. Check that the sea-cock is open (heat exchanger cooled engines only).4. Ensure battery is fully charged and connected (the isolator is in the 'ON' position).5. Ensure Morse speed and gearbox cables are fitted correctly and that cable travel lengths are

correct.Gear selection lever –all mechanical gearboxes: care must be taken that the remote control cable isadjusted so that the selector lever on the gearbox moves full travel and brought “hard up” against its endstop in both directions. Failure to achieve the correct adjustment will reduce efficiency of the clutch andmay cause slippage at low revs. Warranty will not be accepted on gearboxes returned in thewarranty period for failure due to incorrect adjustment.6. Ensure engine is out of gear with 1/3 throttle - see single lever control

instruction manual.7. Open the fuel stop cock and bleed the fuel water separator of air as

shown in manufacturers literature.8. Fuel should now be at the fuel lift pump, see diagram 1b.9. Open the sea cock.

INITIAL STARTUP AND BLEEDING THE FUEL SYSTEM(a) Open fuel bleed screw on top of fuel filter by 1 ½ turns, see diagram 1b.(b) Move hand priming plunger (on the fuel filter head for keel cooled

engines, on the separate fuel lift pump for some heat exchange) up anddown until fuel with no bubbles comes out of the bleed screw.

(c) Shut/tighten the bleed screw. Clean area thoroughly with tissue paper.(d) Continue to hand prime for 30 seconds to push fuel through the fuel

pump.(e) Start engine (see normal starting). Fig. 1bNote: The engine may have to be turned over with the starter for a few seconds before it fires. Do notrun the starter for more than 20 seconds. If the engine has not started after 20 seconds then disengagethe starter and continue to hand prime for a further 30 seconds, then repeat. (f) If engine does not start after 3 attempts then allow 5 minutes for the starter to cool down before

repeating (b) to (e).Note: The starter windings will be burnt out with continuous cranking.

CAUTION To avoid personal injury:• Do not bleed a hot engine as this could cause fuel to spill onto a hot exhaust manifold creating a

danger of fire.• Do not mix gasoline or alcohol with diesel fuel. This mixture can cause an explosion.• Do not get diesel on the flexible mounts – they will deteriorate rapidly if soaked in diesel.• All fuel must be removed from skin to prevent infection.NORMAL STARTING (ALL BETA PANELS WITH SILVER KEYSWITCH)With the engine out of gear, set speed control lever to 1/3 throttle. Turn key anti-clockwise to HEAT* (A)position and hold for ten seconds, turn key clockwise to RUN (C) position at which point the instrumentpanel should illuminate, an alarm buzzer will sound and two (*or three) red warning lights will illuminate:

STARTER BATTERY CHARGE,DOMESTIC BATTERY CHARGE (D in battery symbol –2AB’D’ & 2C’D’ PANELS ONLY) (Note: this will only illuminate if 2nd alternator is fitted)OIL PRESSUREand green POWER ON / RUN LIGHT (this will stay on) Fig. 1c

Turn to START (D) position and engine will motor, hold in position until engine fires (see initial start-upsection for maximum time starter can be used). Release key (when engine has started) to RUNposition. Ensure alarm buzzer is not sounding and that red warning lights are extinguished. If one orboth of the alternator warning lights are still on, then increase engine speed to excite the alternator -then return to idle. The battery charge lights should then go out. The run light will remain on (greenLED). Check for sea water flow. If no flow then SWITCH OFF IMMEDIATELY AND CHECK SEAWATER SYSTEMNote: For panels without keyswitch, see separate instruction sheet, page 21.Note: BV3800 does not have glow plugs, i.e. preheat operation is not required

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STOPPINGMost propulsion engines are fitted with a stop solenoid, which is energised to stop. To stopengine simply press the stop push button, hold in until engine stops, then turn key from 'RUN'to 'OFF' position.

When leaving the boat for an extended period:• Turn off sea-cock (heat exchanger cooled engines).• Turn off battery isolator.

*WARNING• Do not turn the key to the off position when the engine is running. This will not

allow the alternator to charge and will damage the alternator. • Do not leave the key in 'HEAT' position for more than 15 seconds – this will

damage the heater plugs and eventually lead to poor starting.• Do not depress stop button for more than ten seconds, as this will lead to

overheating and failure of the solenoid.

This range of engine is equipped with a mechanical stop lever in the event of electricalsystem failure. This lever is located on the starboard side of the engine in front of the speedcontrol lever. See illustration below:

Speed lever (BF2803)

Stop lever (BF2803)

Fig. 1d

Speed lever (BV3300 & BV3800)

Stop lever (BV3300 & BV3800)

Fig. 1e

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SECTION 2MAINTENANCE SCHEDULE

Daily or every 8 hours running• Check engine oil level.• Check gearbox oil level.• Check coolant level.• Check battery fluid.• Check drive belt tension and replace if necessary.• Ensure raw water inlet strainer is clear (heat exchanger cooled engines only).• Check stern gland lubrication.• Drain off any water in fuel / water separator.

After the first 25 hours running• Change gearbox oil or ATF (See separate gearbox manual).• Check that all external nuts, bolts and fastenings are tight. See table for torque values. Special

attention should be paid to the flexible mount lock nuts, these should be checked for tightness,starting with lower nut first in each case. If the lower nuts are found to be very loose, then thealignment of the shaft to the gearbox half coupling should be re-checked. Poor alignment due toloose flexible mount nuts will cause excessive vibration and knocking.

• Check the belt tension on any second alternators fitted and adjust –see Section 2 Belt tensioning.• Check ball joint nyloc nuts for tightness on both gearbox and speed control levers. Grease both

fittings all over.

After first 50 hours• Change engine lubricating oil.• Change oil filter.• Check for leaks on header tank tube stack. Tighten end cap bolt if required.• Drain off any water in fuel / water separator.

Every year –or every 250 hours if sooner• Change engine lubricating oil.• Change lubricating oil filter.• Check air cleaner element and replace if necessary.• Check sea water pump impeller and change if worn.• Check wasting anode condition, replace when necessary. In some environments this may be six

monthly or less.• Remove heat exchanger tube stack (on sea water cooled engines only):

BF2803 – by undoing the single bolt at each end of the tubestackBV3300 / 3800 - by undoing the four cap screws at each end of the tubestack.Remove end cover, pull out tube stack and clean. Replace rubber ‘O’ rings and re-assemble.Immediately engine is started check for leaks.

• Spray the keyswitch with WD40 or equivalent to lubricate the barrel.• Check that all external nuts, bolts and fastenings are tight. See table for torque values. Special

attention should be paid to the flexible mount lock nuts, these should be checked for tightness,starting with lower nut first in each case. If the lower nuts are found to be very loose, then thealignment of the shaft to the gearbox half coupling should be re-checked. Poor alignment due toloose flexible mount nuts will cause excessive vibration and knocking.

• Check ball joint nyloc nuts for tightness on both gearbox and speed control levers. Grease bothfittings all over.

Every 750 hoursAs every 250 hours, plus the following:• Change air cleaner element.• Change fuel filter.• Change antifreeze.• Change gearbox oil or ATF (See separate gearbox manual).• Check electrical equipment, condition of hoses and belts, replace as necessary.

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LUBRICATIONEngine oilEngine oil should be MIL-L-2104C or have properties of API classification CC/CD/CE grades.The following table gives grades of oil required for various ambient temperatures.

TEMPERATURE SINGLE GRADE MULTI GRADEBelow 0°C SAE 10W SAE 15W/400°C TO +25°C SAE 20 SAE 15W/40Above +25°C SAE 30 SAE 15W/40

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

Checking engine oil level Fig. 2a

For quantities of oil required see section marked 'TechnicalSpecification', When checking the engine oil level, do so before starting, ormore than five minutes after stopping.1. To check the oil level, draw out the dipstick, wipe it clean,

re-insert it, and draw it out again. Check to see that theoil level lies between the two notches.

