Operators

Maintenance
Manual

Heat Exchanger & Keel Cooled

Small
Small Diesel
Diesel Engine
Engine Range:
Range: Beta
Beta 10,
10,
Beta
Beta 14,
14, Beta
Beta 16,
16, Beta
Beta 20
20 &
& Beta
Beta 25
25
CALIFORNIA - Proposition 65 Warning: Diesel engine exhaust and some of its constituents are known to the state of California to
cause cancer, birth defects and other reproductive harm.
Typical Heat Exchanger Cooling System
Engine Identification
To ensure you receive the correct advice or parts we ask you to always provide the WOC
IMPORTANT! (Works Order Card) number and/or the engine serial number. Please refer to page 4.

Engine Type: Power: bhp Speed: rpm

BETA WOC NO: K

Gearbox Type:

Purchased From:

Invoice Number:

Date Commissioned:

Specification/Special Details:

1
Contents
INTRODUCTION 3
Engine Identification 4
Initial Receipt of the Engine 4
Engine Storage 4
Safety Precautions 5
Technical Specifications 6
SECTION 1: INSTALLATION GUIDELINES 7
Ventilation 7
Engine Mounting 8
Engine Alignment 10
Heat Exchanger Cooling - Wet Exhaust 12
Heat Exchanger Cooling - Seawater Inlet System 15
Keel Cooling - Dry Exhaust 18
Keel Cooling - Skin Tanks 19
Fuel Supply & Leak Off 21
Calorifier Connection 22
Batteries & Cables 23
Control Panels 25
SECTION 2: INITIAL ENGINE START UP 26
Important Checks Prior to Initial Use 26
Initial Start-Up and Bleeding the Fuel System 26
Normal Starting and Stopping 28
SECTION 3: MAINTENANCE AND SERVICE GUIDELINES 34
Maintenance Schedule 35
Lubrication - Checking and Changing Oil 36
Fuel System - Fuel/Water Separator, Fuel Lift Pump, Fuel Filter 39
Cooling - Fresh Water System, Heat Exchanger 41
Seawater Pump, Heat Exchanger 42
Tube Stack and ‘Wasting Zinc Anode’ 43
Belt Tensioning Adjustment 44
Air Filter Inspection/Replacement 45
Electrical Maintenance 45
Laying Up - Winterising 46
SECTION 4: TROUBLESHOOTING 47
SECTION 5: TORQUE SETTINGS 60
SECTION 6: DRAWING INDEX 61
SECTION 7: EMISSIONS 122
Exhaust Emission - RCD2 Declaration of Conformity 122
Exhaust Emission - RCD2 Durability 123
Exhaust Emission - EPA Durability 124
Hazardous Materials Statement 125
SECTION 8: SERVICE RECORD 126

2
 OPERATION AND MAINTENANCE MANUAL FOR THE FOLLOWING
BETA MARINE ENGINES BASED ON KUBOTA

Beta 10, Beta 14, Beta 16,

Beta 20 & Beta 25
WELCOME TO BETA MARINE
Thank you for purchasing a Beta Marine Engine. We have produced this manual to provide
you with important information and recommendations to ensure the most trouble free
and economical operation of the engine possible.
As manufacturers, we have written this “Operators Maintenance Manual” from a technical
viewpoint assuming a certain amount of understanding of marine engineering. We wish
to help you, so if you do not fully understand any phrase or terminology or require any
explanations please contact Beta Marine Limited or its distributors and we will be pleased
to provide further advice or technical assistance.
All information and recommendations given in this publication are based on the latest
information available at the time of publication, and are subject to alteration at any time.
The information given is subject to the company’s current conditions of Tender and Sale,
is for the assistance of users, and is based upon results obtained from tests carried out
at the place of manufacture and in vessels used for development purposes. We do not
guarantee the same results will be obtained elsewhere under different conditions.
{

FREQUENTLY USED TOOLS

Useful tools when working on Beta 10, 14, 16, 20, & 25 engines are:

Sockets and/or spanners in sizes: Allen key in sizes: When working on jubilee clips on
hoses in restricted or awkward
10, 12, 13, 14, 5, 6, 8 & 10mm
positions a 7mm flex-drive socket
17, 19, 22 & 24mm
is highly recommended.

3
 { ENGINE IDENTIFICATION

IMPORTANT! - To ensure you receive the correct advice or parts we ask you to always
provide the WOC (Works Order Card) number and/or the engine serial number.

1 Beta Marine WOC Number

2
{

BETA 10, BETA 14, BETA 16, BETA 20 & BETA 25

The engine serial number is shown on the rocker cover

3 Engine Serial Number
label. It is also stamped on the crank case flange below
the fuel injection pump on the starboard side of the
engine.
{

INITIAL RECEIPT OF THE ENGINE

A full inspection of the engine must be made immediately on delivery to confirm that there is no damage. If there is
any damage then write this clearly on the delivery note and inform your dealer or Beta Marine within 24 hours. It would
be appreciated for any claims to be supported by relevant photographs.
{

ENGINE STORAGE

The engine must be stored in a dry, frost free area and this is best done in its packing case. If storage is to be more
than six months then the engine must be inhibited (contact your dealer or Beta Marine). Failure to inhibit the engine
may result in the formation of rust in the injection system and the engine bores, this could invalidate the warranty.

4
 Safety Precautions!
A Keep the engine, gearbox and surrounding area ii) Fuel Supply Connections
clean, including the area immediately below the
Engines are supplied with 8mm compression fittings.
engine.
The installer must ensure that when connections are
B Drives - Power Take Off Areas made, they are clean and free of leaks.
i) Gearbox Output Flange E Oil
The purpose of a marine diesel propulsion engine is to The Beta propulsion unit is supplied with 2 dipsticks,
provide motive power to propel a vessel. Accordingly one for the engine and one for the gearbox. Ensure
the gearbox output shaft rotates at between 280 and dipsticks are returned and secure after checking, if
2400 rev/min. This flange is designed to be coupled not oil leaks can cause infection when touched. All oil
to a propeller shaft by the installer and steps must be must be removed from the skin to prevent infection.
taken to ensure adequate guarding.
F Scalding
ii) Forward End Drive
An engine running under load will have a closed circuit
Engines are supplied with unguarded belt drives to fresh water temperature of 85° to 95°C. The pressure
power the fresh water pump and battery charging cap on the top of the heat exchanger must not
alternator. The installer must ensure that it is not be removed when the engine is running. It can
possible for injury to occur by allowing access to this only be removed when the engine is stopped and has
area of the engine. The three pulleys run at high speed cooled down.
and can cause injury if personnel or clothing come in
G Transportation/Lifting
contact with the belts or pulleys, when the engine is
running. Engines are supplied on transportable pallets. Lifting
eyes on engines are used for lifting engine and
iii) Power Take Off Shaft (Engine Mounted Option)
gearbox assembly only, not the pallet and associated
Shaft extensions are available as an option and rotate kit.
at between 850 and 3600 rev/min. If contact is made
with this shaft when the engine is running, injury can
occur. GENERAL DECLARATION

C Exhaust Outlet This machinery is not intended to be put into service until
it has been incorporated into or with other machinery. It
Diesel marine propulsion engines emit exhaust gases
is the responsibility of the purchaser/installer/owner, to
at very high temperatures - around 400 - 550°C.
ensure that the machinery is properly guarded and that all
Engines are supplied with either wet exhaust outlet
necessary health and safety requirements, in accordance
(water injection bend) or dry outlet (dry exhaust
with the laws of the relevant country, are met before it is
stub) - see option list. At the outlet next to the heat
put into service.
exchanger/header tank, the exhaust outlet can
become very hot and if touched, can injure. This must
be lagged or avoided by ensuring adequate guarding. Signed:
It is the responsibility of the installer to lag the exhaust
system if a dry system is used. Exhaust gases are
harmful if ingested, the installer must therefore ensure
that exhaust pipes are led overboard and that leakage
in the vessel does not occur.
J A Growcoot, C.E.O, Beta Marine Limited.
D Fuel
i) Fuel Lines
Note: Recreational Craft
Diesel engines are equipped with high pressure fuel
Where applicable, the purchaser/installer/owner and
injection pumps, if leakages occur, or if pipes fracture,
operator must be responsible for making sure that the
fuel at a high pressure can harm personnel. Skin must
Recreational Craft Directive 2013/53/EU is complied with.
be thoroughly cleaned in the event of contact with
diesel fuel.

