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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 Range43 and 50 bhp
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CONTENTS
Introduction
Engine identification 2
Initial receipt of the engine 2
Engine storage 2
Safety precautions 3
Technical specifications 4
Section 1: Guidelines for operation of the engine
Important checks prior to initial use 5
Initial start-up and bleeding the fuel system 5
Starting / stopping 5
Section 2: Maintenance and service guidelines
Maintenance schedule 6
Lubrication –checking and changing oil 7
Fuel system - pumps, filter, fuel/water separator 8
Cooling – fresh water system 9
Sea water pump, heat exchanger 10
Belt tensioning 11
Air filter 11
Electrical 12
Laying up – winterising 12
Troubleshooting 13
Torque settings 22
Section 3: Installation guidelines
Engine mounting 23
Alignment - drives, flanges, flexible drives 23
Exhausts & mounting exhausts 23
Fuel supply 25
Cooling –sea water inlet system 25
Calorifier system 26
Electrical and installations 26
Appendices –wiring diagrams and general arrangements 27
Component identification at rear of manual 54
Maintenance record 54
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OPERATION AND MAINTENANCE MANUAL FOR THE FOLLOWING BETA MARINE ENGINES BASED ON KUBOTA SUPER 3 SERIES
BV1903, BV2203
This 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 MARINE LIMITEDor 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 donot guarantee the same results will be obtained elsewhere underdifferent conditions.
ENGINE IDENTIFICATION
NOTE: In all communications with the distributor or Beta Marine,the engine number, type, and W.O.C. number must be quoted.
BV1903, BV2203
The engine serial number is stamped above starter motor on theport side of the engine, and is shown on the rocker cover label.
INITIAL RECEIPT OF THE ENGINE
A full inspection of the engine must be made immediately ondelivery to confirm that there is no damage. If there is any damage then write this clearly on thedelivery note and inform your dealer or Beta Marine within 24 hours.
ENGINE STORAGE
The engine must be stored in a dry, frost free area and this is best done in its packing case. Ifstorage is to be more than six months then the engine must be inhibited (contact your dealer orBeta Marine). Failure to inhibit the engine may result in the formation of rust in the injectionsystem and the engine bores, this could invalidate the warranty.
XE5567
BV1903
K12345
43bhp 2800rpm
A. Keep the engine, gearbosurrounding area clean, area immediately below
B. Drives - Power Take Off
i). Gearbox Output Flange The purpose of a marine diengine is to provide motivea vessel. Accordingly the gshaft rotates at between 28rev/min. This flange is desicoupled to a propeller shafand steps must be taken toadequate guarding.
ii). Forward End DriveEngines are supplied with ubelt drives to power the freand battery charging alterninstaller must ensure that itfor injury to occur by allowito this area of the engine. Trun at high speed and can personnel or clothing comethe belts or pulleys, when trunning.
iii).Power Take Off Shaft (EnginOption)Shaft extensions are availaand rotate at between 850 rev/min. If contact is made when the engine is runningoccur.
C Exhaust OutletDiesel marine propulsion eexhaust gases at very higharound 400-500°C. Enginewith either wet exhaust outinjection bend) or dry outlestub) - see option list. At ththe heat exchanger/headerexhaust outlet can becometouched, can injure. This mavoided by ensuring adequis the responsibility of the inexhaust system if a dry sysExhaust gases are harmfulinstaller must therefore enslines are led overboard andthe vessel does not occur.
D Fuel
i). Fuel LinesDiesel engines are equippepressure fuel injection pumoccur, or if pipes fracture, fpressure can harm personnthoroughly cleaned in the ewith diesel fuel.
SAFETY PRECAUTIONS!
3
x andincluding thethe engine
Areas
esel propulsion power to propelearbox output0 and 2400gned to bet by the installer ensure
nguarded veesh water pumpator. The is not possibleng accessibilityhe three pulleys
cause injury if in contact withhe engine is
e Mounted
ble as an optionand 3600with this shaft, injury can
ngines emit temperatures -s are suppliedlet (watert (dry exhauste outlet next to tank, the very hot and ifust be lagged orate guarding. Itstaller to lag the
tem is used. if ingested, theure that exhaust that leakage in
d with highps, if leakagesuel at a highel. Skin must bevent of contact
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.