2. If the level is too low, add new oil to the specified level -Do not overfill.

IMPORTANT Fig. 2bWhen using an oil of different make or viscosity from theprevious one, drain old oil. Never mix two different types ofoil. Engine oil should be changed after first 50 hours runningtime and then every 250 hours or every year. Oil filter is acartridge type mounted on the starboard side of the engine.

CHANGING ENGINE OIL1. Run the engine for 10 minutes to warm up the oil.2. Your engine is provided with a sump drain pump.

Unscrew the end cap on the end of the pump (optional),turn the tap to 'on'. Use the hand pump as shown to pumpout the oil into a bucket. Turn the tap to off position andreplace end cap. (see Fig. 2d).

3. Unscrew the oil filter and replace with a new one (see Fig. 2c). Fig. 2cNote: It is best to have a plastic bag wrapped round thefilter to catch any oil left in the system. (Always keepyour bilges clean!) Before screwing in the new filterspread a thin film of oil round the rubber gasket toensure a good seal and screw in - hand tight.

4. Fill the engine with new oil as described above.

Sump Pump

End Cap (Optional)

TapFig. 2d

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CHECKING GEARBOX OIL LEVEL

1. The gearbox is fitted with a dipstick and oil fillerplug, see fig 2e.

2. Each engine is supplied with a gearbox operator’smanual, which specifies the type of lubricating oilto be used, the capacity and frequency ofchanging of the oil.

3. New engines are normally supplied with thegearbox topped up with lubricant but check thelevel before starting the engine for the firsttime.

4. The oil can be changed via the drain plug at thebottom of the box or sucked out with a handpump via the filler plug.

5. A guide* to the type of oil to be used is as follows: Gearbox filler & dipstick Fig. 2e

Gearbox type Lubricant Capacity (approx.)PRM260 Use Engine Oil 15W40 1.5 litresZF25M Use Automatic transmission fluid 0.75 litresZF25H Use Automatic transmission fluid 2.0 litres

*See separate gearbox manual for further details

FUEL SYSTEMIMPORTANT• If a fuel supply shutoff valve is fitted do not use a taper tap, only use a ball valve tap. The

ball valve type are more reliable and less likely to let air into the fuel system.• Be sure to use a strainer when filling the fuel tank. Dirt or sand in the fuel may cause

trouble in the fuel injection pump.• Always use diesel fuel.• Do not use kerosene, which is very low in cetane rating, and adversely affects the

engine.• Be careful not to let the fuel tank become empty, or air can enter the fuel system,

necessitating bleeding before next engine start.• The fuel lift pump will only lift fuel through 0.25 metres. If this is insufficient then an

electric fuel lift pump must be fitted.• The fuel return must be led back to the top of the fuel tank with a loop to prevent “drain

down” (see fig. 3e).

FUEL FILTER REPLACEMENT1. The fuel filter is a spin on type. Remove by

turning anti-clockwise when viewed from below.2. Replace the fuel filter cartridge every 750 hours.

See fig. 2f.3. Apply fuel oil thinly over the gasket 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.

Fig. 2f

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COOLINGThis range of engines are normally fresh water cooled. This water circulates through the engine and onto a heat exchanger where it is cooled by sea water which is pumped through the cooling tubes. Thesea water is then injected into the exhaust system (see fig. 2g).

KEEL COOLING is an option. In this system the freshwater is pumped through the engine and thenthrough a cooler built into the side of the boat where it is cooled by heat transfer before returning to theengine. (see fig. 2h, 2i & 2j). The ideal keel cooling tank should have:a. Baffle continuously welded to outer skin and close fitting on inner skinb. Be thin in section to allow good mixing of the water over the cool outer surface.c. Air bleed valves should be fitted on both ends.

Fig. 2g Fig. 2h

Heat Exchanger CoolingKeel cooled –Note, efficient cooling tanksare side mounted, see page 27

Keel cooled skin tank connections from engine: Fig. 2j –BV3300 & BV3800

Fig. 2i -BF2803

To cooler

From cooler

FILLING THE FRESHWATER SYSTEM Fig. 2k (BF2803)New engines are supplied with the freshwater drained off. The followinginstructions must be followed to fill the system.(a) Mix up in a clean bucket the correct strength and volume required of

solution (see notes page 4).(b) Check that the drain tap is turned off. (see Figs. 2k & 2l)(c) Fill engine with freshwater / anti freeze solution through the top of the

heat exchanger or header tank with the filler cap removed. (see Fig.2m).

(d) Fill header tank to the top of the filler neck and replace cap.Press down firmly on filler cap and hand tighten in aclockwise direction. Fig. 2l (BV3300 & BV3800)

Note: For keel cooled engines a much larger quantity offreshwater/anti-freeze solution is required depending on the sizeof the keel cooling tank - refer to the builder.(e) Run the engine for 5 minutes on no load (out of gear) and

check coolant level. Top up as necessary.

(f) Check system for leaks.

Note: For keel cooled engines it is very important to bleed all the air out ofthe system before the engine is run on load (check with builder'sinstructions).

If a calorifier is fitted care must be taken to see that this is also full of coolant andall the air is expelled. (See calorifier fitting notes under Section 3).

Fig. 2m

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(g) If a calorifier is fitted care must be taken to see that this is also full of coolant and all the air isexpelled. (See calorifier fitting notes under Section 3).

(h) Run the engine on one third load for 15 minutes, preferably with the boat tied up. As the systemwarms up coolant may be expelled from the overflow pipe into the bilge. Stop the engine and allowthe engine to cool down before removing the pressure cap and top up the coolant to 1" below thefiller neck.

IMPORTANTRemoval of the pressure cap when the engine is hot can cause severe injury from scalding hot waterunder pressure. Always allow the engine to cool and then use a large cloth when turning the cap anti-clockwise to the stop. This allows the pressure to be released. Press firmly down on the cap andcontinue to turn anticlockwise to release the cap.

(i) Repeat (h) if coolant level is more than 1 inch below the base of the filler neck when the engine hascooled down.

(j) Run engine on 2/3 full load for 20 minutes, check for leaks and repeat (i). (k) Anti-freeze solutions should be drained off every 2 years and replaced with a new solution.

Note: When draining the fresh water system, ensure the engine has cooled sufficiently to preventscalding from hot pressurised water. Prior to draining a cold engine, remove the filler cap from theheader tank and then open the water drain tap. This allows the water to drain freely from the system.

Yachts and Launches with Heat Exchanger CoolingIt is essential that a mix of 33% to 50% anti-freeze/water mixture is used. This not only stops freezingup in winter, but it prevents overheating and corrosion. The warranty is invalid unless the correctratio is used. Canal Boats with Keel CoolerA 33% anti-freeze to water mixture is recommended to give protection against very cold wintertemperature of -15°C and to allow the water temperature switch to be activated. This anti-freeze willalso give the engine internal protection against corrosion. For keel cooled engines the total systemcapacity must be taken into consideration, i.e. engine volume plus skin tank/keel cooler volume.Concentration of ethylene should not exceed 50%.

All engine types:The anti-freeze in the fresh water system enables the boiling point of water to rise to 124°C with a95kPa pressure cap fitted. The water temperature alarm switch will however be activated at 95° to100°C. If no anti-freeze or a very weak solution is used, then the water temperature switch may not beactivated before coolant is lost.

SEA WATER PUMP AND COOLING SYSTEM(Heat exchanger-cooled engines) Fig. 2n

CAUTIONBefore working on the sea water system ensure that the seacock is in the off position.

1. It is very important that the correct sea water flow ismaintained to cool the closed circuit system of the engine.The key component in this system is the sea water pumpimpeller. This should be checked every year by removing thecircular plate (see fig. 2n –BF2803, fig.2o –BV3300 &BV3800).

2. Withdraw the rubber impeller from its drive shaft.3. Check impeller for cracks in the rubber, excessive wear or

lost vanes. Replace with a new impeller as necessary. Note: If any pieces of rubber impeller are missing then theymust be found as they are most likely to be trapped in theentrance to the heat exchanger cooling stack. See 'CleaningTube Stack'.