5
Technical Specifications
Standard Engines Beta 10 Beta 14 Beta 16 Beta 20 Beta 25

Cylinders 2 2 2 3 3

Bore (mm) 67 67 72 67 72

Stroke (mm) 68.0 86.0 73.6 68.0 73.6

Displacement (cc) 479 479 599 719 898

Combustion Naturally Naturally Naturally Naturally Naturally

aspirated* aspirated* aspirated* aspirated* aspirated*

Power Output EN ISO 8665 (kW) 8.0 9.5 12.0 14.3 17.8

Power Output USA (HP) N/A 13.0 16.0 20.0 25.0

Power Output EN ISO 8665 (at rev/min) 3,000 3,600 3,600 3,600 3,600

Maximum Torque (N m) 29.7 29.7 37.8 45.8 56.1

Maximum Torque USA (ft/lbs) N/A 19.0 23.3 29.2 36.5

Maximum Torque (at rev/min) 2,600 2,600 2,600 2,600 2,400

Capacity of Standard Sump (litres) 2.0 - 2.5 2.0 - 2.5 2.4 - 2.9 3.1 - 3.8 3.7 - 4.5

Capacity of Shallow Sump (litres) 2.2 2.2 2.6 3.4 3.8

Nett Dry Weight with Gearbox (kg) 89 90 95 104 113

Fuel Diesel Fuel Oil to EN 590 or ASTM D975

Coolant 30 < 50% anti-freeze** : 70 > 50% water

Coolant Capacity Approx. (H/E litres) 2.25 2.25 2.25 3.00 3.25

Electrical Starting - Standard 12 Volt

Starter Motor Output (kW) 0.8 0.8 1.0 0.8 1.2

Alternator (Battery Charging) - Standard 40 Amps

Min. Recommended Battery Capacity 12 Volt, 70 Ah (450 CCA Minimum)

* Three vortex combustion, natually aspirated with indirect injection.

** Always use a Mono Ethylene Glycol Based Extended Life Anti-freeze mixed 30 < 50% with water.

Maximum Angle of Installation: 15° flywheel up or Power Outputs: These comply with EN ISO 8665
flywheel down when static; and up to 25° when heeling. propeller-shaft power.

Rotation: Anti-clockwise on flywheel, clockwise on output 1. Declared powers are measured at the gearbox output
gearbox output flange - for use with right hand propeller flange (as coupled to the propeller shaft) as per
in ahead, with mechanical gearboxes. Hydraulic gearboxes EN ISO 8665, developed from our standard engine
can be left or right handed. specification, including gearbox and accessories as
detailed in our current price lists. Additional accessories
Fuel: Diesel fuel must conform to EN590 or ASTM D975.
or alternative gearboxes may affect the declared
Engine Lubrication: Engine oil must meet API powers. Declared power outputs are subject to the
Classification CF (CD or CE have been superseded by CF). stated tolerance band.
Gearbox Lubrication: See gearbox operator’s manual for 2. Operation at parameters outside the test parameters
the gearbox oil type and capacity. Please refer to page 35. may affect the outputs/powers.
Oil Pressure: Minimum (tickover) 0.5 bar.
6
Section 1: Installation Guidelines
{

INSTALLATION RECOMMENDATIONS

The installation details are basic guidelines to assist • Unless the engine is protected by a cover or its own
installation, however due to the great diversity of marine enclosure, exposed moving or hot parts of the engine
craft it is unrealistic to give definitive instructions. that could cause personal injury should be effectively
shielded.
Therefore Beta Marine can accept no responsibility for any
damage or injury incurred during the installation of a Beta • Engine parts and accessories that require frequent
Marine Engine whilst following these guidelines. inspection and/or servicing must be readily accessible.

• All engines should be placed within an enclosure • The insulating materials inside engine spaces shall be
separated from living quarters and installed so as to non-combustible.
minimise the risk of fires or spread of fires as well as
hazards from toxic fumes, heat, noise or vibrations in
the living quarters.
{

VENTILATION

Ensure water trap is fitted

to prevent ingress of water
4 Ventilation

Extraction fan as high as

possible. Recommended
fan size for Beta 10 -
Beta 85: 220m3/h

Air intake as low as possible (approx.

crankshaft height) and opposite to the
fan. The intake should be twice the size
of the outlet

An engine will produce radiated heat - approximately As a consequence, it is highly important and the vessels
equal to 1/3 of the engine output power. Additionally, owner and/or installation engineer/s responsibility
larger Amp starter battery and/or domestic battery bank to ensure that the engine compartment has adequate
charging alternators create high amounts of heat, building ventilation to enable both efficient internal combustion
ambient temperatures further*. and effective transference of heat out of the engine
compartment/room.
*A symptom of which is black alternator belt dust

7
Best practice for efficient & effective ventilation is an air The cooler the engine compartment/room can be
intake that is located in the engine compartment/room maintained the more efficient the engine will perform.
that is as low as possible, allowing cooler air to enter
The required air flow volumes in m3/min = 0.05 x engine
below the alternator and drive belts, an air outlet with
power in hp (naturally aspirated) or 0.06 x engine power
an electric extraction fan should be located as high as
in hp turbocharged.
possible in the engine compartment/room maximising
ventilation and reducing ambient temperatures. .

Typical ventilation sizes

10hp 20hp 30hp 40hp 50hp 75hp 100hp 150hp

Combustion 14 cm2 28 cm2 43 cm2 57 cm2 71 cm2 106 cm2 142 cm2 213 cm2

Ventilation 13 cm2 25 cm2 37 cm2 50 cm2 62 cm2 92 cm2 123 cm2 185 cm2

Inlet/Outlet dia. 6 cm 9 cm 11 cm 12 cm 13 cm 16 cm 19 cm 22 cm
{

ENGINE MOUNTING

To ensure vibration free operation, the engine must be

5 Engine Mount
installed and correctly aligned on substantial engine
bearers, extending as far forward and aft as possible, well
braced and securely fastened to form an integral 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.

To assist with engine replacement Beta Marine can offer

optional ‘Special Engine Feet’ manufactured to your
dimensions to suit your existing engine bearers and shaft
alignment/installation.

WARNING!
• Do not set the engine feet high up the flexible mount • The pillar stud on the flexible mount is secured into
pillar stud. This will cause excessive engine movement position by the lower locknut, do not forget to tighten
and vibration. Pack steel shims under the flexible this.
mount and ensure that the flexible mounting is
NB: Please ensure ensure that the stud is not screwed
securely bolted to the engine bearer.
too far through the mounting body so that it can touch
the bearer. This will cause vibration and/or knocking
noise. If the flexible mounting is too far offset then the
loading on the flexible mounting will cause premature
failure, modifications are needed. Please refer to
image 6.