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TECHNICAL SPECIFICATIONS (Standard Engines)Standard Engines BD1703 BV1903 BV2203Standard Engines BV1903 BV2203Cylinder 4 4
Bore (mm) 80 87
Stroke (mm) 92.4
Displacement (cc) 1857 2197
Combustion 3 Vortex
Cooling Water
Starter voltage (V) 12
Starter output (kW) 1.4
Alternator output (Amps) 65 (standard)
Glow plug resistance (each) 1 Ω
Engine speed (RPM) 2,800
Power output ISO3046 (BHP) 43 50
Declared power ISO8665 (kW) 31.0 36.1
Compression Ratio 23.0:1
Fuel timing BTDC 18°
Capacity of standard sump (litres) 9.5
Capacity of shallow sump (litres) 7
Nett dry weight with std gearbox (kg) 270 300
Fuel Diesel fuel oil No.2D
Coolant 33%-50% (max) antifreeze / water
Approx Coolant capacity H/E (litres) 7.4
Min. recommended battery capacity 12V, 120Ah(600CCA 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 1IMPORTANT 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. Ensure battery is fully charged and connected (the isolator is in the 'ON' position).4. 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 to ensure that the remote control cable isadjusted so that the selector lever on the gearbox moves FULL travel and brought “hard up” against its end stop inboth directions. Failure to achieve the correct adjustment will reduce efficiencyof the clutch and may cause slippage at low revs. Warranty will not be acceptedon gearboxes returned in the warranty period for failure due to incorrectadjustment.
5. Ensure engine is out of gear with 1/3 throttle - see single lever control instructionmanual.
6. Open the fuel stopcock and bleed the fuel water separator of air as shown inmanufacturers literature.
7. Fuel should now be at the fuel lift pump, see diagram 1a, open the sea cock
INITIAL STARTUP AND BLEEDING THE SYSTEM(a) Open fuel bleed screw on fuel filter assembly by 11/2 turns. See diagrams 1a & 1b.(b) Move hand priming lever on fuel lift pump up and down 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).
Note the engine may have to be turned over with the starter for a few secondsbefore it fires. Do not run the starter for more than 20 seconds. If the enginehas not started after 20 seconds then disengage the starter and continue tohand prime for a further 30 seconds, then repeat.
(f) If engine does not start after 3 attempts then allow 5 minutes for the starter tocool down before repeating (a) to (e). Note: The starter windings can 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 (BETA PANELS WITH SILVER KEYSWITCH, FOR KEYLESS SEE PAGE20)
With the engine out of gear, set speed control lever to 1/3 throttle. Turn key anti-clockwise toHEAT* (A) position and hold for ten seconds, turn key clockwise to RUN (C) position. At this stagethe instrument panel should illuminate, an alarm buzzer will sound and two (or three*) redwarning lights will illuminate:
STARTER BATTERY CHARGEDOMESTIC BATTERY CHARGE (D in battery symbol -2AB'D' & 2C'D' PANELS ONLY)*(Note: this will only illuminate if 2nd alternator is fitted)OIL PRESSURE and green POWER ON / RUN LIGHT (this will stay on)
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 RUN position.Ensure alarm buzzer is not sounding and that warning lights are extinguished. If one or both of thealternator warning lights are still on, then increase engine speed to excite the alternator - then return toidle. The battery charge lights should then go out. The run light will remain on (green lamp).
Check for sea water flow. If no flow then SWITCH OFF IMMEDIATELY AND CHECK SEA WATER SYSTEM.
Diagram 1a
Diagram 1b
GLOFF
ON
ST
AB
C
D
6
SECTION 2MAINTENANCE SCHEDULEDaily or Every 8 Hours Running• 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 Hours Running• Change gearbox lubricant (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 ineach case. If the lower nuts are found to be very loose, then the alignment of the shaft to the gearbox halfcoupling should be re-checked. Poor alignment due to loose flexible mount nuts will cause excessive vibrationand knocking.
• Check the belt tension on any second alternators fitted and adjust –see page 11• 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 tubestack. Tighten end cap bolt if required.• Drain off any water in fuel/water separator.
Every 150 Hours• If shallow sump (option) is fitted, change engine lubricating oil and filter.
Every Year -or every 250 Hours 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 some environments this may be six monthly or less.• Remove heat exchanger tube stack, by undoing the bolt each end of the tube stack. Remove end cover, pull out
tube stack and clean. Replace rubber ‘O’ rings and re-assemble. Immediately engine is started check for leaks.
