Westerbeke 10TWO Manuale utente

TECHNICAL MANUAL

WESTERBEKE

1oTWO &

128-

TWO

MARINE DIESEL ENGINES

WMD 3 KW -

60

HERTZ

WMD 2.4 KW -

50

HERTZ

MARINE DIESEL GENERATORS

PUBLICATION #33403

EDITION TWO

JUNE,1993

j r-.v-

'WESTERBEKE

WESTERBEKE CORPORATION·MYLES STANDISH INDUSTRIAL PARK

j 150 JOHN HANCOCK ROAD, TAUNTON, MA 02780-7319 U.S.A.

• TEL: (508)823-7677· FAX: (508)884-9688 • WEBSITE: www.WESTERBEKE.COM

IMPORTANT

PRODUCT

SOFTWARE

NOTICE

Product

software

of

all

kinds,

such

as

brochures,

drawings,

technical

data,

operator's

and

workshop

manuals,

parts

lists

and

parts

price

lists,

and

other

information,

instructions

and

specifications

provided

from

sources

other

than

Westerbeke,

is

not

wi

thin

Westerbeke'

s

control

and,

accor-

dingly,

is

provided

to

Westerbeke

customers

only

as

a

cour-

tesy

and

service.

WESTERBEKE

CANNOT

BE

RESPONSIBLE

FOR

THE

CONTENT

OF

SUCH

SOFTWARE,

MAKES

NO

WARRANTIES

OR

REPRESENTATIONS

WITH

RESPECT THERETO, INCLUDING

THE

ACCURACY,

TIMELINESS

OR

COMPLETENESS

THEREOF,

AND

WILL

IN

NO

EVENT

BE

LIABLE

FOR

ANY

TYPE

OF

DAMAGES

OR

INJURY

INCURRED

IN

CONNECTION

WITH,

OR

ARISING

OUT

OF,

THE

FURNISHING

OR

USE

OF

SUCH

SOFTWARE.

For

example,

components

and

sub-assemblies

incorporated

in

Westerbeke's

products

and

supplied

by

others

(such

as

engine

blocks,

fuel

systems

and

components,

transmissions,

electri-

cal

components,

pumps

and

other

products)

are

generally

sup-

ported

by

their

manufacturers

wi

th

their

own

software,

and

Westerbeke

must

depend

on

such

software

for

the

design

of

Westerbeke's

own

product

software.

Such

software

may

be

out-

dated

and

no

longer

accurate.

Routine

changes

made

by

Westerbeke's

suppliers,

of

which

Westerbeke

rarely

has

notice

in

advance,

are

frequently

not

reflected

in

the

supplier's

software

until

after

such

changes

take

place.

Westerbeke

customers

should

also

keep

in

mind

the

time

span

between

printings

of

Westerbeke

product

software,

and

the

unavoidable

existence

of

earlier,

non-current

Westerbeke

software

editions

in

the

field.

Addi

tionally,

most

Westerbeke

products

include

customer-requested

special

features

that

frequently

do

not

include

complete

documen-

tation.

In

sum,

product

software

provided

wi

th

Westerbeke

products,

whether

from

Westerbeke

or

other

suppliers,

must

not

and

can-

not

be

relied

upon

exclusively

as

the

definitive

authority

on

the

respective

product.

It

not

only

makes

good

sense,

but

is

imperative

that

appropriate

representatives

of

Westerbeke

or

the

supplier

in

question

be

consulted

to

determine

the

accuracy

and

currency

of

the

product

software

being

consulted

by

the

customer.

SECTION

INDEX

GENERAL

Introduction Operation

Installation Maintenance

ENGINE OVERHAUL

OTHER OVERHAUL

Marine Engine Electrical System

Cooling System (External)

Transmissions

GENERATOR SETS

SERVICE BULLETINS

INTRODUCTION

IMPORTANT

THIS

MANUAL

IS

A

GENERAL

GUIDE

TO

THE

INSTALLATION, START-UP,

OPERATION

AND

MAINTENANCE

OF

YOUR

WESTERBEKE

MARINE

DIESEL ENGINE.

THE

INFORMATION

IT

CONTAINS

IS

VITAL

TO

THE

ENGINE

I S DEPENDABLE,

LONG

TERM

OPERATION.

READ

IT

KEEP

IT

IN A SAFE

DRY

PLACE

!