8
 6 Engine Mount Alignment

Shim

Recommended Acceptable NOT Recommended NOT Acceptable

Correct height Shim(s) required to achieve Positioning too high on the NOT aligned - requires
and positioning correct height and positioning pillar stud - requires shims bearer modifications to correct
{

ENGINE INSTALLATION AT AN ANGLE

Beta Marine propulsion engines can be installed at angles To recalibrate the dipstick, first ensure all oil is drained
up to a maximum of 15° flywheel up or flywheel down from the engine pre-installation and replace the oil filter,
when static, and can be run at up to 25° when heeling. post installation refill the engine with the correct quantity
of oil as indicated within the table on page 6 and allow
However, if you are considering installing above 10°
time for the oil to settle. Remove the dipstick, wipe clean
please contact Beta Marine or alternatively consider the 7°
and reinsert. Carefully remove the dipstick so the engine
down angle gearbox.
oil on it is not disturbed. Once removed, note the wet/dry
When our engines are installed at varying angles of line then score or engrave this new correct level on it for
inclination the normal oil level markings on the dipstick future use.
must be disregarded and recalibrated.
If in doubt please contact Beta Marine.

9
 { ALIGNMENT

To obtain accurate alignment the flexible mountings must mounted on a magnetic foot so that they are aligned
be adjusted until alignment is attained, and the mountings within 0.125mm (0.005”). The propeller shaft must be
must be locked in position. The engine/gearbox unit has centered in the stern tube and running true - through
to be aligned with the propeller shaft in two ways. The the cutless bearing; if the propeller shaft is not correctly
traditional engine alignment method involves measuring centered vibration will be experienced.
with either feeler gauges or a DTI (Dial Test Indicator)

ANGULAR ALIGNMENT
Angular Mis-alignment
Engine/gearbox Propeller
flange shaft

7 Angular Mis-alignment

PARALLEL ALIGNMENT
Parallel Mis-alignment
Engine/gearbox Propeller
flange shaft

8 Parallel Mis-alignment

The engine mountings and the couplings must now be tightened in position and the alignment re-checked.
10
 {
FLEXIBLE OUTPUT COUPLINGS

A flexible coupling mounted on the gearbox output flange is strongly recommended. Flexible couplings do not resolve
poor alignment as they are designed to absorb torsional vibrations from the propeller which are transmitted along the
propeller shaft.

Beta Marine can offer:

R & D Coupling`s with a flexible nylon disc and optional Clamp Coupling.

9 R&D Flexible Couplings 10 R&D Clamp Couplings - Optional

The CentaFlex coupling design is able to absorb high torsional shocks and loads. These couplings are
complete and replace the need for both a R&D flexible coupling and clamp coupling above.

11 CentaFlex Type 12 & 16 Couplings NB Constant Velocity Drive-Shafts

NB: If a constant velocity drive shaft is being considered

for fitting then it maybe necessary to have the standard
engine drive plate that is supplied replaced to avoid
torsional noise problems. Please contact Beta Marine for
technical guidance.

11
 { HEAT EXCHANGER COOLING - WET EXHAUSTS Heat Exchanger Cooling -

Three major problems that can easily occur when installing exhaust hoses, or both. This can happen when the
an engine in a vessel which need to managed to ensure vessel is sailing into a big sea and a surge is set up in
an engine is not subjected to any possible ‘hydraulic exhaust system as the vessel pitches - with the engine
lock’. This occurs when water is allowed to enter the switched off.
combustion chamber and ‘hydraulics’ against the rising
• Waves forcing water up the exhaust due a poorly
piston with the consequences possibly being, a bent con
designed system with no ‘gooseneck’. Small work
rod/s, an emulsified engine oil and/or a damaged fuel
boats moored on exposed beaches are very vulnerable
pump.
to this as waves hit the stern before the boat can
• Seawater syphoning past worn impellers in the swing into the wind on a rising tide.
seawater pump, flooding the exhaust system, and
If your engine is installed below the water line, the
back filling into the combustion chamber when the
potential for water entering the engine is considerably
engine is stopped.
increased. The important dimension that must be
• Seawater washing into the combustion chamber from measured is from the normal ‘static’ sea level to the point
the exhaust system due to either a very shallow at where the cooling water is injected into the exhaust
exhaust run from the injection bend to the waterlock - this should be a minimum of 30 cms. If this can not be
silencer, or because the waterlock silencer is too small achieved the following options must be taken. Please refer
to accept the total amount of cooling water in the to images 12, 13 & 14.

12 Standard Exhaust System

Gooseneck

40 cm

30 cm Waterlock Silencer

Normal Sea
Water Level Propeller Clearance

Rope Cutter

12
 {
HIGH-RISE EXHAUST

If the standard injection bend is too low then Beta Marine If this is still not enough then you must fit an
offer high-rise injection bends that may add either 15 cms ‘antisyphon’/vacuum valve 50 cms above the ‘loaded’
or 20 cms to the height. water line sea level. Please refer to image 14.

13 Exhaust with High Rise

Less then 30 cm - Not acceptable

MUST be 30 cm Minimum

30 cm

50 cm

Standard exhaust system for comparison only

{

EXHAUST WITH ANTI-SYPHON VALVE

When fitting an anti-syphon valve to a vessel, it must

be mounted as near as possible to the centerline so that
IMPORTANT!
there is no possibility that the valve goes under the water These valves need to be checked regularly as they can be
line when the yacht heels over. accustomed to block up with salt crystals over time.

14 Exhaust with Anti-syphon Valve

Less then 30 cm - Not acceptable

MUST be 30 cm Minimum
50 cm

Standard exhaust system for comparison only

13
 { WATERLOCK/SILENCER

15 Waterlock/Silencer Positioning
L

Always fit a waterlock/silencer to stop any water in the Position of silencer in relation to exhaust hose
exhaust system back filling the engine. The water lock length:
should always be fitted at least 30 cms away from the
injection bend and at least 30 cms below the injection Length (L) Height (H)
bend, being as low as practically possible, so that all the 30 cm 30 cm
water can drain down into it. The waterlock should have
120 cm 40 cm
sufficient capacity to hold an exhaust system full of water
- draining into it.

Always create a ‘gooseneck’ with the exhaust hose (or IMPORTANT!

purchase a propriety one) by raising the exhaust hose 40
If measurement ‘H’ cannot be met, a high rise exhaust
cms above the waterline before exiting the transom at
injection bend must be installed so that any residual water
least 5 cms above the waterline. This will stop any waves
flows/drains into the waterlock/silencer or overboard.
pushing seawater down the exhaust.

16 Exhaust Hose ‘Gooseneck’

Loops Holding Water
MUST be Avoided!

With longer lengths of exhaust hose you may need to

support the hose to avoid a drooping hose and water 17 Exhaust ‘Gooseneck’

build up.

40 cm

14
 {
SEA WATER INLET FOR HEAT EXCHANGER COOLED ENGINES

Beta Marine engines are fitted with a gear driven sea 2. Good access to the inlet sea cock from inside your
water pump which sucks in seawater (raw water) to cool boat is essential so that debris or seaweed trapped in
the closed circuit system via the heat exchanger. the intake can be removed.
3. All pipe work should have approved marine grade
Seacock Inlet/Seawater
Engine Pump Hose I.D stainless steel hose clips. Any loose clamps or bad
connections can cause flooding and sinking of the
Beta 10 to Beta 38 19 mm (3/4”) min.
vessel. It is accepted practice that two stainless steel
Beta 45T & Beta 43 to Beta 60 25 mm (1”) min. clips should be used at each end of raw water pipes
Beta 75 to Beta 115T 30 mm (11/4”) min. for security. Ensure that you use the correct grade of
hose.
1. It is very important that the seawater inlet should have NB:
a strainer system either ‘A’ built into the sea cock, or • The maximum lift of the sea water pump is 2m when
‘B’ a high level system with visual inspection glass primed.
(please refer to image 18) mounted just above the
• The water intake hose must be a reinforced type so
water line.
that it does not collapse under suction.