Fig. 2o

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CLEANING THE HEAT EXCHANGER TUBE STACK AND REPLACING WASTING ZINC ANODE

Fig. 2p1. The wasting zinc anode should be replaced every year. The anode is

attached to the bolt inserted in the forward end cap of the heat exchanger.See fig. 2p –BV3300 / BV3800 shown.

2. Unscrew the bolt and replace the complete unit with a new one.3. Check for leaks.4. It is possible for fine sea weed and other debris to get past the inlet filter and

into the tube stack. This should be removed and cleaned. See fig. 2q.5. Drain off coolant into a bucket.6. Unscrew the 8 end cap retaining bolts (four each end of the tube stack).

Remove the 'O' rings and pull out tube stack. Clean tube stack and endcaps. Note: the BF2803 has one bolt on each endcap.

7. Re-assemble using new 'O' rings. Do not overtighten end cap bolts andmake sure the tube stack is the right way round.

8. Re-fill engine with water/anti-freeze solution and run engine up totemperature to check for leaks. Fig. 2q

ALTERNATOR DRIVEBELT TENSIONING (Heat exchanger cooled)

WARNING Fig. 2r1. Belt tension must only be checked with the engine switched off.

These engines are usually fitted with a single belt to drive the 65 ampbattery charging alternator (heat exchange) and the fresh watercirculating pump.

2. The belt tension is adjusted by swinging the alternator outboard as itpivots on its support bolt.

3. With the engine stopped, loosen the lower support bolt and the linkadjusting arm held by the top bolt.

4. Push alternator outboard to tension and tighten link bolt. Check thatthe depression of the belt is approximately 1/2" or 12 mm whenpushed down firmly by thumb (See fig. 2r). Tighten link bolt then lower support bolt.

5. Belt tension should be regularly checked especially during the first 20 hours of running in a newbelt, as stretching occurs.

BELT TENSION - 45 and 150 AMP ALTERNATOR (Keel Cooled)

WARNINGBelt tension must only be checked with the engine switched off.(1) This standard range of engines are fitted with a single belt todrive the 65 Amp starter battery charging alternator (45 Amp onBF2803) and the fresh water circulating pump. A second 150 Ampalternator is fitted for charging domestic batteries.(2) The belt tension is adjusted by swinging the alternator outboardas it pivots on its support bolts.(3) With the engine stopped, loosen the support bolts and the linkadjusting bolt.(4) Push alternator outboard to tension and tighten link bolt. Checkthat the depression of the belt at position shown is approximately1/2” or 12 mm when pushed down firmly by thumb. Tighten supportbolts.(5) Belt tension should be regularly checked especially during thefirst 20 hours of running in a new belt, as stretching occurs.Note: Over tensioning will cause premature failure ofcomponents.(Note: BF2803 alternators illustrated)

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AIR INTAKE FILTERThese engines are fitted with an air intake filter, which should be checked every season and changedevery two years. Check and change more often if badly clogged.

Air filter (BV3300 / BV3800 shown)

Fig. 2s

MAINTENANCE - ELECTRICAL

WARNINGUnder no circumstances should the battery be disconnected or switched off when the engine is running.This will seriously damage the alternator.

PANELS AND WIRINGSee installation notes, page 28

GENERAL MAINTENANCE1. The panel must be protected from rain and sea water, see installation. Sea water entering the key

switch will eventually cause corrosion and could result in the starter motor being permanentlyenergised and burning out. Spray keyswitch every month with WD 40 or equivalent.

2. Check batteries for acid level and top up if required. For low maintenance and 'gel' batteries seemanufacturers instructions.

3. Loose spade terminal connections are the most common cause for electrical faults - check on aregular bases (see maintenance instructions).

4. Engine loom plug and socket connections should be packed with Vaseline to prevent corrosion,plastic shrouds should be checked to be overlapping and connection should be made secure with acable tie. This will help prevent the ingress of water and keep the connection secure.

WINTERISING AND LAYING UP

Heat Exchanger Cooled Engines Left Afloat and Ashore(a) The engine oil and oil filter should be changed at the end of the season rather than the spring. See

section 2.(b) The closed circuit system should contain a 50/50 solution of anti-freeze (this also applies to warm

and tropical climates).(c) For cold climates where the air or water temperatures can fall below 3°C, the sea water circuit must

be protected in addition to the fresh water system. This is best achieved as follows:(i) Close the inlet seacock to the engine (engine stopped).(ii) Disconnect the sea water inlet pipe and dip it into a small bucket containing 50/50 anti-freeze

solution.(iii) Start the engine (out of gear) and run for 5 to 10 seconds until the anti-freeze is used up and

can be seen coming out of the exhaust outlet.(iv) Shut engine off and reconnect the inlet pipe to the seacock.The seawater or raw water circuit is now protected by anti-freeze. Remove sea water pumpimpeller & store

(d) Ensure instrument panel is well protected and give the key switch a spay of WD 40 or equivalent.(e) With the engine stopped, disconnect the battery (always disconnect negative cable first / reconnect

negative cable last) and take it ashore for trickle charging and top up as necessary. If AC power isavailable then this can be done on the boat.

(f) Fuel tanks should be kept full during the lay up period to eliminate water condensation in the tank.Water entering the fuel injection system can cause considerable damage.

LAYING UP ASHORE(a) Change the engine oil before the boat is taken out of the water. Warm engine oil is much easier to

pump than cold!(b) to (f) should be followed as above.

LAYING UP CANAL BOATS WITH KEEL COOLINGFollow items a, b, d, e and f. Item (c) does not apply. Special care must be taken to ensure that thewhole cooling system has a 30% anti-freeze solution and this includes the calorifier circuit.

If the system has been topped up or refilled then run the engine for 10 to 15 minutes on load (if possible)to get the solution circulated throughout the cooler and calorifier.

14

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

Problem: Engine does not start but starter motor turns over OK

Possible Cause SolutionNo fuel: Turn fuel cock on and fill tank.

Air in fuel system: Vent air (see initial start-up)

Water in fuel: Change fuel filter and bleed system.

Blocked fuel pipe: Clean out and bleed system.

Fuel filter clogged: Change filter and bleed system.

Fuel lift pump blocked: Remove and replace.

Blocked injector: Remove and clean.

Fuel return not fed back to the tank: Re-route fuel return pipe.

Heater plugs not working: Check wiring to the plugs, and replace plugs if they are burnt out.

Stop solenoid stuck in offposition: Check solenoid is free to return to run position.

Problem: Starter motor will not turn or turns over very slowly

Possible Cause SolutionBattery discharged: Charge battery or replace. Check alternator belt tension.

Starter motor flooded withsea water: Remove and clean or replace.

Wiring disconnected or loose: Check circuit for loose connections.

Water in cylinders: Incorrect installation. This is serious – check engine oil for signsof water (creamy-coloured oil). Ring your dealer.

Engine harness fuse blown: Replace fuse (located by starter motor or above flywheelhousing) and check for wiring faults

FUSE (If located by starter motor, usually it ispositioned above flywheel housing at rear ofengine)

Note: For convenience, some engines aresupplied with a spare fuse and holder attached tothe main engine fuse holder.

15

Problem: Erratic runningPossible Cause SolutionAir in fuel supply: Check supply system for leaks and fix.

Fuel lift pump faulty: Replace.

Clogged fuel filter: Replace.

Fuel return not fed back to thefuel tank, or blocked pipe: Re-route pipe or clean.

Air filter blocked: Replace.

Worn or blocked injector: Service injectors.

Engine rpm in gear is too low,this must be 850 min: Increase engine tick over speed.

Faulty stop solenoid: Disconnect wiring to solenoid. If running improves check for awiring fault.

Broken fuel injection pump spring: Replace.

Problem: White or blue exhaust gasPossible Cause SolutionEngine oil level too high: Reduce the level.

Blocked injector: Service injectors.