KEEP

IT

HANDY

FOR

REFERENCE

AT

ALL

TIMES

FAILURE

TO

DO

SO

WILL

INVITE SERIOUS

RISK,

NOT

ONLY

TO

YOUR

INVESTMENT

BUT

YOUR

SAFETY

AS

WELL.

UNDERSTANDING

THE

DIESEL

••••

The

diesel

engine

closely

resembles

the

gasoline

engine

inasmuch

as

the

mechanism

is

essentially

the

same.

Its

cylinders

are

arranged

above

its

closed

crankcase;

its

crankshaft

is

of

the

same

general

type

as

that

of

a

gasoline

engine;

it

has

the

same

sort

of

valves,

camshaft,

pistons,

connecting

rods,

lubricating

system

and

reverse

and

reduction

gear.

Therefore,

it

follows

to

a

great

extent

that

a

diesel

engine

requires

the

same

preventative

maintenance

as

that

which

any

intelli-

gent

operator

would

give

to

a

gasoline

engine.

The

most

important

factors

are

proper

maintenance

of

the

fuel,

lubr

icating

and

cooling

systems.

Replacement

of

fuel

and

lubricating

filter

elements

at

the

time

periods

specified

is

a

must,

and

frequent

checking

for

con-

tamination

(i.

e.

water,

sediment,

etc.

)

in

the

fuel

system

is

also

essential.

Another

important

factor

is

the

use

of

the

same

brand

of

nhigh

detergent"

diesel

lubricating

oil

designed

specifically

for

diesel

engines.

The

diesel

engine

does

differ

from

the

gasoline

engine,

however,

in

the

method

of

handling

and

fir

ing

its

fuel.

The

carburetor

and

igni

tion

systems

are

done

away

wi

th

and

in

their

place

is

a

single

component

-

the

Fuel

Injection

Pump -

which

performs

the

function

of

both.

Unremitting

care

and

attention

at

the

factory

have

resulted

in

a

Westerbeke

engine

capable

of

many

thousands

of

hours

of

dependable

service.

What

the

manufacturer

cannot

control,

however,

is

the

treat-

ment

it

receives

in

service.

This

part

rests

with

you!

ORDERING

PARTS

Whenever

replacement

parts

are

needed,

always

include

the

complete

part

description

and

part

number

(see

separate

Parts

List).

Be

sure

to

include

the

engine

I s

model

and

ser

ial

number.

Also,

be

sure

to

insist

upon

Westerbeke

factory

packaged

parts,

because

nwill

fit"

parts

are

frequently

not

made

to

the

same

specifications

as

original

equipment.

GENERATOR

SETS

Westerbeke

diesels

are

used

for

both

the

propulsion

of

boats

and

for

generating

electrical

power.

For

generator

set

applications,

all

details

of

this

Manual

apply,

except

in

regard

to

certain

portions

of

the

Installation,

Operation

and

Maintenance

sections.

Additional

information

is

provided

in

the

section

titled

Generator

Sets,

Section

T.

2

INSTALLATION

FOREWORD

Since

the

boats

in

which

these

engines

and

generators

are

used

are

many

and

varied,

details

of

engine

installation

are

equally

so.

It

is

not

the

purpose

of

this

section

to

advise

boatyards

and

engine

installers

on

the

generally

well

understood

and

well

developed

procedures

for

installation

of

engines.

However,

the

following

outline

of

general

procedure

is

included

because

it

is

valuable

in

explaining

the

func-

tions

of

each

component,

the

reasons

why,

the

precautions

to

be

watched

and

the

relationship

of

the

installation

to

the

operation

of

the

engine.

There

are

details

of

the

installa-

tion

which

should

have

a

per

iodic

check

and

of

which

the

operator

should

have

a

thorough

understanding

to

insure

good

operating

conditions

for

the

engine

and

correct

procedure

for

its

servicing.

INSPECTION

OF

EQUIPMENT

The

engine

is

shipped

from

the

factory

mounted

securely

and

pro-

perly

crated.

Accessory

equipment

is

shipped

in

a

separate

small

box,

usually

packed

with

the

engine

crate.

Before

accepting

shipment

from

the

transportation

company,

the

crate

should

be

opened

and

an

inspection

made

for

concealed

damage.

If

either

visible

or

concealed

damage

is

noted,

you

should

require

the

delivering

agent

to

sign

"Received

in

damaged

condition".