STOPPINGEvery propulsion engine is fitted with a stop solenoid which is energised to stop. To stop engine simply press stop pushbutton, 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.Do not turn the key to the off position when the engine is running. This will damage the alternator.
*WARNINGDo not leave the key in ‘HEAT’ position for more than 15 seconds - this will damage the heater plugs and eventuallylead to poor starting.Do not depress stop button for more than 10 seconds as this will lead to overheating and failure of the solenoid.
Notes for all panel types:Do not depress the stop button for more than ten seconds as this will lead tooverheating and failure of the solenoid.
This range of engines are equipped with a mechanical stop lever in the event ofelectrical system failure. This lever is located on the starboard side of the engineabove the speed control lever. See illustration right:
SpeedLever
StopLever
7
• Spray the key switch with WD40 or equivalent to lubricate the barrel.• Check that all external nuts, bolts and fastenings are tight. See table for torque values.• Check ball joint nyloc nuts for tightness on both gearbox and speed control levers. Grease both fittings all over.
Every 750 Hours• Change air cleaner element.• Change fuel filter.• Change antifreeze.• Change gearbox oil.• Check electrical equipment, condition of hoses and belts, replace as necessary.
LUBRICATION
Engine oilEngine oil should be MIL-L-2104C or have properties of API classification CC/CD/CE grades. The following tablegives grades of oil required for various ambient temperatures.
AMBIENT TEMP SINGLE GRADE MULTI GRADE-30°C TO 0°C SAE 10W S AE 10W/30
-15°C TO +15°C SAE 20W SAE 15W/400°C TO +30°C SAE 30 SAE 15W/40
25°C AND ABOVE SAE 30 SAE 15W/40
Note: A good quality 15W/40 multigrade oil as used in most diesel car engines will meet these requirements. Do not use ‘Turbo Diesel Oil’ or additives.
CHECKING ENGINE OIL LEVELFor quantities of oil required see section marked ‘Technical Specification’, Page 4When checking the engine oil level, do so before starting, or more than fiveminutes 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 the oil level lies between the two notches.2. If the level is too low, add new oil to the specified level - Do not overfill
IMPORTANTWhen using an oil of different make or viscosity from the previous one, drain oldoil. Never mix two different types of oil. Engine oil should be changed after first50 hours running time and then every year or every 250 hours if sooner. Oilfilter is a cartridge type mounted on the starboard side of the engine.
CHANGING ENGINE OIL
(1) 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 theend of the pump, turn the tap to ‘on’. Use the hand pump as shown to pumpout the oil into a bucket. Turn the tap to off position and replace end cap. Seediagram 2c.
(3) Unscrew the oil filter and replace with a new one. See diagram 2d.
Note: It is best to have a plastic bag wrapped round the filter to catch any oilleft in the system. (Always keep your bilges clean!) Before screwing in the newfilter spread a thin film of oil round the rubber gasket to ensure a good sealand screw in – hand tight.
(4) Fill the engine with new oil as described on the previous page.
(5) Run the engine and check for oil leaks.
Fig. 2b
Fig. 2a
Oil goesin here
Dipstick
Fig. 2c
SumpPump
End Cap
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CHECKING GEARBOX OIL LEVEL
(1) The gearbox is fitted with a dipstick and oil filler plug, see fig 2e.
(2) Each engine is supplied with a gearbox operators manual which specifiesthe type of lubricating oil to be used, the capacity and frequency ofchanging of the oil.
(3) New engines are normally supplied with the gearbox topped up withlubricant but Check the level before starting the engine for the first time.
(4) The oil can be changed via the drain plug at the bottom of the box orsucked out with a hand pump via the filler plug.
(5) A guide to the type of oil to be used is as follows:
Gearbox Lubricant Capacity (approx)ZF12M Use ATF 0.55 litresZF15M Use ATF 0.55 litresZF25M Use ATF 0.75 litresZF25H Use ATF 2.00 litresZF25H’A’ Use ATF 1.80 litresTMC60M Use ATF 0.80 litresTMC260M Use ATF 1.20 litresPRM150 Use Engine Oil 15W40 1.4 litresPRM260 Use Engine Oil 15W40 1.5 litres
Note: ATF is Automatic Transmission Fluid
FUEL SYSTEM (see page 24 for a typical installation)
IMPORTANT
• Always fit a fuel/water separator in the fuel supply system. Water in the fuel can seriously damage the injectionsystem.
• 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 morereliable 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 injectionpump.