18 Sea Water Inlet/Filter

‘B’
Sea Water Level

‘A’

Standard skin fitting without

scoop recommended

4. A normal inlet sea cock type ‘A’ is recommended as is sailing. This is very dangerous as the exhaust will
this can be ‘rodded out’ to remove blockages, please eventually fill and sea/raw water will back up into the
refer to image 18. We do not recommend the use of engine through the exhaust valve. Catastrophic failure
‘Scoop’ type water pickups, because if fitted the wrong will result as soon as the engine is restarted. Please
way around the water will be forced through the refer to image 19.
pump and into the exhaust system whilst the vessel

19 Sea Water Inlet - Scoop

15
 { STERN GEAR LUBRICATION

20 Stern Bleed Feed IMPORTANT! - ENGINE COOLING

If a ‘water feed take off’ is required for stern gear
lubrication of the cutlass bearing or if you have an anti-
syphon valve with ‘continuous bleed’, then the connection
must be taken after the heat exchanger (not before) and
the maximum size should be an 1/8” BSP fitting with a
5mm hose.

(Installations that have excessive water ‘bleed’ will effect

combustion temperatures and exhaust emissions; and
taken to the extreme could either seize the engine and/or
melt the exhaust system).

21 Standard Exhaust with Stern Bleed 22 Stern Bleed with Anti-syphon Valve

Beta 10 to Beta 60 - stern bleed kits ordered with Beta 75 upwards - need a ‘T’ piece with an 1/8” BSP
an engine are factory fitted. If a stern bleed kit is connection fitted just after the heat exchanger as shown
retrospectively being fitted, the heat exchanger end cap in the drawing. It is important that this ‘feed’ is taken
will require drilling and tapping. Please refer to image 20. from the engine side of an anti-syphon valve or you can
‘hydraulic lock’ the engine with catastrophic results.

16
 {
PROPELLER CLEARANCE

There must be a propeller clearance between the tip of This should be a minimum of 10 < 15% of the diameter of
the propeller blade and the underside of the hull. the propeller to reduce ‘tip noise’.

23 Propeller Clearance

10% of Prop Dia.

x x
{

EXHAUST HOSE

Wet exhaust hose should be matched to the injection Engine Hose I.D
bend diameter. An engine correctly installed in accordance
Beta 10 to Beta 60 50 mm
with this handbook will meet the emission requirements
of the RCD (Recreational Craft Directive). Beta 45T, Beta 75 & Beta 90 60 mm

Beta 90T, Beta 105T & Beta 115T 90 mm

{

EXHAUST BACK PRESSURE

Exhaust back pressure should be as low as possible; it Engine Exhaust Back Pressure
is increased by long exhaust length and sharp bends.
Beta 10 to Beta 25 Max. 70 mm Hg
Keep exhaust systems to a minimum length and have
gradual bends avoid tight angled elbows. Back pressure Beta 30 to Beta 60 Max. 80 mm Hg
should be measured with the complete exhaust system Beta 75 & Beta 90 Max. 90 mm Hg
connected and the engine running at full speed. The
Beta 90T, Beta 105T & Beta 115T 85 to 115 mm Hg
correct measuring point is before the injection bend (at
the manifold flange).

17
 { KEEL COOLING - DRY EXHAUSTS

a) An engine correctly installed in accordance with this • Hydraulic lock, occurs when water is allowed to
handbook will meet the emission requirements of the enter the combustion chamber via the exhaust
RCD (Recreational Craft Directive). and ‘hydraulics’ against the rising piston with the
consequences possible being, a bent con rod/s, an
b) Keep exhaust systems to a minimum length and have
emulsified engine oil and/or a damaged fuel pump.
gradual bends.
It is imperative that it is avoided, always ensure that
c) The dry exhaust system installed in a vessel should be canal, river or sea water cannot enter the exhaust port
11/2” minimum internal diameter. The engine is fitted and run back down the pipe, flooding the silencer and
with a 11/2” BSP male connector stub as standard - then the engine. Please refercerto image 24 & 25.
Valid for exhaust systems up to 3 metres in length. Silen
• The system should be lagged if there is any danger of
A flexible exhaust bellows and dry exhaust silencer
the crew getting near it.
should always be used. It is up to the installer to work
out the most appropriate pipe run but care should be • A dry exhaust system will give off considerable heat
taken as follows: and suitable insulation and ventilation must be
provided, please refer to page 7.
• Never use a flexible exhaust bellow as a bend, it will
crack, always keep them straight.

24 Dry Exhaust System

cer
Silen

25 Dry Exhaust System

Sile
Flexible nce
Exhaust Hose r

Ensure exhaust raises then falls to outlet

Sile
Flexible nce
r
18Exhaust Hose
 {
KEEL COOLING - SKIN TANKS

Keel cooling ‘skin’ tanks are normally welded into the Engine B14 - B25
‘swim’ of the vessel, please refer to image 27. They use
Supply & Return Pipe 22 mm
the hulls’ 8mm steel plate as one side of the keel cooling
tank that transfers the engine heat into the canal, river or Baffle Gap Minimum 35 mm
sea water. The larger the engine/horse power the larger Baffle Gap Maximum 65 mm
the ‘skin’ tank surface area that is required for keel cooling
engines. Keel cooling pipes under the hull of vessels that
achieve the same surface area can also be used. d) The tank should be thin in section (C = 30 mm to
40 mm) as it is the most efficient heat transfer to the
Generally the keel cooling tank should have a surface area
canal, river or sea water that is important.
that is exposed to the canal, river or sea water of:
0.25 x the hp of the engine = the square feet of e) The engine coolant for keel cooling (is the same 50:50
cooling tank area required (for steel hulls). ratio of fresh water/anti-freeze solution* as heat
exchanger cooling) and flows around the engine, then
the keel cooling tanks, before returning to the engine.
Engine B140 B16 B20 B25

Steel Tanks (Ft2) 3.5 4.0 5.0 6.3 f) The keel cooling tank must have air bleed valves fitted
on the top at both ends of the tank.
Steel Tanks (M2) 0.33 0.38 0.46 0.59
g) The hot water feed enters at the top of the tank and
The ideal keel cooling tank should have: the colder engine return comes out of the bottom.

a) The most efficient keel cooling tank/s are hull side NB: If your boat has a hydraulic drive, you will need to
mounted, please refer to image 26 & 27. increase the surface area of the keel cooling tanks by
approximately 30% percent. If you have any questions
b) The rubber hoses connecting the engine to the keel
about keel cooling please refer to our design guidelines
cooling tanks should be designed and manufactured
detailed on our website, or contact Beta Marine.
as hot water heater hoses suitable for operation up to
100°C. * Please refer to ‘Technical Specifications’ on page 6.

c) The ‘baffle’ must be continuously welded to the outer

skin and to one end as shown, and should be as close
as posisble to the inner skin.

26 Ideal Keel Cooling Tank

19
 A X B = SURFACE AREA
27 Ideal Keel Cooling Tank
(MUST BE BELOW WATER LEVEL)

C = TANK PROFILE:
11/4” < 11/2” / 30MM < 40 MM

STERN

Bleed Screw

Baffle Gap Baffle

Hot
Water In B

Side wall of
cooling tank
SWIM C
Cold
Water Out
Baffle

Baffle Gap

20
 {
FUEL SUPPLY & LEAK OFF

28 Fuel Supply and Leak Off

Engine (All Fuel Connections Supplied)

Fuel injectors
Vent

Fuel injection
pump
Flexible Fuel
Fuel tank Connections
to be used

Fuel filter

Stop tap/valve Fuel/water

separator

Fuel lift pump

NOTES:
1. A fuel/water separator must be installed. 5. Fuel lines and hoses connecting the fuel tank to the
engine, must be secured, separated and protected
2. The mechanical fuel lift pump is fitted to all engines
from any source of significant heat. The filling, storage,
as standard, but if a suction head of 0.25m or more is
venting, fuel supply arrangements and installation
required, then an electric fuel lift pump must be fitted.
must be designed and installed so as to minimise the
3. It is very important that the excess fuel from the risk of fire. When connecting the engine to the fuel
injectors is fed back to the fuel tank and not back to supply and return lines, marine grade flexible fuel
any point in the supply line. This will help prevent air hoses are highly recommended.
getting into the system.
6. Any fuel leaks in the system when static are likely to
4. The fuel return (leak off) pipe must loop down to be cause poor starting and erratic running and must be
level with the bottom of the tank before it enters the corrected immediately. These leaks will allow air to be
top of the tank, please refer to image 28. This prevents sucked in when the engine is running.
fuel ‘drain down’.
{

FUEL & COOLING CONNECTIONS

Engine Connector Hose O.D

Fuel supply and leak-off connections are 8 mm conex with olives 8 mm O.D

21
 { CALORIFIER SYSTEM

All Beta engines can be fitted with the calorifier 29 Heat Exchanger Calorifier System
connections to allow the coolant from the closed circuit
cooling system to circulate through a calorifier tank, which
in turn heats up domestic water. Calorifier connections on a
this range of engine are shown.