Also

check

contents

of

the

shipment

against

the

packing

list

and

make

sure

note

is

made

of

any

discrepancies.

This

is

your

protection

against

loss

or

damage.

Claims

for

loss

or

damage

must

be

made

to

the

carrier,

not

to

J.

H.

Westerbeke

Corporation.

RIGGING

AND

LIFTING

The

engine

is

fitted

with

lifting

rings.

Rope

or

chain

slings

should

be

attached

to

the

rings

and

the

engine

lifted

by

means

of

tackle

attached

to

this

sling.

The

lifting

rings

have

been

designed

to

carry

the

full

weight

of

the

engine~

therefore,

auxiliary

slings

are

not

required

or

desired.

CAUTION:

Slings

must

not

be

so

short

as

to

place

the

engine

lifting

eyes

in

significant

sheer

stress.

Strain

on

the

engine

lifting

eyes

must

not

be

in

excess

of

10·

from

the

vertical.

A

spacer

bar

must

be

placed

between

the

two

lifting

eyes,

if

supported

by

valve

cover

studs.

The

general

rule

in

moving

engines

is

to

see

that

all

equipment

used

is

amply

strong

and

firmly

fixed

in

place.

Move

the

engine

a

little

at

a

time

and

see

that

it

is

firmly

supported.

Eliminate

possibility

of

accidents

by

avoiding

haste.

Do

not

lift

from

the

pro-

peller

coupling,

or

pry

against

this

with

crowbar,

as

you

may

distort

the

coupling.

In

some

cases

it

may

be

necessary

to

lift

the

engine

in

other

than

the

regular

horizontal

position.

It

may

be

that

the

engine

must

be

lowered

endwise

through

a

small

hatchway

which

cannot

be

made

larger.

If

the

opening

is

extremely

restricted,

it

is

possible

to

reduce,

to

some

extent,

the

outside

clearances

such

as

generator,

cooling

piping,

water

tank,

filters,

mounting

lugs,

etc.

This

accessory

equipment

should

be

removed

by

a

competent

mechanic

and

special

care

should

be

3

taken

to

avoid

damage

to

any

exposed

parts

and

to

avoid

dirt

entering

openings.

The

parts

which

have

been

removed

should

be

returned

to

position

as

soon

as

the

restriction

has

been

passed.

In

case

it

is

necessary

to

hoist

the

engine

either

front

end

upwards

or

reverse

gear

end

upwards,

the

attachment

of

slings

must

be

done

very

carefully

to

avoid

the

possibility

of

damage

to

the

parts

on

which

the

weight

may

bear.

It

is

best

if

special

rigging

work

be

done

by

someone

experienced

and

competent

in

the

handling

of

heavy

machi-

nery.

ENGINE

BOLTS

It

is

recommended

that

bronze

or

stainless

hanger

bolts

of

appropr

iate

size

be

used

through

the

engine

flexible

mounts.

Lag

screws

are

less

preferred

because

their

hold

on

the

wood

is

weakened

every

time

they

are

moved,

whereas

the

lag

bolt

stays

in

position

and

the

nut

on

top

is

used

to

tighten

the

engine

down

or

is

removed

to

permit

the

engine

to

be

lifted.

The

bolt

itself

stays

in

position

at

all

times,

as

a

stud,

and

the

bond

between

the

bolt

and

the

wood

is

not

weakened

by

its

removal.

FOUNDATION

FOR

ENGINE

A

good

engine

bed

contributes

much

toward

the

satisfactory

opera-

tion

of

the

engine.

The

engine

bed

must

be

of

rigid

construction

and

neither

deflect

nor

twist

when

sub-

jected

to

the

engine

weight

or

the

position

the

boat

may

have

to

take

under

the

effects

of

rough

seas.

The

bed

must

keep

the

engine

within

one

or

two

thousandths

of

an

inch

of

this

position

at

all

times.

It

has

to

withstand

the

forward

push

of

the

propeller

which

is

applied

to

the

propeller

shaft,

to

the

thrust

washer

bearing

in

the

engine

and

finally

to

the

engine

bolts

and

eng

ine

"bed.

In

fiberglas

hulls,

we

recom-

mend

that

similar

wooden

str

ingers

as

in

wooden

hulls

be

formed

and

fitted,

then

glassed

to

the

hull

securely.