• 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 beforenext engine start.
• The fuel lift pump will only lift fuel through 0.25 metres. If this is insufficient then an electric fuel lift pump mustbe fitted. Drawing 202-06421, illustrating recommended wiring for this pump can be supplied upon request.
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 or every 2 years. See fig. 2g.
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. 2g
Fig 2d - oil filter removal
Oil fillerplug
Fig 2e
HEATING EXCHANGER COOLEDFresh water circulates through the engine and on to a heatexchanger where it is cooled by sea water which is pumpedthrough the cooling tubes. The sea water is then injected intothe exhaust system (see diagram).
FILLING THE FRESHWATER SYSTEM
New engines are supplied with the freshwater drained off. Thefollowing instructions must be followed to fill the system.
(a) Mix up in a clean bucket a 33 to 50% anti-freeze tofreshwater solution (see page 10). For the volume requiredsee technical specification page 4.
(b) Check that the drain tap or plug is turned off. (see fig 2l)
(c) Fill engine with freshwater/anti freeze solution through the topof the heat exchanger or header tank with the filler capremoved. (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 a clockwisedirection.
(e) Run the engine for 5 minutes on no load (out of gear) andcheck coolant level. Top up as necessary.
(f) Check system for leaks.
(g) If a calorifier is fitted care must be taken to see that this is alsofull of coolant and all the air is expelled. (See calorifier fittingnotes under Section 3).
(h) Run the engine on one third load for 15 minutes, preferably with the boattied up. As the system warms up coolant may be expelled from theoverflow pipe into the bilge. Stop the engine and allow the engine to cooldown before removing the pressure cap and top up the coolant to 1” belowthe filler neck.
IMPORTANTRemoval of the pressure cap when the engine is hot can cause severe injuryfrom scalding hot water under pressure. Always allow the engine to cool andthen use a large cloth when turning the cap anti-clockwise to the stop. Thisallows the pressure to be released. Press firmly down on the cap and continueto turn anticlockwise to release the cap.
(i) Repeat (h) if coolant level is more than 1 inch below the base of the fillerneck when the engine has cooled 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 fresh water system, ensure the engine has cooled sufficiently to prevent scalding from hotpressurised water. Prior to draining a cold engine, remove the filler cap from the header tank and then open thewater drain tap. This allows the water to drain freely from the system.
Heat Exchanger Cooled
9
Fig. 2m
DrainTap
Fig. 2l
10
Yachts and Launches with Heat Exchanger CoolingIt is essential that a 33% to 50% anti-freeze/water mixture is used. This not only stops freezing up in winter, but itprevents overheating and corrosion.The warranty is invalid unless the correct ratio is used.Concentration of ethylene should not exceed 50%.
The anti-freeze in the fresh water system enables the boiling point of water to rise to 124°C with a 13 psi pressurecap fitted. The water temperature alarm switch will however be activated at 95° to 100°C. If no anti-freeze or a veryweak solution is used, then the water temperature switch may not be activated before coolant is lost.
SEA WATER PUMP AND COOLING SYSTEM(Heat exchanger-cooled engines)
CAUTION
Before working on the sea water system ensure that the sea cock is in the offposition.
(1) It is very important that the correct sea water flow is maintained to cool theclosed circuit system of the engine. The key component in this system is the seawater pump impeller. This should be checked every year by removing thecircular plate (see fig. 2h).
(2) Withdraw the rubber impeller from its drive shaft as shown. See diagram 2i.
(3) Check impeller for cracks in the rubber, excessive wear or lost vanes. Replacewith a new impeller as necessary.
Note: If any pieces of rubber impeller are missing then they must be found as theyare most likely to be trapped in the entrance to the heat exchanger cooling stack. See‘Cleaning Tube Stack’.
CLEANING THE HEAT EXCHANGER TUBE STACK AND REPLACINGWASTING ZINC ANODE
(1) The wasting zinc anode should be checked every six months and replaced every yearor as necessary. The anode is attached to the bolt inserted in the end cap of the heatexchanger. See Fig 2j. On most engines this is on the aft end.
(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 andinto the tube stack. This should be removed and cleaned. See fig. 2k.
(5) Drain off coolant into a bucket.
(6) Unscrew the 2 end cap retaining bolts (one each end of the tube stack). Removethe ‘O’ rings and pull out tube stack. Clean tube stack and end caps.