Piston ring and bore worn,giving a low compression: Get compression checked by your dealer or Kubota service

agent. He will advise action to be taken.

Check that the breather pipe isclear and not obstructed: Remove and clean out

Problem: Black exhaust gasPossible Cause SolutionBlocked air filter element Inspect and replaceOver pitched propeller – enginewill not reach its full rpm: Get the propeller re-pitched if necessary.Accumulated debris on hull Inspect and clean if required

Problem: Low power outputPossible Cause SolutionPropeller is too big: Change or depitch.

Check gearbox reduction ratiorelative to propeller size: Change.

Blocked fuel filter: Replace.

Blocked air filter: Replace.

Air in fuel system: Check system.

Governor spring incorrectlymounted: Dealer to adjust.

Single lever control notoperating correctly: Disconnect speed control cable and move the lever by hand.

Adjust cable.

The electrical load is too largeon start up: Disconnect or reduce the load.

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Problem: High oil consumptionPossible Cause SolutionOil leaks: Check for leaks.

Piston rings worn: Overhaul required.

Valve stem and guide worn: Overhaul required.

Piston rings gap facing thesame direction: Shift ring gap position.

Problem: Water in lubricating oil (heat exchanger cooled)Possible Cause SolutionOil goes "milky" due to seawaterentering exhaust manifold: Check installation - has anti-siphon valve been fitted? Change

engine oil and run engine for 10 minutes each time to eliminateany water. Get fuel injection pump and compression checked byService Agent.

Problem: Water in lubricating oil (general)Possible Cause SolutionCore plug pushed out due tofrozen block: Service Agent to check and replace.

Water pump seal damaged: Service Agent to check and replace.

Problem: Water in lubricating oil (keel cooled)Possible Cause SolutionOil goes "milky" due to water Check installation - has dry exhaust system been fitted correctly,entering exhaust manifold and ensuring rain water cannot enter the exhaust port and run back? then into the sump: (See DRY EXHAUST SYSTEM) Change engine oil and run

engine for 10 minutes each time to eliminate any water. Getinjection pump checked by Service Agent.

Problem: Low oil pressure warning light comes on when engine speed reduced to tick over:

Possible Cause SolutionFaulty switch sender: Replace.

Engine running too hot: Check cooling water flow (see section 2 Cooling).

Oil relief valve stuck partiallyopen with dirt: Remove and clean.

Blocked oil filter: Change.

Wiring fault: Check circuit.

Insufficient oil: Top up and check for leaks.

Problem: Panel rev counter not working (when fitted)Possible Cause SolutionNo W connection to alternator: Check output from ‘W’ connection. Should be about 9V AC

Wiring fault: Check circuit

17

Problem: Engine overheats

Possible Cause SolutionCheck coolant level: Top up.

Insufficient sea water flow: Clear blocked intake or filter.

Damaged or worn pumpimpeller: Replace.

Blocked tube stack in heatexchanger: Remove tube stack and clean – replace ‘O’ rings.

Zinc anode flakes blocking tubestack: Remove and clean tube stack as above.

Pressure cap loose: Replace.

Switch sender faulty: Replace.

Inlet sea cock is too small: Replace (see heat exchanger cooled seawater inlet system in section 3).

High exhaust back pressure: Must not exceed 3.1" of Hg.

Air locks in cooling pipe work to keel cooler: Vent the system and top up coolant.

Keel cooler insufficient size: Contact boat builder

GENERAL -HEAT EXCHANGE ONLY: The most common cause of overheating is insufficientseawater flow due to a blocked intake (weed or a plastic bag!). If this happens then clear theblockage. If the problem is not cured then check the system for sea water flow which should be • For BF2803: 15 litres / minute minimum at 1,500 rpm• For BV3300 & BV3800: 57 litres / minute minimum at 1,500 rpm as follows: (a) With the boat tied up and out of gear run the engine up to 1500 rpm. *Hold a plastic bucketover the exhaust outlet for 10 seconds and measure the amount of water collected. Multiply thisvalue by 6 to give the flow in litres/min. Repeat twice and take an average. If the flow rate isnoticably less than noted above, then:(b) Check impeller in sea water pump - if worn replace.(c) If impeller has a vane missing then this will be lodged either in the pipe to the heat exchangeror in the end of the exchanger. This must be removed.(d) Check flow again as in (a).*Note: This operation must only be done in safe conditions, in port and with two assistants.Working from a rubber dinghy is best. The person holding the bucket should take precautionsagainst breathing in the exhaust gasses.

Problem: Knocking noise

Possible Cause SolutionPropshaft touching gearboxoutput coupling through splitboss or Type 16 coupling: Adjust, giving correct clearance (10mm) between gearbox and

propeller shaft

Flexible mount stud touchingengine bed: Adjust stud to clear

Drive plate broken Replace / repair

Engine touching engine bed Re-align engine / modify bed

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Problem: Battery quickly dischargesPossible Cause SolutionHigh load and insufficient Reduce load or increase charging time. Large domestic batteryrunning: banks subject to high electrical loads will take a considerable

time to recharge from a single alternator.

Low electrolyte level: Top up.

Fan belt slipping - black dust inengine compartment, enginecompartment temperature too Adjust tension / replace belt with a high temperature type and /high: or improve engine compartment ventilation.

Alternator defective: Check with Agent.

Battery defective: Replace.

Poor wiring connection: Check wiring system.

Problem: Transmission noise

Possible Cause SolutionCheck gearbox oil level: Top up.

"Singing" propeller: Check with supplier.

Drive plate rattle at tickover: Check engine rpm (must be 850 rpm minimum in gear).

Worn drive plate: Change.

Propeller shaft hitting the Move shaft back to give at least 5mm clearance (Type 12/16Gearbox half coupling: couplings only)

Problem: Vibration

Possible Cause SolutionPoor alignment to shaft: The alignment must be accurate even if a flexible coupling is

used (see section 3 ALIGNMENT).

Flexible mounts not adjustedcorrectly to take even weight: Check relative compression of each mount.

Flexible mount rubber perished: Replace. (Diesel or oil will eventually perish most rubbers.)

Loose securing nut on flexiblemount: Check alignment and then tighten the nuts.

Insufficient clearance between There must be at least 10% tip clearance between propeller andthe propeller tip and the bottom bottom of the boat (ie 10% of the propeller diameter asof the boat: clearance). Refer to boatbuilder.

Loose zinc anode on the shaft: Tighten or replace.

Worn cutless bearing or shaft: Replace.

Weak engine support/bearers: Check for cracked or broken feet.

Problem: Morse control cable will not fit

Possible Cause SolutionFitting incorrectly Cables are being fitted the wrong way around, switch over and fit

the opposite way.

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Electrical fault finding & trouble shooting –engines built after July 2005 only

The following chart is compiled to aid diagnosis of electrical faults, based on the Beta 10-90hp range ofengines. If your engine was built before July 2005, contact Beta Marine for the relevant electricaltrouble shooting guide.

Standard sea specification engines (heat exchanger cooled) are supplied with a single alternator,mounted port side, supplying power to starter battery and control panel.