This

allows

hanger

bolts

to

be

installed

firmly

in

wood,

thus

reducing

noise

and

transmitted

vibration.

Preformed

fiberglas

engine

beds

when

used

should

be

of

sufficient

A

B

thickness

to

properly

support

the

engine

and

should

be

well

glassed

to

the

hull

when

installed.

The

temptation

to

install

the

engine

on

a

pair

of

fiberglas

"angle

irons·

should

be

resisted.

Such

construction

will

allow

engine

vibra-

tions

to

pass

through

to

the

hull.

Flexible

mounts

require

a

firm

foundation

against

which

to

react

if

they

are

to

do

their

job.

When

possible,

follow

bed

design

"An

and

avoid

bed

design

"Sn.

4

Supports

between

the

bed

stringer

and

extending

out

from

the

stringers

out

to

the

hull

may

be

required

for

proper

support

and

to

aid

in

the

absorption

of

vibrations.

PROPELLER

COUPLING

Each

Westerbeke

Diesel

engine

is

regularly

fitted

with

a

suitable

coupling

connecting

the

propeller

shaft

to

the

engine.

The

coupling

must

not

only

tr

ansmi

t

the

power

of

the

eng

ine

to

turn

the

shaft,

but

must

also

transmi

t

the

thrust

ei

ther

ahead

or

astern

from

the

shaft

to

the

thrust

bear

ing

which

is

built

into

the

reduction

gear

housing

of

the

engine.

This

coupling

is

very

carefully

machined

for

accurate

fit.

For

all

engine

models,

a

propeller

half-coupling,

bored

to

shaft

size

for

the

specific

order,

is

supplied.

The

coupling

either

has

a

keyway

with

set

screws

or

is

of

the

clamping

type.

The

forward

end

of

the

propeller

shaft

has

a

long

straight

keyway.

Any

burrs

should

be

removed

from

the

shaft

end.

The

coupling

should

be

a

light

drive

fit

on

the

shaft

and

the

shaft

should

not

have

to

be

scraped

down

or

filed

in

order

to

get

a

fit.

It

is

important

that

the

key

be

properly

fitted

both

to

the

shaft

and

the

coupling.

The

key

should

fit

the

side

of

the

keyway

very

closely,

but

should

not

touch

the

top

of

the

keyway

in

the

hub

of

the

coupling.

If

it

seems

difficult

to

drive

the

coupling

over

the

shaft,

the

coupling

can

be

expanded

by

heating

in

a

pail

of

boiling

water.

The

face

of

the

propeller

coupling

must

be

exactly

perpendicular

to

the

centerline

or

axis

of

the

propeller

shaft.

PROPELLER

The

type

and

size

of

propeller

varies

with

the

gear

ratio

and

must

be

selected

to

fit

the

application

based

upon

boat

tests.

To

utilize

the

full

power

of

the

engine,

and

to

achieve

ideal

loading

conditions,

it

is

desirable

to

use

a

propeller

which

will

permit

the

engine

to

reach

its

full

rated

RPM

at

full

throttle

under

normal

load.

ALIGNMENT

OF

ENGINE

The

engine

must

be

properly

and

exactly

aligned

with

the

propeller

shaft.

No

matter

what

material

is

used

to

build

a

boat

it

will

be

found

to

be

flexible

to

some

extent

and

the

boat

hull

will

change

its

shape

to

a

greater

extent

than

is

usually

realized

when

it

is

launched

and

operated

in

the

water.

It

is

therefore

very

important

to

check

the

engine

alignment

at

frequent

intervals

and

to

correct

any

errors

when

they

may

appear.

Misalignment

between

the

engine

and

the

propeller

shaft

is

the

cause

of

troubles

which

are

blamed

often

on

other

causes.

It

will

create

excessive

bearing

wear,

rapid

shaft

wear

and

will,

in

many

cases,

reduce

the

life

of

the

hull

by

loosening

the

hull

fastenings.

A

bent

propeller

shaft

will

have

exactly

the

same

effect

and

it

is

therefore

necessary

that

the

propeller

shaft

itself

be

perfectly

straight.

One

particularly

annoying

result

of

misalignment

may

be

leakage

of

transmission

oil

through

the

rear

oil

seal.

Check

to

make

sure

that

alignment

is

within

the

limits

prescribed.