1. For a calorifier to operate it is essential for all the air

to be removed from the system.

2. Try and keep the supply and return pipes either

horizontal or sloping down in a continuous fall towards
the calorifier. This avoids air pockets being created.

3. Extra care must be taken when first connecting the

calorifier circuit system to the engine as the coolant
level in the heat exchanger may appear to be full but 30 Heat Exchanger Calorifier System
it soon disappears into the calorifier pipe work. Run
the engine off load for 10 minutes then check the
level as described in ‘Filling The Fresh Water System’. Calorifier
Also check to see if the pipe going to the calorifier is supply
getting warm. Top up the water level as required and
run for another ten minutes then repeat. a

4. If the water level is steady but no warm water is

getting to the Calorifier then (with engine stopped)
very carefully remove the pressure/filler cap using a

a large rag/cloth to protect you hand from scalding.

Now very carefully open the Calorifier bleed valve 31 Heat Exchanger Calorifier System

(see manufacturers instructions) or if none is provided

then very carefully loosen the jubilee clip securing
the supply pipe to the Calorifier. Air should escape.
Refasten securely when no further bubbles are seen.

5. If the calorifier tank or pipework is fitted above the Calorifier

heat exchanger/header tank then you will need to fit return
a remote header tank slightly above the calorifier tank.

32 Keel Cooled Calorifier System

CAUTION:
TO AVOID PERSONAL INJURY!
Do not do this when the engine is hot as scalding hot a

water may be forced out of the pipe under pressure.

Calorifier Connector Hose I.D

Require 5/8” / 15 mm I.D

22
 {
BATTERY INSTALLATIONS

Starter batteries and battery cables are a major consideration for engine starting systems. Incorrect selection of both
battery and cables is a major cause of starting failure.

BATTERIES

1. Battery sizes: For starter battery capacity 4. Batteries must be in good condition and must hold
recommendation please refer to ‘Technical voltage. When measured, an idle standing battery
Specifications’ on page 6. would be expected to be read a minimum of 12.6
volts and 12 volts on the starter motor terminals.
2. In extreme conditions, low temperatures, battery
capacity needs to be increased as performance will 5. Charging circuits must be sufficient for the battery
decrease. This needs to be allowed for during selection system used. Ensure you have enough battery capacity
of a battery. whilst considering the recharge capability. Depending
upon the battery type the recharge voltage will be in
3. Battery terminals and connections must always be kept
the region of 14.7 volts.
clean, in good condition and tight. Faulty connections
can lead to poor performance and/or in extreme
conditions explosion.

BATTERY CABLES

1. Battery cables are sized on the motoring or rolling 4. When the supply is switched on to the starter motor
current of the starter motor and the length of battery there will be a massive inrush of power in the region
cable run. This length is the total distance of both the of 5 times the motoring current. The battery will
positive and negative cables added together. Under be expected to supply this inrush and then recover
normal circumstances the voltage drop in the starter sufficiently to give the motoring current (often refered
battery cable circuit should not exceed 0.8 volt and in to the ‘rolling’ or ‘cranking’ current). If the correct
any circuit should not exceed 1.2 volts. battery is selected but the engine will not crank
at sufficient speed after the inrush then (assuming
2. Starter batteries should be as close to the engine as
battery cables are the correct size) the battery is either
practically possible. The reason for this is to ensure that
discharged or faulty.
the maximum voltage from the battery is available to
the starter motor. The longer the cable run the more 5. If the voltage at the starter motor terminals after the
the voltage drop will be, due to resistance within the inrush is not at least 10.5 volts it is likely that the
cables. motor will either crawl at insufficient speed or not turn
at all. Battery cables could overheat.
3. For smaller engines we recommend battery cables
of 25mm2 (4 AWG) conductor cross sectional area 6. Please note that cranking time should be no longer
with length up to 1.5m per cable. This equals a cable than 10 seconds with at least a 10 second rest
run of 3m total which would have a voltage drop of between attempts.
0.8 volts if the starter motor was using 160 amps
when motoring. Battery cables that are too small will
overheat and their insulation could catch fire.

23
25mm2 (4 AWG) Cable
Engine Cranking Amp Cable Volt drop* Max length, both cables added together

Up to Beta 45T 100 0.00017V 4.7m

Up to Beta 50 120 0.00017V 3.9m

Up to Beta 60 170 0.00017V 2.8m

Up to Beta 115T 210/250** 0.00017V Not suitable

Beta 150 333 0.00017V Not suitable

35mm2 (2 AWG) Cable

Engine Cranking Amp Cable Volt drop* Max length, both cables added together

Up to Beta 45T 100 0.00013V 6.2m

Up to Beta 50 120 0.00013V 5.2m

Up to Beta 60 170 0.00013V 3.6m

Up to Beta 115T 210/250** 0.00013V 2.5m

Beta 150 333 0.00013V 1.8m (70mm2 cable preferred)

70mm2 (2/0 AWG) Cable

Engine Cranking Amp Cable Volt drop* Max length, both cables added together

Up to Beta 45T 100 0.00063V 12.7m

Up to Beta 50 120 0.00063V 10.5m

Up to Beta 60 170 0.00063V 7.5m

Up to Beta 115T 210/250** 0.00063V 5.0m

Beta 150 333 0.00063V 3.8m

* Voltage drops for pvc insulated cables are ex table 9D1 of the IEE Wiring Regulations.
** Varies between models and builds.

The above tables are based on a maximum conductor temperature of 70°C in an ambient temperature of 30°C.
{

BATTERY CHARGING

For efficient charging of the batteries we recommend

33
setting the engine to a minimum of 1,200 rpm.

This also applies for AC generation through an inverter.

Charging below 1,200 rpm risks damage.

IMPORTANT
When battery charging and/or generation AC
the engine must be run at 1200rpm
OTHERWISE DAMAGE MAY OCCUR

24
 {
KEY SWITCH TERMINATIONS

The standard panel key switch can be used to tap off connection must be feed through a relay.
a switched positive ignition feed to power additional
NB: Key switch terminals are rated at 10 amps
gauges. In this way these gauges will only be live whilst
maximum, since they are already utilised for panel and
the engine is running, the engine is starting or the heaters
alternator feeds Beta Marine recommend any additional
are being used.
requirements from these terminals must be fed through
For silver key switches, the terminal to achieve this a relay. This relay should then be connected to it’s own
ignition switched positive is marked ‘AC’. fused positive supply directly from the engine battery.

