36
main bearing, the noise is worse during acceleration.
It
may increase in transition from acceleration to coasting.
Disabling the fuel injectors will help isolate this knock as
well.
A double knock or clicking usually indicates a worn
piston pin. Disabling fuel injectors on
multicylinderengines will isolate this to a particular pis-
ton; however, the noise will increase when the affected
piston is reached.
A loose flywheel and excessive crankshaft end play
also produce knocking noises. While similar to main bear-
ing noises, they are usually intermittent, not constant, and
they do not change when fuel injectors are disabled.
If
caused by a loose flywheel or coupling, the noise is gener-
ally heard at idle or during rapid deceleration.
It
is a good
idea to recheck flywheel/coupler bolt torque whenever ac-
cessible.
Some mechanics confuse piston pin noise with piston
slap (excessive piston clearance). The double knock will
distinguish piston pin noise. Piston slap will always be
louder when the engine is cold.
ENGINE
TROUBLESHOOTING
These procedures assume the starter cranks the engine
over normally.
If
not, refer to the Starting System section
of
this chapter.
Engine Will Not
Start
This can be caused by the fuel system or by insufficient
compression pressure. Refer to troubleshooting in the
Fuel System section
of
this chapter. Refer to Chapter
Three and check valve adjustment. Check for low com-
pression pressure by performing a compression pressure
check as described in Chapter Three. Repair the engine as
required to obtain the correct compression pressure.
Engine Misses
This can be caused by the fuel system. Refer to trouble-
shooting in the Fuel System section
of
this chapter.
Sticking intake or exhaust valves can also cause the en-
gine to misfire.
Engine Stops Suddenly
This can be caused by engine seizure, a governor mal-
function or a problem in the fuel system. Attempt to start
the engine to determine
if
the engine rotates freely. Refer
to Chapter Three to check governor adjustment or to
CHAPTER
TWO
Chapter Seven to repair the governor.
If
a fuel system
problem is suspected, refer to troubleshooting in the Fuel
System section
of
this chapter.
Engine Will Not
Run
Under
Load
Refer to troubleshooting in the Fuel System section in
this chapter.
Low Oil
Pressure
Low engine oil pressure may be caused by leakage in
the oil circuit, excessive bearing clearance, a clogged oil
filter, a loose oil regulator valve or incorrect oil viscosity.
Low oil pressure may also be caused by engine overheat-
ing or oil dilution by fuel in the crankcase.
Verify low oil pressure by performing the oil pressure
test described in this chapter.
If
the engine is overheating, refer to troubleshooting in
the Cooling System section in this chapter.
COOLING
SYSTEM
The temperature warning lamp should signal cooling
system problems before there is any damage.
If
the engine
is stopped at the first indication
of
trouble, serious damage
is unlikely.
With standard cooling systems in which seawater is
drawn into the engine, circulated and then expelled, cool-
ing system problems are generally
mechanical-a
defec-
tive pump or thermostat, a loose or broken drive belt or
passages plugged with contamination.
Closed cooling systems are more complex in that they
use a heat exchanger, which transfers heat from the engine
coolant to seawater without the two coming in contact.
The closed portion
of
the cooling system is pressurized
(like an automotive cooling system) and uses a 50/50 mix-
ture
of
ethylene glycol antifreeze and pure soft water.
Check this system periodically to make sure it can hold
pressure up to 13 psi.
Heat exchangers used in closed cooling systems collect
salt, lime and other contaminants in their passages, lead-
ing to a gradual decrease in cooling efficiency. For this
reason, they should be removed every two years and the
seawater passages cleaned with a wire brush and com-
pressed air.
LUBRICATION SYSTEM
Refer to Figure 10, Figure 11 and Figure 12 for lubri-
cation system diagrams. A rotor type oil pump receives oil
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