(7) Re-assemble using new ‘O’ rings. Do not overtighten end cap bolts and makesure the tube stack is the right way round.
(8) Re-fill engine with water/anti-freeze solution and run engine up to temperatureto check for leaks.
Fig. 2h
Fig. 2I
Fig. 2j
Fig. 2k
ZincAnode
11
BELT TENSION
65 AMP ALTERNATOR (Heat Exchanger Cooled)
WARNING
Belt tension must only be checked with the engine switched off.
(1) On heat exchanger cooled engines a single 65 amp is fitted as standard.This alternator is adjusted as follows.
(2) The belt tension is adjusted by swinging the alternator outboard as itpivots on its support bolts.
(3) With the engine stopped, loosen the support bolts and the link adjustingbolt.
(4) Push alternator outboard to tension and tighten link bolt. Check that thedepression of the belt at position shown is approximately 1/2” or 12 mmwhen pushed down firmly by thumb. Tighten support bolts.
(5) Belt tension should be regularly checked especially during the first 20hours of running in a new belt, as stretching occurs.
100 Amp alternator (option):The same method applies as outlined above, but final tensioning must be byhand only. Over tensioning will cause premature failure of components.
AIR INTAKE FILTERThese engines are fitted with an air intake filter which should be checked every season and changed every 2 yearsor sooner if badly clogged. If badly clogged check more often
1 32
ADJUSTINGBOLTS
12
MAINTENANCE - ELECTRICAL
WARNING
Under no circumstances should the battery be disconnected or switched off when the engine is running. This willseriously damage the alternator
PANELS AND WIRINGSee installation notes, page 27.
General maintenance
(1) The panel must be protected from rain and sea water, see installation. Sea water entering the key switch willeventually cause corrosion and could result in the starter motor being permanently energised and burning out.Spray key switch every month with WD 40 or equivalent.
(2) Check batteries for acid level and top up if required. For low maintenance and ‘gel’ batteries see manufacturersinstructions.
(3) Loose spade terminal connections are the most common cause for electrical faults - check on a regular bases(see maintenance instructions).
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 in the spring. See section 2.
(b) The closed circuit system should contain a 30 to 50% solution of anti-freeze to water (this also applies to warmand tropical climates).
(c) For cold climates where the air or water temperatures can fall below 3°C, the sea water circuit must be protectedin 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 seencoming out of the exhaust outlet.
(iv) Shut engine off and reconnect the inlet pipe to the seacock.
The sea water or raw water circuit is now protected by anti-freeze.
(d) Ensure instrument panel is well protected and give the key switch a spray of WD 40 or equivalent.
(e) With the engine stopped, disconnect the battery (always disconnect the negative cable first and re-connect thenegative cable last) and take it ashore for trickle charging and top up as necessary. If AC power is available thenthis 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. Waterentering 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 pumpthan cold!
(b) to (f) should be followed as above.
13
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.
14
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
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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 be15 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 the 15 litre per minute minimum at 1,500 rpm, 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 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
ITEM Size x Pitch kgf.m ft.lbs N.m
Head Bolts M11 x 1.25 9.5 ~10.0 68.7~72.3 93.1~98.0
Bolts, Connecting Bolts M8 x 1.0 4.5~5.0 32.5~36.2 44.1~49.0
Bolts, Flywheel M12 x 1.25 10.0~11.0 72.3~79.5 98.0~107.8
Bolts 1, Bearing Case M9 x 1.25 4.7~5.2 34.0~37.6 46.1~50.9
Bolts 2, Bearing Case M10 x 1.25 7.0~7.5 50.6~54.2 68.6~73.5
Nozzle Holder Assembly M20 x 1.5 5.0~7.0 36.2~50.6 49.0~68.6
Caps Nuts, Head Cover M8 x 1.25 0.7~0.9 5.1~6.5 6.9~8.8
Glow Plugs M10~1.25 2.0~2.5 14.5~18.1 19.6~24.5
Oil Switch PT 1/8 1.5~2.0 10.8~14.5 14.7~19.6
Nuts, Rocker Arm Bracket M8 x 1.25 2.4~2.8 17.4~20.3 23.5~27.5
Bolts, Idle Gear Shaft M8 x 1.25 2.4~2.8 17.4~20.3 23.5~27.5
Nut, Crank Shaft M30 x 1.5 14.0~16.0 101.2~115.7 137.3~156.9
Nut, Injection Pipe M12 x 1.5 2.5~3.5 18.1~25.3 24.5~34.3
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SECTION 3INSTALLATION RECOMMENDATIONSThe installation details contained herewith are basic guidelines to assist installation, due to great diversity of marinecraft it is impossible to give definitive instructions. Therefore Beta Marine can accept no responsibility for any damageor injury incurred during the installation of a Beta Marine Engine whilst following 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 or vibrations in the livingquarters.