For panels with push buttons, gauges can be driven Please refer to diagram index on page 61 for an
from the 1mm2 brown wire which terminates at 11 way illustration of a typical electric fuel lift pump with ignition
connector terminal 4. This is a lower power switched switched, relay.
positive, any additional power required from this
{

CONTROL PANEL INSTALLATION

All Beta Marine engines are supplied as standard with 12 out. To prevent corrosion and assist in assembly we
volt electric starting. 24 volt electric starting is available as recommend that the plug is packed with petroleum
an optional extra at placement of order. jelly (Vaseline) and then carefully pushed together. The
plastic boots should cover both halves and overlap.
CONTROL PANELS
A cable tie is then put around to hold the two halves
Beta Marine offer 10 control panel options, standard for in position and help prevent any ingression of water.
heat exchange is the ABV panel, standard for keel cooled See illustration below.
is the AB panel. For further information please refer to
5. The control panels must not be installed where rain
pages 28, 29, 55, 56, & 57.
and or sea water/spray can reach them. If vulnerable,
1. Control Panels must be fitted in a location where the we recommend that a suitable flap or cover is fitted.
helmsman can either see or hear the alarm system.
6. All cables must be adequately clipped and protected
2. Control panels are supplied as standard with a 3m from abrasion.
multi-core cable for connection to the engine wiring
7. Electrical systems shall be designed and installed so as
loom. Extension looms of 5m or more are available
to ensure proper operation of the craft under normal
should your installation require it or you wish to
conditions of use and shall be such as to minimise risk
relocate your existing panel/s, all looms include a start
of fire and electric shock.
relay to overcome the voltage drop.
8. Attention shall be paid to the provision of overload
3. For standard wiring diagrams see diagram index, page
and short circuit protection of all circuits, except engine
61.
starting circuits, supplied from batteries.
4. All electrical equipment must be protected from sea
9. Ventilation must be provided to prevent the
water. Sea water or rust in the starter motor will
accumulation of gases, which might be emitted
invalidate the warranty. Care must be taken when
from batteries. Which should be firmly secured and
pushing the two halves of the interconnection plugs
protected from any possible ingress of water.
together to ensure that individual pins do not fall

Plastic Boot
34 Pack with petroleum jelly (Vaseline) Cable Tie

Control Panel Engine

Electrical Loom
Connector Block
25
Section 2: Initial Engine Start Up
{

INITIAL ENGINE START UP

c) Fuel should now arrive at the fuel lift pump.

IMPORTANT!
d) Open the fuel bleed bolt on top of the fuel filter by
CHECKS PRIOR TO INITIAL USE 1 to 2 turns, please refer to image 35.
1. A new engine has the oil and anti-freeze removed
after the works test. Fill the engine with the correct Fuel filter
35
bleed bolt
oil and anti-freeze (see sections on Engine oil and
Cooling). Check gearbox oil level - see gearbox
‘Owners Hand Book’.

2. Ensure the engine is free to turn without obstructions.

3. Ensure battery is fully charged and connected with the

battery isolator in the ‘ON’ position.

4. Ensure “Morse” speed and gearbox cables are fitted

correctly and that cable travel lengths are correct.

CAUTION:
e) Move the hand priming lever on fuel lift pump up and
Gear selection lever - all mechanical gearboxes: care
down (please refer to image 36) until fuel with “no
must be taken to ensure that the remote control cable
bubbles” come out of the fuel filter bleed bolt (please
is adjusted so that the selector lever on the gearbox
refer to image 35). The hand priming lever normally
moves full travel and is brought “hard up” against its
has about 90° travel; but the camshaft lobe may
end stop in both directions.
block this travel requiring you to rotate the
Failure to achieve the correct adjustment will reduce engine crankshaft 90° to obtain full travel.
efficiency of the clutch and may cause slippage at
low revs. Warranty will not be accepted on gearboxes Fuel injector
36
returned in the warranty period for failure due to bleed bolt
incorrect adjustment.

5. Open the sea water cock - carefully checking there are

no water leaks.

6. Bleeding the fuel system for initial start up.

Hand priming
a) The fuel system must have all the trapped air carefully
lever
‘bled’ out; starting at the fuel tank and progressively
working through to: the fuel/water trap, the fuel filter,
to the fuel injection pump.

b) Open the fuel tank stop tap/valve and then bleed the
f) Shut/tighten the fuel filter bleed bolt, please refer to
fuel/water separator of air as shown in manufacturer’s
image 35.
literature.
g) Open the fuel injector bleed bolt by 1 to 2 turns and
again move the hand priming lever on fuel lift pump
up and down (please refer to image 36) until fuel with
“no bubbles” come out, then shut/tighten the fuel
filter bleed bolt.
26
 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 fire.

• Do not mix petrol/gasoline or alcohol with diesel fuel.

This mixture can cause an explosion.

• Do not get diesel fuel or oil on the flexible mounts -

they will deteriorate rapidly if soaked in these.

• Fuel must be removed from skin to prevent infection.

7. Ensure engine is out of gear and set to 1/3 throttle -

see “single lever control” instructions/manual.

8. Initial engine start (please refer to ‘Normal Starting

and Stopping’ on page 31 or 32). Note the engine
may have to be turned over with the starter for a few
seconds before it fires.

Do not run the starter for more than 10 seconds. If

the engine has not started after 10 seconds there is
probably still air in the fuel system; disengage the
starter and continue to hand prime the engine with
the fuel lift pump lever for a further 30 seconds, then
repeat.

If engine does not start after 3 attempts then allow 5

minutes for the starter to cool down before repeating
6 (b) to 8.

CAUTION:
THE STARTER MOTOR WINDINGS CAN BE
BURNT OUT WITH CONTINUOUS CRANKING.

9. If the engine does not easily start at the first or

second attempt, do not over crank the engine with the
seawater inlet seacock turned ‘on’. (This problem may
have been caused by air in the fuel system, running
out of fuel, or changing a fuel filter, etc).

You should close/shut off the seawater inlet seacock

to stop seawater being pumped into the exhaust
system and eventually filling up the combustion
chamber, causing severe damage.

When you have resolved the problem, and the engine

starts you must immediately open the seacock.

27
 { NORMAL STARTING AND STOPPING

BETA MARINE KEY SWITCH CONTROL PANELS

Optional Control Panel ‘A’ 150mm

Is key switch controlled for engine preheat & start, push

button controlled for engine stop, has a green light

90mm
indicator for ‘power on’, red warning light indicators &
audible alarm for low oil pressure, high water temperature
and engine alternator not charging.

180mm
Standard Heat Exchanger Control Panel ‘ABV’

Is key switch controlled for engine preheat & start, push

button controlled for engine stop, has a tachometer with 140mm

running hour recorder, green light indicator for ‘power on’,

red warning light indicators & audible alarm for low oil
pressure, high water temperature and engine alternator not
charging.

150mm

Standard Keel Cooled Control Panel ‘AB’

Is key switch controlled for engine preheat & start, push

button controlled for engine stop, has a tachometer with
165mm

running hour recorder, green light indicator for ‘power on’,

red warning light indicators & audible alarm for low oil
pressure, high water temperature, domestic and or engine
alternators not charging.

203mm

Optional Control Panel ‘B’

Is key switch controlled for engine preheat & start, push

button controlled for engine stop, has a tachometer with
165mm

running hour recorder and a water temperature gauge.

Green light indicator for ‘power on’, red warning light
indicators & audible alarm for low oil pressure, high water
temperature and engine alternator not charging.

28
 {
NORMAL STARTING AND STOPPING

298mm
Optional Control Panel ‘C’

Is key switch controlled for engine preheat & start, push

button controlled for engine stop, has a tachometer with
running hour recorder, oil pressure, voltmeter & water

166mm
temperature gauges. Green light indicator for ‘power on’,
red warning light indicators & audible alarm for low oil
pressure, high water temperature, domestic and or engine
alternators not charging.

BETA MARINE PUSH BUTTON CONTROL PANELS

180mm

Optional Control Panel ‘ABVW’

Is push button controlled for engine preheat, start & stop,

has a tachometer with running hour recorder, green light
140mm

indicator for ‘power on’, red warning light indicators &

audible alarm for low oil pressure, high water temperature
and engine alternator not charging.