Standard canal specification engines (keel cooled) are supplied with twin alternators:• 1st alternator, mounted port side, supplying power to starter battery and control panel• 2nd alternator, the standard mounting position for this is above the engine on the starboard side (or

below 1st alternator on 75 & 90hp), supplying power to the domestic battery system.Both of these alternators work independently, if the domestic battery system is disconnected, the enginewill still run correctly but:• Domestic charge warning lamp will not function• Warning buzzer will remain on at all times

Standard control panels are supplied with four or five lamps:Four lamp panels: 2a, 2ab’V’, 2ab’V’W and 2b, these panels utilise bulbs inside sealed lamp

holdersFive lamp panels: 2ab’d’ and 2c’d’, these panels also utilise bulbs inside sealed lamp holders,

having an additional lamp for domestic battery charge

All Beta panels have the following warning lamps: (2a, 2ab’d’, 2ab’V’, 2ab’V’W, 2b, 2c’d’)

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 panels also have: (2ab’d’, 2c’d’ only)• Domestic battery charge warning lamp Red

With keyswitch* in run position & engine off:• Red lamp for no starter battery charge should function• Red lamp for no domestic battery charge should function (Note: this will only function if a second

alternator is fitted to the engine and connected to a charged battery)• Red lamp for high engine temperature should not function (when engine is cold / cool / warm). This

lamp will only ever function if the engine is over temperature.• Red lamp for low oil pressure should function• Green lamp for panel power on should function• Buzzer should sound* For operation of engines controlled with keyless panels refer to ‘Correct operation of keylesspanels’ later in this sectionWhen the engine is started, all the red warning lamps should switch off leaving just the green power onindication lamp illuminated. The oil pressure lamp may take a few seconds to switch off and the chargefail lamp may remain on until engine rpm is increased to approximately 1,000rpm if the engine wasstarted at tickover).

Before investigating any specific electrical problem, always check:• Connection between panel harness and panel loom. It must be clean, dry and secured with a cable tie.• Check the start battery is connected to the correct terminal on the starter motor.• Check the domestic battery is switched on and connected to the correct terminals for the 2nd alternator.• Battery connections, inspecting condition of cables from battery to engine. If in doubt measure the voltage at

the engine.• If alternator charge problem, measure battery voltage with engine off

and again with engine running, if there is an increase alternator isfunctioning correctly, if not refer to check list.

Typical start battery positive

Typical start battery negative

Note: The two way plug on panel loom will only have acorresponding socket to connect into from the engine if a 2nd

alternator is fitted which requires this connection. Engines withonly one alternator do not utilise this connection.

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Electrical fault finding –all lamp panels

Problem Possible cause & solutionNo 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

ENGINE IS OVERHEATING OR THEREIS A WIRING FAULT

- Disconnect switch wire to non-functioning lamp:green/blue –water temperature, white/brown –oilpressure, brown/yellow –alternator charge. Reconnectwire temporarily to another warning lamp that isfunctioning; if wire switches lamp on replace faulty lamp.

- Disconnect positive feed to non-functioning lamp.Reconnect temporarily with wire from another warninglamp that is functioning, if wire switches lamp on rewirewith new connection.

- If none of the above, check continuity of connectionsfrom panel to engine.

Water temperature warning lamp onwhen engine is not over temperature

(Not 2B or 2C deluxe panel see table onfollowing page)

If engine is cold:- Faulty wiring, check connection & continuity (small green

/ blue) from switch to panel lamp. Ensure thisconnection is not shorting to earth (ground).

- Faulty temperature switch –if lamp switches off onremoval of connection to switch unit, replace.

If engine is warm:- Switch wire connected to large sender terminal of switch

/ sender unit. Remove and 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, checkconnection & continuity from illuminated warning lamp(red not green) to buzzer board.

- Faulty warning panel buzzer board –replace.Starter battery charge lamp notfunctioning

If tacho not functioning:- Alternator not connected properly, check continuity of

small brown wire from rear of alternator to ‘AC’ positionon keyswitch.

- alternator connected properly, faulty alternator –replaceIf 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 pin coupler)

- Check continuity of black/blue wire from alternator totacho

- 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 feedfor warning lamp from AC position of keyswitch.

Domestic charge lamp not functioning,buzzer switching off with engine runningTHIS LAMP WILL NOT FUNCTION IF ASINGLE ALTERNATOR IS FITTED TO

THE ENGINE

- No second alternator fitted to engine, domestic lamp notused

- D+ (charge indication) lamp connection at rear ofalternator not connected

- Two way plug & socket disconnected between engineharness & panel loom

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Electrical fault finding –2c’d’ & water temperature function on 2b panels In addition to the fault finding detailed on the previous table, the following is specific for the 2c’d’ typedeluxe panel (Also applicable for the 2b panel with Murphy water temperature gauge)

Problem Possible cause & solutionOil pressure warning lamp notfunctioning, oil pressure gauge showingmaximum deflection. Engine off andkeyswitch in run position

- Faulty wiring –check wire connection & continuity (smallwhite/brown) from sender to panel lamp. Ensure thisconnection is not shorting to earth (ground).

Oil pressure gauge showing nomovement -even when engine is started.Warning lamp functioning correctly

- Faulty wiring –check oil pressure sender wire (smallwhite / brown) is connected.

Oil pressure showing no movement,Warning lamp not functioning correctly

- Check connection to oil pressure gauge, if plug is notconnected to socket on rear of gauge, reconnect.

- If all connections are correctly made, possible faultysender unit –check resistance to earth (ground) approx.50Ω. Replace if no reading or short-circuited.

- If adjusted correctly & buzzer still sounding, possiblefaulty 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 to 0.5 bar (minimum adjustmenton gauge).

- If adjusted correctly & buzzer still sounding, faulty switchgauge unit – replace.

Water temperature gauge showing120oC / 250oF

THIS ALSO APPLIES TO THE 2bPANEL WITH MURPHY GAUGE

Engine cold / cool:- Faulty wiring, check water temperature sender wire is

not shorting to earth (ground).- Faulty sender unit, –check resistance to earth (ground),

approx. 3.5kΩ (cold) – 0.5kΩ (warm). Replace ifnotably less.

Water temperature gauge showingnormal operating temperature (85oC).Buzzer sounding & lamp illuminated.

THIS ALSO APPLIES TO THE 2bPANEL WITH MURPHY GAUGE

Engine warm:- Incorrectly calibrated switching point for warning lamp,

adjust on rear of gauge to 100oC / 210oF.- If adjusted correctly & buzzer still sounding, faulty switch

gauge unit – replace.Water temperature gauge showing nomovement, lamp not illuminated, enginewarm.

THIS ALSO APPLIES TO THE 2bPANEL WITH MURPHY GAUGE

- Check connection to sender, if disconnected gauge willnot function.

- Check connection to temperature gauge, if plug is notconnected to socket on rear of gauge reconnect.

If all connections are correctly made, faulty sender unit –check resistance to earth (ground), approx. 3.5kΩ (cold) –0.5kΩ (warm). Replace if no reading.

Electrical –Correct operation of keyless panelsThese panels control the engine with three water resistant push buttons instead of a keyswitch, whichare less prone to damage and corrosion from sea 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 ever function if the engine is over temperature.• Red lamp for low oil pressure should function• Green lamp for panel power on should function• Buzzer should sound2. Press ‘START’ button and hold in position until engine fires (see initial start-up section for maximum

time starter can be operated). Release button (when engine has started)• All red warning lamps should extinguish and buzzer should stop sounding. The oil pressure lamp

may take a few seconds to switch off and the charge fail lamp may remain on until engine rpm isincreased to approximately 1,000rpm if the engine was started at tickover.

• Green lamp for panel power on should still function3. To stop the engine press the ‘STOP’ push button, hold in until engine stops. This button also

switches the power off to the gauges, engine and power on lamp.4. To re-start the engine, simply repeat steps from ‘1’ above, there is not need to switch battery

isolators off whilst remaining on board.5. If leaving the boat, isolate start battery from engine and panel, to prevent accidental start up of

engine.

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Electrical fault finding –Non Beta Panels

Engines can be supplied wired up to suit VDO switch senders, usually fitted to a non-Beta control panel.

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

• Loom is configured differently in the 11-way plug to accommodate the extra wiring.• Small brown wire (battery sensed alternator feed) fitted with bullet connection beside harness plug.• Oil pressure & water temperature switch / senders fitted to engine, requiring individual connections

for driving gauges & warning lamps.