The

engine

should

be

moved

around

on

the

bed

and

supported

on

the

screw-jacks

or

shims

until

the

two

halves

of

the

couplings

can

be

brought

together

without

using

force

and

so

that

the

flanges

meet

5

evenly

all

around.

It

is

best

not

to

drill

the

foundation

for

the

foundation

bolts

until

the

approximate

alignment

has

been

accurately

determined.

Never

attempt

a

final

alignment

with

the

boat

on

land.

should

be

in

the

water

and

have

had

an

opportunity

to

assume

water

form.

I t

is

best

to

do

the

alignment

wi

th

the

fuel

tanks

about

half

full

and

all

the

usual

equipment

on

board

the

main

mast

has

been

stepped

and

final

rigging

accomplished.

The

boat

its

final

and

water

and

after

has

been

Take

plenty

of

time

in

making

this

alignment

and

do

not

be

satisfied

with

anything

less

than

perfect

results.

The

alignment

is

correct

when

the

shaft

can

be

slipped

backward

and

forward

into

the

counterbore

very

easily

and

when a

feeler

gauge

indicates

that

the

flanges

come

exactly

together

at

all

points.

The

two

halves

of

the

propeller

coupling

should

be

parallel

within

0.001

inches

per.inch

diameter

of

coupling

(A).

In

making

the

final

check

for

alignment,

the

engine

half

coupling

should

be

held

in

one

position

and

the

alignment

with

the

pro-

peller

coupling

tested

with

the

propeller

coupling

in

each

of

four

posi

tions,

rotated

90·

between

each

position.

This

test

will

also

check

whether

the

pro-

peller

half

coupling

is

in

exact

alignment

on

its

shaft.

Then,

keeping

the

propeller

coupling

in

one

position,

the

alignment

should

be

checked

rotating

the

engine

half

coupling

to

full

position

each

90·

from

the

The

engine

alignment

should

be

rechecked

after

the

boat

has

been

in

service

for

one

to

three

weeks

and,

if

necessary,

the

alignment

remade.

It

will

usually

be

found

that

the

engine

is

no

longer

in

alignment.

This

is

not

because

the

work was

improperly

done

at

first

but

because

the

boat

has

taken

some

time

to

take

its

final

shape,

and

the

engine

bed

and

engine

stringers

have

probably

absorbed

some

moisture.·

It

may

even

be

necessary

to

re-align

at

a

further

period.

The

coupling

should

always

be

opened

up

and

the

bolts

removed

whe-

never

the

boat

is

hauled

out

or

moved

from

the

land

to

the

water,

and

during

storage

in

a

cradle.

The

flexibility

of

the

boat

often

puts

a

very

severe

strain

on

the

shaft

or

the

coupling

or

both

when

it

is

being

moved.

In

some

cases

the

shaft

has

actually

been

bent

by

these

strains.

This

does

not

apply

to

small

boats

that

are

hauled

out

of

the

water

when

not

in

use,

unless

they

are

dry

for

a

considerable

time.

EXHAUST

SYSTEM

Exhaust

line

installations

vary

considerably

and

each

must

be

designed

for

the

particular

installation.

The

prime

requirements

are

to

provide

an

outlet

line

with

a minimum

of

restrictions

and

arranged

so

that

sea

water,

rain

water

and

condensation

cannot

get

back

into

the

cylinders

of

the

engine.

The

sea

water

supply

line

feeding

raw

cooling

water

into

the

system

must

be

routed

so

as

to

prevent

a

siphoning

of

raw

water

through

this

line

into

the

exhaust

system

filling

the

muffler

and

engine

cylinders.

This

line

should

be

routed

at

least

12

inches

above

6

the

water

line

and

an

anti-siphon

break

installed

at

the

top

of

its

loop.

This

loop

should

be

high

enough

above

the

water

line

so

as

not

to

be

below

it

at

various

angles

of

heel

when

under

sail.

Lines

feeding

raw

cooling

water

to

stuffing

boxes,

if

installed,

must

be

installed

so

as

to

prevent

siphoning

of

water

back

into

the

engine

exhaust

and

engine

cylinders

as

above.

Most

exhaust

systems

today

use

a

water

lift

type

muffler

such

as

the

Westerbeke

"Hydro-Hush".

In

most

installations

there

is

a

dry,

insulated

high

loop

after

the

engine

manifold

and

before

the

muffler

to

prevent

water

flowing

backwards

into

the

engine

during

cranking.