• Unless the engine is protected by a cover or its own enclosure, exposed moving or hot parts of the enginethat 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 not combustible.
ENGINE MOUNTINGTo ensure vibration free operation, the engine must be installed on substantialbeds, extending as far forward and aft as possible and well braced to form anintegral part of the hull.
The engine must be installed as low as possible on the flexible mount pillar stud.This will limit vibration and extend the life of the flexible mount. If necessary, fitspacer blocks below the mounts.
A flexible coupling should be fitted. Flexible couplings do not accommodate badalignment. The mating faces of the gearbox and tailshaft must be checked foralignment, they must be parallel and concentric to within 0.005” (0.127mm).
ALIGNMENTAlignment must be checked for parallel (A) and concentric (B) misalignment usinga set of feeler gauges.To obtain accurate alignment the flexible mountings must be adjusted untilalignment is attained, and the mountings must be locked in position.Once mounts are tightened, alignment must be re-checked. Coupling can now befitted in accordance with instructions supplied with coupling.
WARNING (1) Do not set the engine feet high up the flexible mount pillar stud. This will causeexcessive engine movement and vibration. Pack under the flexible mount withsteel shims securely bolted into the engine bearer.(2) The pillar stud on the flexible mount is secured into position by the lowerlocknut, do not forget to tighten this. Also ensure that the stud is not screwed too far through the mountingbody so that it can 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 installed exhaustsystems. To ensure exhaust emissions are kept within permissible limits it is most important to reduceexhaust back pressure to a minimum, whilst ensuring exhaust is adequately muffled. Back pressureincreases as exhaust length increases and from bends in the exhaust system. The exhaust back pressure,measured with the exhaust system connected and the engine running at full speed, must not exceed80mmHg (3.1inchesHg / 42 inches WG). The correct measuring point is at the position where the exhaustconnects to the exhaust manifold. That is before the water injection elbow or dry exhaust bellows.
Wet Exhaust hose should be matched to the following injection bend sizes.
BV1903 BV2203
Standard 50mm 50mm
High rise water injection bend SS 50mm 50mm
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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:
(1) One of the most common problems with engine installation is water entering the exhaustmanifold 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.
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1. 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. (See 7).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’. This can cause poor starting. (See 12).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.1. It is very important that the seawater inlet shouldhave a strainer system either built into the sea cock or ahigh level system with visual inspection glass, asshown, 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 so thatplastic bags or seaweed trapped in the intake can bepoked out!4. All pipe work should have approved marine gradestainless steel hose clips. Any loose clamps or badconnections can cause flooding and sinking the vessel.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
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CALORIFIER SYSTEMAll Beta engines can be fitted with the engine tappingsto allow the hot water from the closed freshwater/antifreeze system to circulate through a calorifiertank, which in turn heats up domestic water.
Calorifier tappings on this range of engine are shown.
1. The big problem with a calorifier is to remove all theair from the system. If this is not achieved then theydon’t work!
2. Try and keep the supply and return pipes eitherhorizontal or sloping down in a continuous fall towardsthe calorifier. This avoids air pockets being created.
3. Extra care must be taken when first filling thecalorifier circuit system with 50% antifreeze to watersolution as the engine may appear to be full but it soondisappears into the calorifier pipe work. Run the engineoff 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 warm. Top up the water level as requiredand run for another 10 minutes then repeat.
4. If the water level is steady but no warm water is getting to the calorifier then very carefully open thecalorifier bleed valve (see manufacturers instructions) or if none is provided then very carefully loosenthe jubilee clip securing the supply pipe to the calorifier. Air should escape. Refasten securely when nofurther bubbles are seen.
CAUTIONDo not do this when the engine is hot as scalding hot water may be forced out of the pipe underpressure.