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 (ground) (black)- WK Warning lamp (green/yellow)

Electrical fault finding –Extension harnessesSome installations require one of the panel extensions 11 way connectors to be removed to allow thecable to be passed through bulkheads etc. If any panel problems are experienced after this may havebeen carried out, visually check all 11 way connections on engine harness to panel extension (andpanel extension to panel on 2c deluxe) to ensure wire colours to each terminal match up to thecorrect colour in its corresponding terminal. Extra attention must be given to black (ground) andblack/blue (tacho), also brown (switched positive to alternator) and brown/yellow (charge fail) as theseconnections are harder to distinguish between in poorly lit areas. Whilst doing this check integrity ofeach connection to ensure terminals have not become damaged. Once checked, re-fit cable tie aroundeach connection to keep them secure

Beta P/N’s for replacement items:

Description Part number40 amp blade fuse (all panels) 200-00959Alarm board –all panels from June 05 200-04655Oil pressure switch 1/8”BSP (not 2c panels) 600-62670Oil pressure sender (2c panels only) 200-94350Oil pressure switch gauge (2c panels only) 200-96190Temperature switch with single terminal (on some BZ602 & BD902) 600-62820Temperature switch / sender 1/8”BSP (not 2b or 2c panels) 200-01133Temperature sender (2b & 2c panels only) 200-94360Water temperature switch gauge (2b & 2c panels only) 200-96200Voltmeter (2c panels only) 200-9621028Ra relay 12V 40A (fitted to rear of domestic panels) 200-87020Keyswitch, silver bezel 600-00057Panel stop button (all panels) –Also heat and start on 2ab’V’W 200-00072Tacho, 0-4000rpm with digital hour counter (all panels but 2a) 200-02373Standard engine harness Mini Series 200-98380/01Standard engine harness S5 Series 200-60973/05Standard engine harness S3 series 200-05267Iskra 65 amp sub loom 200-011961m panel extension loom 200-04588/012m panel extension loom 200-04588/023m panel extension loom 200-04588/034m panel extension loom 200-04588/04Domestic charge engine sub loom (top mounted alternators) 200-01197Green power on indicator lamp & retaining clip 200-04656Red warning indicator lamp & retaining clip 200-04657

Note: the above part numbers are suitable for earth return installations only (where battery negativecable is connected directly to engine ground). For insulated earth (where battery negative cable isisolated from engine ground) different harnesses, alternators, switches for oil pressure and enginetemperature will be required. If your application is wired as insulated earth return and the engine will notoperate correctly, always check starter battery negative is connected to the correct terminal on theisolating solenoid. It should be connected to the terminal which is also used for all the small black wires,NOT the terminal with the single black wire connected directly to engine ground.

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SPANNER TORQUE SETTINGS

Tightening Torques for general use bolts and nuts

ITEM Size x Pitch N.m kgf.m ft.lbsM6 (7T) : 6mm (0.24in) - 9.8~11.3 1.0~1.15 7.2~8.3M8 (7T) : 8mm (0.31) - 23.5~27.5 2.4~2.8 17.4~20.3M10 (7T) : 10mm (0.39in) - 49.0~55.9 5.0~5.7 36.2~41.2M12 (7T) : 12mm (0.47in) - 77.5~90.5 7.9~9.2 57.1~66.5

Tightening Torques for special use bolts and nuts –BF2803:

ITEM Size x Pitch N.m kgf.m ft.lbsHead bolts M12 x 1.25 93.1~98.0 9.5 ~10.0 68.7~72.36Bolts, connecting bolts M18 x 1.0 44.1~49.0 4.5~5.0 32.5~36.2Bolts, flywheel M12 x 1.25 98.0~107.8 10~11 72.3~79.5Bolts 1, bearing case M9 x 1.25 46.1~50.9 4.7~5.2 34.0~37.6Bolts 2, bearing case M10 x 1.25 68.6~73.5 7.0~7.5 50.6~54.2Nozzle, holder assy. M20 x 1.5 49.0~68.6 5.0~7.0 36.2~50.6Head cover, nuts M8 x 1.25 6.9~8.8 0.7~0.9 5.1~6.5Glow plugs M10 x 1.25 19.6~24.5 2.0~2.5 14.5~18.1Oil switch, taper screw 1/8”BSP 14.7~19.6 1.5~2.0 10.8~14.5Bolts, rocker arm M8 x 1.25 23.5~27.5 2.4~2.8 17.4~20.3Bolts, idle gear shaft M8 x 1.25 23.5~27.5 2.4~2.8 17.4~20.3Nuts, crankshaft M30 x 1.5 137.3~156.9 14.0~16.0 101.2~115.7Nuts, injection pipe M12 x 1.5 24.5~34.3 2.5~3.5 18.1~25.3

Tightening Torques for special use bolts and nuts –BV3300 & BV3800:

ITEM Size x Pitch N.m kgf.m ft.lbsHead bolts M12 x 1.25 98.1~107.9 10~11 72.3~79.6Bolts, connecting bolts M10 x 1.25 78.5~83.4 8.0~8.5 57.8~61.5Bolts, flywheel M12 x 1.25 98.1~107.9 10~11 72.3~79.6Bolt, crankshaft M16 x 1.5 343.4~372.8 35~38 253.1~274.7Bolts, bearing case M14 x 1.5 137.7~147.2 14~15 101.2~108.5Bolts, rocker arm M10 x 1.25 49.0~61.8 5.0~5.7 36.2~41.2Nozzle, holder assy. M20 x 1.5 49.0~68.6 5.0~7.0 36.2~50.6Nuts, injection pipe M12 x 1.5 22.6~36.3 2.3~3.7 16.6~26.8Nuts, overflow pipe M12 x 1.5 19.6~24.5 2.0~2.5 14.5~18.1Glow plugs (BV3300) M10 x 1.25 19.6~24.5 2.0~2.5 14.5~18.1Oil switch, taper screw R 1/8 14.7~19.6 1.5~2.0 10.8~14.5Nut, inj pump drive M14 x 1.5 73.5~83.4 7.5~8.5 54.2~61.5

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SECTION 3INSTALLATION RECOMMENDATIONSThe installation details contained herewith are basic guidelines to assist installation, due to the greatdiversity of marine craft it is impossible to give definitive instructions. Therefore Beta Marine can acceptno responsibility for any damage or injury incurred during the installation of a Beta Marine engine whilstfollowing these guidelines.• All engines shall be placed within an enclosure separated from living quarters and installed so as

to minimise the risk of fires or spread of fires as well as hazards from toxic fumes, heat, noise orvibrations in the living quarters.

• Unless the engine is protected by a cover or its own enclosure, exposed moving or hot parts ofthe engine that could cause personal injury shall be effectively shielded.

• Engine parts and accessories that require frequent inspection and /or servicing must be readily accessible.

• The insulating materials inside engine spaces shall be notcombustible.

ENGINE MOUNTING Fig. 3aTo ensure vibration free operation, the engine must be installed onsubstantial beds, extending as far forward and aft as possible and wellbraced to form an integral part of the hull.The engine must be installed as low as possible on the flexible mountpillar stud. This will limit vibration and extend the life of the flexible mount.If necessary, fit spacer blocks below the mounts.A flexible coupling must be fitted for all engines which are flexiblymounted. Flexible couplings do not accommodate bad alignment. Themating faces of the gearbox and tailshaft must be checked for alignment,they must be parallel and concentric to within 0.005” (0.127mm).

ALIGNMENT Fig. 3bAlignment must be checked for parallel (A) and concentric (B)misalignment using a set of feeler gauges.To obtain accurate alignment the flexible mountings must be adjusteduntil alignment is attained, and the mountings must be locked in position.Once mounts are tightened, alignment must be re-checked. Coupling cannow be fitted in accordance with instructions supplied with coupling.

WARNING (1) Do not set the engine feet high up the flexible mount pillar stud. This will cause excessive enginemovement and vibration. Pack under the flexible mount with steel shims securely bolted into the enginebearer.(2) The pillar stud on the flexible mount is secured into position by the lower locknut, do not forget totighten this. Also ensure that the stud is not screwed too far through the mounting body so that itcan touch the mounting bearer. This will cause vibration and knocking noises which are veryhard to find!