210mm

Optional Control Panel ‘BW’

Is push button controlled for engine preheat, start & stop,

has a tachometer with running hour recorder and a water
165mm

temperature gauge. Green light indicator for ‘power on’,

red warning light indicators & audible alarm for low oil
pressure, high water temperature and engine alternator not
charging.

298mm

Optional Control Panel ‘CW’

Is push button controlled for engine preheat, start & stop,

has a tachometer with running hour recorder, oil pressure,
166mm

voltmeter & water temperature gauges. Green light

indicator for ‘power on’, red warning light indicators &
audible alarm for low oil pressure, high water temperature,
domestic and or engine alternators not charging.

29
 { NORMAL STARTING AND STOPPING
190mm

166mm

Optional Digital Control Panel ‘D’

Our most advanced engine control/monitor module is On vessels with twin engine installations each engine
water resistant to IP67. As well as controlling the engine control panel needs to be programmed as Port and
‘HEAT’, ‘START’ and ‘STOP’ functions it allows you to monitor Starboard to facilitate dual or independent viewing on
engine RPM, engine temperature, oil pressure and provides other network devices.
a voltmeter for single or twin alternators.
This control panel has its own operators manual, please
The panel uses standard Micro-C connection which allows refer to OM 221-10643.
data to be relayed and viewed across the vessels on-board
network. It is compatible with NMEA 2000 & IEC 61 162-3.

Primary Secondary
Control Location Control Location

Port Engine
(or Single Installation)

Starboard Engine

Power Source

Radar

Depth Sounder

Fuel Tank

GPS

30
 {
NORMAL STARTING AND STOPPING

KEY SWITCH CONTROL PANEL - FUNCTIONALITY

Control Panel Options: A, AB, ABV, B & C.

1. Turn on the battery isolating switch/es and move the 2. Turn key to ‘START’ and hold in position until the engine
engine start key to the run position, the panel lights fires (please refer to guidelines for initial engine start up
should function as follows. for maximum time starter can be operated). Release key
when the engine has started and allow to return to the
Red panel light for ‘low oil pressure’ should
RUN position.
illuminate.
All red panel warning lights should stop illuminating and
the audible buzzer should cease.
Red panel light for ‘high engine temperature’
should not illuminate. NB: This light will only The low oil pressure light may take a few
ever illuminate if the engine crosses over the seconds to stop illuminating and the no
high temperature safety threshold. starter battery charge & no domestic battery
bank charge light/s (if appropriate) may
Red panel light for ‘no starter battery charge’
remain on until the engine rpm is increased
should illuminate.
to approximately 1,000rpm if the engine was
started on tick-over.
Red panel light for ‘no domestic battery charge’
Green light for ‘power on’ should remain
should illuminate - Applies for control panels
illuminated.
AB & C only. NB: This red panel light will only
illuminate if a second alternator is fitted to the
engine and connected to a battery bank.
3. To stop the engine press the ‘STOP’ push button, hold in
Green panel light for ‘power on’ should until engine stops then turn the key to the OFF position.
illuminate and the audible buzzer should sound.

WARNING! DO NOT leave the key in ‘HEAT’ position for more than 6 seconds - this will
damage the heater/glow plugs and eventually lead to poor starting.
31
 { NORMAL STARTING AND STOPPING

PUSH BUTTON CONTROL PANEL - FUNCTIONALITY

These panels control the engine with three water resistant push buttons instead of a keyswitch, and is less prone to
damage and corrosion from sea water spray. Control Panel Options; ABVW, BW & CW.

Turn on the battery isolating switch/es. 2. Push the ‘START’ button and hold in position until the
engine fires (please refer to guidelines for initial engine
1. Press and hold HEAT button for six seconds maximum.
start up for maximum time starter can be operated)
Red panel light for ‘low oil pressure’ should Release the button when the engine has started.
illuminate.
All red panel warning lights should stop illuminating and
the audible buzzer should cease.
Red panel light for ‘high engine temperature’
The low oil pressure light may take a few
should not illuminate. NB: This light will only
seconds to stop illuminating and the no starter
ever illuminate if the engine crosses over the
battery charge & no domestic battery bank
high temperature safety threshold.
charge lights (if appropriate) may remain on
Red panel light for ‘no starter battery charge’ until engine rpm is increased to approximately
should illuminate. 1,000rpm if the engine was started on tick-over.

Green light for ‘power on’ should remain

Red panel light for ‘no domestic battery charge’ illuminated.
should illuminate - Applies for control panels
AB, C & CW only. NB: This red panel light will
3. To stop the engine press the ‘STOP’ push button, hold
only illuminate if a second alternator is fitted to
in until engine stops. This button also switches the power
the engine and connected to a battery bank.
off to the gauges, engine and power on light.
Green panel light for ‘power on’ should
illuminate and the audible buzzer should sound.

WARNING! DO NOT press the ‘HEAT’ push button in position for more than 6 seconds - this
will damage the heater/glow plugs and eventually lead to poor starting.
32
 {
EMERGENCY STOPPING

Every propulsion engine is fitted with a back up stop lever.

To activate and stop the engine manually, simply press WARNING!
the stop lever highlighted in image 37 down and hold in
DO NOT leave the key in the ‘OFF’ position when
place until engine stops.
engine is running. This will not allow the alternator
For control panels operated by a key switch, turn the to charge and will damage the alternator.
key from the run to the off position. Then for all engines
DO NOT depress the stop lever for more than ten
regardless of control panel type, isolate the starter battery.
seconds as this will lead to overheating and failure
of the solenoid.

37

Stop lever

Speed lever

When leaving the vessel for an extended period: turn off the sea-cock if heat exchanger cooled and isolate
the starter battery.

33
Section 3: Maintenance Guidelines
{

MAINTENANCE SCHEDULE

DAILY OR EVERY 8 HOURS RUNNING AFTER 150 HOURS

• Check engine oil level. • If shallow sump (option) is fitted, change engine
lubricating oil and filter.
• Check gearbox oil level.

• Check coolant level.

• Check battery fluid.

EVERY YEAR OR 250 HOURS IF SOONER
• Change engine lubricating oil (standard sump)
• Check belt tension and alternator bolts.
• Change lubricating oil filter
• Ensure raw water inlet strainer is clear.
• Check air cleaner element
• Check stern gland lubrication if used.
• Check sea water pump impeller and change if worn.
• Drain off any water in fuel/water separator.
• Check wasting anode condition, replace when
necessary. In some environments this may be six
AFTER THE FIRST 25 HOURS RUNNING monthly or less.
• Change gearbox lubricant (See separate gearbox • Remove heat exchanger tube stack, by undoing the
manual). bolts each end of the tube stack. Remove end cover,
• Check that all external nuts, bolts and fastenings pull out tube stack and clean. Replace rubber ‘O’ rings
are tight. See table for torque values. Do NOT over and re-assemble. Top up with anti-freeze. Immediately
tighten. Special attention should be paid to the engine is started check for leaks.
flexible mount lock nuts, these should be checked for • Spray the key switch with WD40 or equivalent to
tightness, starting with lower nut first in each case. If lubricate the barrel.
the lower nuts are found to be very loose, then the
• Check that all external nuts, bolts and fastenings are
alignment of the shaft to the gearbox half coupling
tight. See table for torque values.
should be re-checked. Poor alignment due to loose
flexible mount nuts will cause excessive vibration and • Check ball joint nyloc nuts for tightness on both
knocking. gearbox and speed control levers.

• Check and adjust all drive belt tensions, please refer to

page 44.
EVERY 750 HOURS (IN ADDITION TO 250
• Check ball joint nyloc nuts for tightness on both HOURS MAINTENANCE)
gearbox and speed control levers. Grease both fittings
• Change air cleaner element.
all over.
• Change fuel filter.