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
27
APPENDICES
Wiring diagrams & General Arrangements1. Typical starter motor ratings Page 272. Suggested engine starter battery size Page 273. Keyswitch terminations Page 274. Standard engine harness (65 Amp) 200-05451 Page 285. Standard engine harness (100 Amp) 200-06015 Page 296. Diagram of 2a panel & cut-out 200-06516 Page 30 & 317. Diagram of 2ab’d’ panel & cut-out 200-06517 Page 32 & 338. Diagram of 2ab’V’ panel & cut-out 200-06519 Page 34 & 359. Diagram of 2ab’V’W panel & cut-out 200-06333 Page 36 & 3710. Diagram of 2b panel & cut-out 200-06520 Page 38 & 3911. Diagram of 2c’d’ deluxe panel & cut-out 200-06518 Page 40 & 4112. Diagram of domestic extension harness 200-04588 Page 4213. GA of BV19/2203 H/E –ZF12/15M 100-02011 Page 4314. GA of BV19/2203 H/E –TMC60M 100-05154 Page 4415. GA of BV19/2203 H/E –ZF25H 100-01333 Page 4516. GA of BV19/2203 H/E –PRM260 100-01351 Page 4617. Split charge relay wiring (65 Amp) 300-62210 Page 4718. Starter booster relay diagram 300-58520 Page 4819. 100 Amp alternator information 200-05466 Page 4920. Beta Controller information Page 5021. Wiring 100 Amp & Controller 100-05470 Page 5222. Declaration of Conformity for Recreational Craft Page 53 & 5423. Maintenance record and service items Page 55
TYPICAL STARTER MOTOR RATINGS:-Starters used in Kubota engines have the following standard capacities
Engine Starter capacity (kW)BV1903 1.4BV2203 1.4
SUGGESTED ENGINE STARTER BATTERY SIZE:Engine Typical Battery Capacity (AH)
at a 20hr RateTypical C.C.A. (A)
Cold Cranking AmperageBV1903 100 ~123 580 ~ 670BV2203 100 ~123 580 ~ 670
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
BE
TA M
ARIN
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TD,
ME
RR
ETT
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ILLS
,B
ATH
RO
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STE
R,
STR
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D, G
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5E
U
DO
NO
T S
CA
LED
IME
NS
ION
S IN
MM
(IN
CH
)
BE
TA M
AR
INE
TEL:
(014
53) 8
3528
2
FA
X: (
0145
3) 8
3528
4
RE
VD
ES
CR
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ON
NO
TES
AP
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DA
TED
RA
WN
DR
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BY
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V
NTS
A4
2 of
2
200-
0630
515
/11/
2004
2A P
AN
EL
TW LT
MA
TL:
00
10.0
010
.00
150.
00
10.0
0
10.0
0
90.0
0
5.00
140.
00
5.00
80.0
0
50.3
2AD
D 30
mm
FOR
WIR
ES
20.12 36
.68
01
BE
TA M
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TD,
ME
RR
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S M
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T S
CA
LED
IME
NS
ION
S IN
MM
(IN
CH
)
BE
TA M
AR
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TEL:
(014
53) 8
3528
2
FA
X: (
0145
3) 8
3528
4
RE
VD
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CR
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TED
RA
WN
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A4
2 of
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200-
0630
415
/11/
2004
2AB
PA
NE
L
TW LT
MA
TL:
01
10.0
010
.00
195.
00
10.0
0
10.0
0 180.
00
50.3
2AD
D 30
mm
FOR
WIR
ES
22.6
2
36.6
8
5.00
185.
00
5.00
170.
00
O 5
.00
THRU
01
BE
TA M
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S M
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,B
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D, G
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5E
U
DO
NO
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CA
LED
IME
NS
ION
S IN
MM
(IN
CH
)
BE
TA M
AR
INE
TEL:
(014
53) 8
3528
2
FA
X: (
0145
3) 8
3528
4
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VD
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CR
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200-
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23/1
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04
AB
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TW LT
MA
TL:
00
140.
0
10.0
180.
0
10.0
10.0
O 5
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HRU
5.0
5.0
170.
0
130.
0
20.0
20.0
22.6
50.3
ALLO
W 3
0mm
FOR
WIR
ES36
.7
01
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ME
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S M
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,B
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RO
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TH W
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STR
OU
D, G
LOS
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5E
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DO
NO
T S
CA
LED
IME
NS
ION
S IN
MM
(IN
CH
)
BE
TA M
AR
INE
TEL:
(014
53) 8
3528
2
FA
X: (
0145
3) 8
3528
4
RE
VD
ES
CR
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ON
NO
TES
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DA
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RA
WN
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2 of
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200-
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101
/12/
2004
AB
VW
WA
TER
PR
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F P
AN
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TW LT
MA
TL:
AS U
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ON K
1474
4
00
180.