Exhausts (a) A correctly installed engine as described in this handbook will meet the exhaust emission

requirements of Directive 2003/44/EC amending the Recreational Craft Directive 94/25/EC.

(b) For compliance with exhaust emissions requirements, engines must have correctly installedexhaust systems. To ensure exhaust emissions are kept within permissible limits it is mostimportant to reduce exhaust back pressure to a minimum, whilst ensuring exhaust isadequately muffled. Back pressure increases as exhaust length increases and from bends inthe exhaust system. The exhaust back pressure, measured with the exhaust system connectedand the engine running at full speed, must not exceed 80mmHg (3.1 inches Hg / 42 inchesWG). The correct measuring point is at the position where the exhaust connects to the exhaustmanifold. That is before the water injection elbow or dry exhaust bellows.

Wet Exhaust hose should be matched to the following injection bend sizes.

BF2803 BV3300 BV3800

Standard 60mm 60mm 60mm

25

Typical Yacht Installation

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

300mm minimum Normal sea water level

Allow at least 10% of propeller diameter for tip clearance to hull

If a rope cutter is fitted, allow approximately ½” formovement of engine, see manufacturer’s literature

WARNING: Fig. 3c(1) One of the most common problems with engine installation is water entering the exhaust

manifold from the exhaust system by syphoning. This can occur when the point of waterinjection (X) on the engine is close to or below the water line. Water entering the pistonscan cause bent con rods, emulsified engine oil and a wrecked fuel pump! Its bestavoided!

(2) The diagram shows a typical installation. It is essential that the small black rubber hoseconnecting the heat exchanger with the injection bend is removed and replaced by ahose marked ‘a’. This must be of sufficient length to supply either a T piece or an anti-syphon valve sited at least 300mm (12 inches) above the water line and on the centreline of the boat. The pipe then returns to the injection bend and the sea water ispumped down the exhaust pipe.

(3) The exhaust back pressure should not exceed 3.1 inches of Hg.

DRY EXHAUST SYSTEMThe exhaust system installed in a canal boat or work boat with a dry exhaust should be 2"minimum ID. The engine is fitted with a 2" BSP male connector when a dry exhaust system isspecified. A flexible exhaust bellows and dry exhaust silencer should be used. It is up to theinstaller to work out his own pipe run but care should be taken as follows:1. Ensure that rain water cannot enter the

exhaust port and run back down the system,flooding the silencer and eventually the engine (Fig.3d)

2. The system should be lagged if there is anydanger of the crew getting near it.

3. A dry exhaust system will give offconsiderable heat and suitable ventilation must be provided.

4. The exhaust back pressure should not exceed 3.1 inches of Hg.

Fig. 3d

26

Fig. 3e1. The mechanical fuel lift pump is fitted to all engines as standard, but if a suction head of 0.25m isrequired then an electric fuel lift pump must be fitted (ask your dealer or Beta Marine).2. It is very important that the excess fuel from the injectors is fed back to the fuel tank and not back toany point on the supply line. This will help prevent air getting into the system.3. Fuel pipe sizes are: Supply (mm) Leak off (mm)

8 84. Any fuel leaks in the system are likely to cause poor starting and erratic running and must becorrected immediately.5. A fuel/water separator must be installed.6. The fuel return (leak off) pipe must loop down to be level with the bottom of the tank before it entersthe top of the tank - see 12. This prevents fuel ‘drain down’.7. Fuel lines and hoses must be secured and separated or protected from any source of significant heat.The filling, storage, venting and fuel supply arrangements and installations must be designed andinstalled so as to minimise the risk of fire and explosion. Flexible fuel hoses connecting the engine tofuel tank supply and return lines must meet the requirements set in standard ISO 7840:1995/A1:2000and as required by your surveyor / authority.

SEAWATER INLET SYSTEM (Heat exchanger cooled engines)Your engine is fitted with a gear driven sea water pump which sucks in seawater or raw water to cool theclosed circuit system via the heat exchanger. Fig. 3f1. It is very important that the seawater inlet shouldhave a strainer system either built into the sea cockor a high level system with visual inspection glass,as shown, mounted just above the water line.2. The inlet sea cock and pipe work to the sea waterpump should be 25mm ID or 1” minimum.3. Good access to the inlet sea cock is essential sothat plastic bags or seaweed trapped in the intakecan be poked out!4. All pipe work should have approved marine gradestainless steel hose clips. Any loose clamps or badconnections can cause flooding and sinking thevessel.5. If water is required for stern tube lubrication then this should be taken from a ‘T’ piece in the pipegoing from the heat exchanger outlet to the water injection bend.6. Scoop type water pickups should never be used, as water will be forced through the pump and intothe exhaust system whilst the vessel is in motion. This is very dangerous as the exhaust will eventuallyfill and raw water will back up into the engine through the exhaust valve. Catastrophic failure will resultas soon as the engine is restarted.Note: The maximum lift of the sea water pump is 2m

27

Keel cooled1. The supply pipe to the keel cooler should be 32mm bore and the return 32mm bore (28mm supply &34mm return on BF2803).2. The tank size should have a surface area (x) exposed to the sea water or canal water of (0.25 x thebhp of the engine) = sq ft of cooling area required. For canal boats this should be adequately baffled anda vent provided to expel any air. The supply (hot water) goes in at the top of the tank and the returncomes out of the bottom. Also refer to cooling tank notes on page 10.

(1) Baffle continuously welded to outerskin and close fitting on inner skin.(2) The tank should be thin in section toallow good mixing of the water over thecool outer surface.(3) Air bleed valves should be fitted both ends.

CALORIFIER SYSTEM Fig. 3g (All BF2803)All Beta engines can be fitted with the engine tappings to allow thehot water from the closed fresh water/antifreeze system to circulatethrough a calorifier tank which in turn heats up domestic water.Calorifier tappings on this range of engine are shown below.1. The big problem with a calorifier is to remove all the air from thesystem. If this is not achieved then they don’t work!2. Try and keep the supply (b) and return pipes (a) either horizontalor sloping down in a continuous fall. This avoids air pockets beingcreated.3. Extra care must be taken when first filling the calorifier circuitsystem with 50% antifreeze to water solution as the engine mayappear to be full but it soon disappears into the calorifier pipe work.Run the engine off load for 10 minutes then check the level asdescribed in ‘Filling The Fresh Water System’.Also check to see if the pipe going to the calorifier is getting warmafter 15 minutes. Top up the water level as required and run foranother 10 minutes then repeat.

4. If the water level is steady but no warm water is getting to thecalorifier then very carefully open the calorifier bleed valve (seemanufacturers instructions) or if none is provided then very carefully Fig. 3h (BF2803 H/E)loosen the jubilee clip securing the supply pipe to the calorifier. Air should escape. Refasten securely when no further bubbles are seen.

CAUTIONDo not do this when the engine is hot as scalding hot water may be forced out of the pipe underpressure. Fig. 3i (BF2803 K/C)

b

a

b

Fig. 3j (BV3300 & BV3800 H/E) Fig. 3k (BV3300 & BV3800 K/C)

28

ELECTRICAL INSTALLATIONSBeta has 4 panel options: 2a

2ab’D’ or 2ab’V’ or 2ab’V’W2b& 2c’D’

The engine harness is common to all.

1. These panels must not be installed where sea water spray can get at them. A suitable flap or covermust be fitted.

2. Panels must be fitted in a location where the helmsman can either see or hear the alarm system.

3. For standard wiring diagrams see following pages.

4. Extension looms longer than 3m (10 feet): As an option, Beta can provide various lengths ofextension looms for runs of over 3m, but this kit includes a start relay to overcome the voltage drop.(See drawing 300-58520)

5. All electrical equipment must be protected from sea water. Sea water or rust in the starter willinvalidate warranty. Care must be taken when pushing the two halves of the plug together to ensurethat individual pins do not push out. To prevent corrosion and assist in assembly we recommend thatthe plug is packed with petroleum jelly (Vaseline) and then carefully pushed together. The plastic bootsshould cover both halves and overlap. A cable tie is then put round to hold the two halves in positionand help prevent any ingression of water.