It

is

essential

not

to

hang

too

much

weight

in

the

form

of

exhaust

system

components

rigidly

from

the

engine

manifold.

Generally,

it

is

permissible

to

directiy

connect

a

pipe

nipple

and

a

water

jacketed

exhaust

elbow,

which

two

components

weigh

about

8

pounds

(4

kg).

If

there

are

more

components

to

be

rigidly

connected

to

each

other

than

will

weigh

8

pounds,

then

a

flexible

exhaust

section

must

be

I

installed

between

the

manifold

~~~~

outlet

and

these

exhaust

system

-~

components.

~~

ENCINE INSTALLATIONS WITH EXHAUST MANI-

FOLD/WATER INJECTED ELBOW MINIMUM

OF

6

INCHES

ABOVE

VESSEL

WATER LINE.

ENCINE INSTALLATIONS WITH EXHAUST MANI-

FOLD/WATER INJECTED ELBOW

AT

OR

BELOW

VESSEL

WATER

LINE

48"

max.

I

~~-J

.~/

12"min.

The

exhaust

system

must

be

supported

or

suspended

independently

of

the

engine

manifold,

usually

using

simple

metal

hangers

secured

to

the

overhead.

All

dry

portions

of

the

exhaust

system

can

be

constructed

of

com-

mon

black

iron

pipe

and

should

be

wrapped

in

sui

table

insulation

material

to

keep

surface

temperatures

as

low

as

possible.

Many

installations

use

flexible

rubber

exhaust

hose

for

the

water

7

cooled

section

of

the

exhaust

line

because

of

the

ease

of

installation

and

flexibility.

Provide

adequate

support

for

the

rubber

hose

to

pre-

vent

sagging,

bending

and

formation

of

water

pockets.

The

exhaust

line

must

be

at

least

as

large

an

I.D.

as

the

O.D.

of

the

exhaust

elbow

hose

attachment

nipple.

It

should

be

increased

in

size

by

1/2"

I.D.

for

every

10

feet

beyond

the

first

10

feet.

Always

arrange

the

rubber

hose

section

so

that

water

cannot

possibly

flow

back

into

the

engine.

Also

make

sure

that

entering

sea

water

cannot

spray

directly

against

the

inside

of

the

exhaust

piping.

Otherwise,

excessive

erosion

will

occur.

The

use

of

brass

or

copper

is

not

acceptable

for

wet

exhaust

systems,

as

the

combination

of

salt

water

and

diesel

exhaust

gasses

will

cause

rapid

deterioration

of

this

material.

MEASURING

EXHAUST

GAS

BACK

PRESSURE

Back

pressure

must

be

measured

on

a

straight

section

of

the

exhaust

line

and

as

near

as

possible

to

the

engine

exhaust

manifold.

The

engine

should

be

run

at

maximum

load

during

the

measurement

period.

Set-up

should

be

as

shown

below.

1.

For

normally

aspirated

engines:

Pressure

Test

Mercury

Test

1-1/2"

Max

PSI

3"

Mercury

2.

For

turbo-charged

engines:

Pressure

Test

Mercury

Test

0.75

Max

PSI

1-1/2"

Mercury

Checking

The

Back

Pressure

1.

Exhaust

elbow

2.

Exhaust

line

3.

Transparent

plastic

hose,

part-

ly

filled

with

water.

Measurement

"A" may

not

exceed

39"

for

normally

aspirated

engines

and

19.5"

for

turbo-charged

engines.

WATER

CONNECTIONS

Water

Column

=

39"

Water

Column

=

19-1/2"

Exhaust

Elbow

Seacocks

and

strainers

should

be

of

the

full

flow

type

at

least

one

size

greater

than

the

inlet

thread

of

the

sea

water

pump.

The

str

ainer

should

be

of

the

type

which

may

be

wi

thdr

awn

for

cleaning

while

the

vessel

is

at

sea.

Mount

the

strainer

below

the

water

line

to

insure

self-priming.

Water

lines

can

be

copper

tubing

or

wire-wound,

reinforced

rubber

hose.

In

any

case,

use

a

section

of

flexible

hose

that

will

not

collapse

under

suction,

between

the

hull

inlet

and

engine

and

between

the

outlet

and

the

exhaust

system.

This

takes

up

vibration

and

per-

8

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