00
10.0
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0.00
5.00
20.0
0
5.00
10.0
0
120.
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0.00
5.00
20.0
0
5.00
50.5
0AL
LOW
30m
m F
OR W
IRES
22.6
2
O 5
.00
THRU
01
BE
TA M
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TD,
ME
RR
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S M
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,B
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HE
STE
R,
STR
OU
D, G
LOS
. GL5
5E
U
DO
NO
T S
CA
LED
IME
NS
ION
S IN
MM
(IN
CH
)
BE
TA M
AR
INE
TEL:
(014
53) 8
3528
2
FA
X: (
0145
3) 8
3528
4
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VD
ES
CR
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RA
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NTS
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200-
0630
315
/11/
2004
2B P
AN
EL
TW LT
MA
TL:
00
210.
00
10.0
010
.00
10.0
0165.
00
5.00
200.
00
5.00
155.
00
50.3
2AL
LOW
30m
m F
OR W
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22.6
236
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OU
D, G
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. GL5
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U
DO
NO
T S
CA
LED
IME
NS
ION
S IN
MM
(IN
CH
)
BE
TA M
AR
INE
TEL:
(014
53) 8
3528
2
FA
X: (
0145
3) 8
3528
4
RE
VD
ES
CR
IPTI
ON
NO
TES
AP
P'D
DA
TED
RA
WN
DR
AW
N B
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KED
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SIZ
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DW
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NTS
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2 of
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200-
0630
615
/11/
2004
2C P
AN
EL
TW LT
MA
TL:
DE
LUXE
00
10.0
010
.00
298.
00
10.0
0166.
00
10.0
0
5.00
288.
00
5.00
156.
00
50.3
2AD
D 30
mm
FOR
WIR
ES
22.6
2
36.6
8
39
41
p Iskra alternators.stage charging characteristic which optimises the rapid
with Betais an integrated battery ch
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 arging external regulator. Itis designed to be used s 70 and 100amThe system utilises a threecharge 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.
42
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 isdisconnected 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 asillustrated 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
23. M
AIN
TEN
AN
CE
REC
OR
D
Dat
eS
ervi
ce c
arrie
d ou
t
SER
VIC
E IT
EMS
Ple
ase
com
plet
e th
e fo
llow
ing
from
new
whe
n co
mm
issi
onin
g th
e en
gine
,if
ther
e ar
e an
y ad
ditio
nal i
tem
s fit
ted
plea
se n
ote
thes
e he
re to
o. W
rite
full
num
bers
for a
dditi
onal
driv
ebel
ts.
Item
Bet
a P
/No
Sta
ndar
d 65
Am
p dr
iveb
elt
214-
9683
0O
ptio
nal 1
00 A
mp
driv
ebel
t 21
4-00
497
Oil
filte
r 21
1-70
510/
02Fu
el fi
lter
211-
6021
0A
ir fil
ter e
lem
ent
211-
6183
140
Am
p bl
ade
fuse
200-
0095
9Zi
nc w
astin
g an
ode
209-
6184
0Ja
bsco
sea
wat
er p
ump
impe
ller
207-
8080
0Ja
bsco
sea
wat
er p
ump
gask
et20
7-62
600
Jabs
co s
ea w
ater
pum
p se
rvic
e ki
t20
7-80
810
Tube
stac
k ni
trile
O ri
ng20
9-80
110
Flex
ible
mou
nt 4
5 sh
ore
(BV
1903
stan
dard
, (no
t if f
itted
with
PR
M26
0)21
3-85
900/
02Fl
exib
le m
ount
55
shor
e (A
ll B
V22
03&
BV
1903
– P
RM
260
only
)21
3-96
970/
01
Eng
ine
iden
tific
atio
nE
ngin
e se
rial n
umbe
rW
OC
num
ber
Dat
e of
pur
chas
eFi
rst o
pera
ted
Whe
re p
urch
ased
/Dis
tribu
tor
Beta Marine LimitedDavy Way, Waterwells, Quedgeley, Gloucester GL2 2AD, U.K.
Tel: 01452 723492Fax: 01452 883742
www.betamarine.co.ukTechnical Spares email: [email protected] Warranty email: [email protected]
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: 1660
ww
w.m
ono-
stud
io.c
o.uk