6. All cables must be adequately clipped and protected from abrasion.

7. Electrical systems shall be designed and installed so as to ensure proper operation of the craft undernormal conditions of use and shall be such as to minimise risk of fire and electric shock.

8. Attention shall be paid to the provision of overload and short-circuit protection of all circuits, exceptengine starting circuits, supplied from batteries.

9. Ventilation shall be provided to prevent the accumulation of gases, which might be emitted frombatteries. Batteries shall be firmly secured and protected from ingress of water

APPENDICES

Wiring diagrams & General Arrangements1. Typical starter motor ratings Page 292. Suggested engine starter battery size Page 293. Keyswitch terminations Page 294. Standard engine harness H/E (65 Amp) 200-05451 Page 305. Standard engine harness H/E (100 Amp) 200-06015 Page 316. Standard engine harness K/C 200-05442 Page 327. Diagram of 2a panel & cut-out 200-06516 Page 33 & 348. Diagram of 2ab’d’ panel & cut-out 200-06517 Page 35 & 369. Diagram of 2ab’V’ panel & cut-out 200-06519 Page 37 & 3810. Diagram of 2ab’V’W panel & cut-out 200-06333 Page 39 & 4011. Diagram of 2b panel & cut-out 200-06520 Page 41 & 4212. Diagram of 2c’d’ deluxe panel & cut-out 200-06518 Page 43 & 4413. Diagram of domestic extension harness 200-04588 Page 4514. Diagram of domestic charge sub loom (K/C) 200-01197 Page 4615. GA of BF2803 K/C –PRM260 100-05714 Page 4716. GA of BF2803 H/E –ZF25H 100-01423 Page 4817. GA of BV33/3800 K/C –PRM260 100-06201 Page 4918. GA of BV33/3800 H/E –PRM260 100-06202 Page 5019. Split charge relay wiring (machine sensed alt.) 300-62210 Page 5120. Split charge relay wiring (battery sensed alt.) 300-62220 Page 5221. Starter booster relay diagram 300-58520 Page 5322. 100 Amp alternator information (H/E only) 200-05466 Page 5423. Beta Controller information (H/E only) Page 5524. Wiring 100 Amp & Controller (H/E only) 100-05470 Page 5725. Declaration of Conformity for Recreational Craft Page 58 & 5926. Maintenance record and service items Page 60

29

TYPICAL STARTER MOTOR RATINGS:-Starters used in Kubota engines have the following standard capacities

Engine Starter capacity (kW)BF2803 1.4BV3300 2.5BV3800 2.5

SUGGESTED ENGINE STARTER BATTERY SIZE:Engine Typical Battery Capacity (Ah)

at a 20hr RateTypical C.C.A. (A)

Cold Cranking AmperageBF2803 100 ~120 580 ~ 670BV3300 150 ~ 180 1,050 ~ 1,200BV3800 150 ~ 180 1,050 ~ 1,200

1. Keyswitch terminationsThe standard panel keyswitch can be used to tap off a switched positive ignition feed topower additional gauges. In this way these gauges will only be live whilst the engine isrunning, the engine is starting or the heaters are being used.

For silver keyswitches, the terminal to achieve this ignition switched positive is marked ‘AC’.

For black keyswitches, the terminal to achieve this ignition switched positive is marked ‘15/54’.

For panels without any keyswitch, gauges can be driven from the 1mm2 brown wire, whichterminates at the 11 way connector terminal 4. This is a low power switched positive, anyadditional power required from this connection must be fed through a relay, as noted below.

Note: these keyswitch terminals are rated at 10 amps maximum, since they are alreadyutilised for panel and alternator feeds Beta Marine recommends any additionalrequirements from these terminals must be fed through a relay. This relay should then beconnected to it’s own fused positive supply directly from the engine battery. Betadrawing 202-06421 illustrating the wiring of a typical electric fuel lift pump with ignitionswitched relay can be supplied upon request.

01

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200-

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TL:

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150.

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0

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195.

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10.0

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130.

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(IN

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TEL:

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8

All goods are offered and supplied in accordance with our 'General Terms of Tender Sale'. 1

TIME

VOLTS

A.MODERED L.E.D

AMPS

B.MODEORANGE L.E.D

C.MODEGREEN L.E.D

BETA CONTROLLERSEA SPEC ENGINES

The BETA CONTROLLER is an integrated battery charging external regulator. Itis designed to be used with Beta’s 70 and 100amp Iskra alternators.The system utilises a three stage charging characteristic which optimises the rapidcharge of battery systems.The first stage (A mode) is a boost charge, which is indicated by the indicator LEDshowing red.The second stage (B mode) is where the voltage is kept at a high level and wherethe current is between 10% and 95% of the nominal alternator current, the LEDshows orange.The third and last stage (C mode) is intended for maintenance of battery voltageonly. When the alternator current is under a predetermined value for a time greaterthan 2 minutes, the regulating mode is changed from B to C mode.The system automatically adjusts the charge mode to suit the load and is set in ourworks for conventional lead-acid batteries. It can easily be re-set for deep cycle orgel batteries. A more detailed specification can be obtained from BETA MARINE.

INSTALLATION

The Beta Controller has been designedfor mounting off the engine in a locationaway from vibration, water andcondensation. Ideally as there is acharge mode status LED, the unit shouldbe positioned to allow for inspection ofcharge operating condition.

All goods are offered and supplied in accordance with our 'General Terms of Tender Sale'. 2

Maintenance-free Batteries and deep-cycle Batteries

60

Gell Batteries

60

Conventional Batteries

-20

12

200 40

Volt

14

13

16

15

15

13

-20

12

14

200 40

Volt

16

1 - OFF2 - ON

°C

DIP-switchpositions

U2

U1

1 - ON2 - OFF

°CU2

U1

DIP-switchpositions

60-20

13

12

200 40

15

14

Volt

16

U1

1 - OFF2 - OFF

U2

°C

DIP-switchpositions

DIP-switch

LED

The graphs below illustrate charging voltages for different battery types.

Cover removal for resetting of DIP switches

U1 = Mode B (Orange lamp)

U2 = Mode C (Green lamp)

Note: ensure all batteries are switched off, controller is disconnected from wiring before removing any covers.

Voltage setting for battery charge is done through thetwo DIP switches inside the controller. Remove thecover by removing the top four screws and looseningthe bottom four. This cover is sealed on to preventwater ingress, this seal must be broken for coverremoval.Set the dip switches to the required settings as illustrated on the charts opposite.Re-seal controller with silicon sealant or equivalentafter setting switches.

As standard the controllers are supplied to Beta Marineto suit lead acid batteries.

If in doubt on battery type check with battery supplierbefore fitting controller. Beta Marine are notresponsible for incorrect switch setting for eachinstallation.

THIS CONTROLLER SHOULD NOT BE MOUNTED ONTO THE ENGINE BODY.

APP

END

ICES

26. M

AIN

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AN

CE

REC

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s fit

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re to

o. W

rite

full

num

bers

for a

dditi

onal

driv

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ts.

Item

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eta

P/N

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filte

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211-

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men

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best

ack

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ring

(H/E

onl

y)20

9-00

814

Flex

ible

mou

nt 5

5 sh

ore

213-

9697

0/01

Beta Marine LimitedDavy Way, Waterwells, Quedgeley, Gloucester GL2 2AD, U.K.

Tel: 01452 723492Fax: 01452 883742

www.betamarine.co.ukTechnical Spares email: spares@betamarine.co.ukTechnical Warranty email: adrian@betamarine.co.uk

Keel Cooled 10 to 90bhp Beta Marine Generating Sets 3.7 to 40kVA

Beta Marine Generating Sets 30 to 900kVA

Sail Drives 13.5 to 50bhp

Heat Exchanger Cooled 10 to 90bhp

Ref: 1680

ww

w.m

ono-

stud

io.c

o.uk