• Change anti-freeze.
AFTER FIRST 50 HOURS
• Change gearbox oil.
• Change engine lubricating oil.
• Check electrical equipment, condition of hoses and
• Change oil filter.
belts, replace as necessary.
• Check for leaks on header tank tubestack. Tighten end
cap bolts if required.

• Drain off any water in fuel/water separator.

34
Maintenance Schedule
Daily or After After Every Every Year Every Year
every 8hr first first 150hrs with or 250hrs or 750hrs
running 25hrs 50hrs shallow sump if sooner if sooner

Check engine oil level

Check gearbox oil level

Check engine coolant level

Check battery fluid

Check belt tension

and alternator bolts
Ensure raw water inlet
strainer is clear

Check stern gland lubrication

Drain off any water in fuel /

water separator

Change gearbox oil See separate gearbox manual

Check all external nuts, bolts and

fastenings are tight. Check belt tension
and alternator bolts. Check for leaks.

Change engine oil

Change oil filter

Lubricate keyswitch on control

panel with “Vaseline” or WD40
Check coolant “sacrificial” zinc anode
and replace if necessary - sometimes
frequently

Check general condition

Remove heat exchanger tube stack

and replace rubber o-rings
Check sea water pump impeller
and change if worn
Check air cleaner element
and change if required

Change air cleaner element

Change diesel fuel filter

Change gearbox oil

Drain and replace engine

*
coolant/anti-freeze
*Check condition every year and change when neccessary.

35
 { ENGINE LUBRICANT & COOLANT

Engine oil: Engine oil quality should have the minimum Ambient Temp. Multi-Grade
properties of the American Petroleum Institute “API”
-30°C to 0°C SAE 10W/30
classification CF with multi-grade SAE ratings as listed in
the following table. -15°C to +15°C SAE 15W/40

NB: An acceptable alternative is a mineral based, semi- 0°C to +30°C SAE 15W/40
synthetic lubricating oil with a content mix no greater 25°C and above SAE 15W/40
than 30% being synthetic based.

Do not mix two different types of oil or SAE rating. Engine coolant: Always use a Mono Ethylene Glycol
Based Extended Life Anti-freeze mixed 30 < 50% with
Do not use lubricant additives and/or fully synthetic
water.
lubricating oil.
NB: Do not exceed an Anti-freeze mix greater than 50%,
The following table gives grades of oil viscosity required
as the engine cooling efficiency will be detrimentally
for various ambient temperature ranges.
affected.
{

CHECKING THE ENGINE OIL LEVEL

For quantities of oil required please refer to page 6. When Engine oil should be changed after first 50 hours running
checking the engine oil level, do so before starting, or time and then every year or every 250 hours if sooner
more than five minutes after stopping. (Shallow sumps are every 150 hours).

1. To check the oil level, draw out the dipstick, wipe The oil filter is a cartridge type mounted on the side of
it clean, re-insert it, and draw it out again, please the engine and should be changed when you change the
refer to image 38. Check to see that the oil level lies oil. Please refer to images 40 & 41.
between the two notches.

2. If the level is too low, add new oil to the engine to 39 Oil goes in here
the specified level, please refer to image 39.

When using an oil of a different make or viscosity from

the previous one, drain out the old oil. Never mix two
different types of oil.

38

Dipstick

IMPORTANT! Over-filling your gearbox

with oil can be as detrimental as under-filling.

36
 {
CHANGING THE ENGINE OIL

1. Run the engine for 10 minutes to warm up the oil, NB: It is best to have a plastic bag wrapped round the
then stop it and open the oil filler cap. filter to catch any oil left in the system and help with
keeping the bilge clean. Before screwing in the new
2. Your engine is provided with a sump drain pump.
filter spread a thin film of oil round the rubber gasket
Unscrew the end cap on the end of the pump spout,
to ensure a good seal and screw in - hand tight.
turn the tap to ‘on’. Use the hand pump as shown
to pump out the oil into a bucket. Turn the tap to off 4. Fill the engine with new oil as described on the
position and replace end cap. Please refer to image 40. previous page and replace the oil filler cap.

3. Unscrew the oil filter and replace with a new one. 5. Run the engine and check for oil leaks.
Please refer to image 41.

40 Sump pump 41

End cap
{

CHECKING THE GEARBOX OIL LEVEL

1. The gearbox is fitted with a dipstick and oil filler plug,

42 Dipstick
please refer to image 42.

2. Each engine is supplied with a gearbox ‘operators

manual’ which specifies the type of lubricating oil to be
used, the capacity and frequency of changing of the oil.

IMPORTANT! Over-filling your gearbox

with oil can be as detrimental as under-filling.

37
 { CHANGING THE GEARBOX OIL

1. The oil can be changed via the drain plug at the bottom Gearbox Lubricant Capacity (Approx.)
of the box or sucked out with a hand pump via the filler
plug. TMC40 ATF 0.2 L

2. Run the gearbox for 10 minutes to warm up the oil. TMC60/A ATF 0.6 L

TMC260 ATF 1.2 L

3. Switch off the engine, remove the dipstick and begin
to drain oil from the gearbox and cooling system. TM345/A Oil 1.6 L
The drain plug is located on aft starboard side of the TM93/A Oil 2.4 L
gearbox on most models.
TM170/A Oil 2.8 L
4. Allow to drain, before refilling the gearbox with new
oil as recommended.
Gearbox Lubricant Capacity (Approx.)
5. Run the engine to allow oil to circulate, then stop and
allow the oil to settle. Re-check the oil level and top ZF 25/A ATF 1.8 L
up if necessary. ZF 45/A ATF 2.5 L
6. Ensure dipstick and cap are firmly secured and check ZF 15 MIV ATF 1.0 L
for oil leaks, especially around the output shaft oil seal
ZF 63 IV ATF 4.0 L
and gasket sealing surfaces.
NB: ATF is Automatic Transmission Fluid.
Gearbox Lubricant Capacity (Approx.)
Gearbox operator manuals can be downloaded as PDF`s.
Please visit: www.betamarine.co.uk or contact Beta PRM 90 ATF 0.3 L
Marine. PRM 125 ATF 0.4 L

PRM 150 Oil 1.4 L

PRM 280 Oil 1.5 L

PRM 500 Oil 2.5 L

PRM 750 Oil 2.5 to 3.5 L

PRM 1000 Oil 3.0 to 4.0 L

38
 {
FUEL SYSTEM

• Low sulphur diesel fuel - regulations changed recently

IMPORTANT! reducing the sulphur content by 99%, in many
• Always fit a fuel/water separator in the fuel supply countries. The European standard is EN590:2009, and
system. Water in the fuel can seriously damage in the USA ASTM D975-09. The engine is designed to
the injection system. run on low sulphur fuel, and this is now preferred.

• If a fuel supply shutoff valve is fitted do not use a • We know that some customers are using 100%
taper tap, only use a ball valve tap. The ball valve type Biodiesel fuel, if you use a higher percentage of
are more reliable and less likely to let air into the fuel Biodiesel fuel you must fit an electric lift pump into
system. the fuel supply line, and the fuel filter and oil filter
must both be changed together when the oil filter is
• Be sure to use a strainer when filling the fuel tank.
normally replaced.
Dirt or sand in the fuel may cause trouble in the fuel
injection pump.

• Always use diesel fuel. Do not use paraffin/ IMPORTANT!

kerosene, as this has a low cetane rating and
Beta Marine warranty will not cover fuel equipment
adversely affects the engine.
when more than 7% Biodiesel is used.
• Biodiesel fuel can be added to the normal diesel fuel
• Be careful not to let the fuel tank become empty, or
up to a maximum limit of 7% without affecting the
air can enter the fuel system, necessitating bleeding
warranty.
before next engine start.
• Most diesel fuels now contain up to a maximum limit
• The fuel lift pump will only lift fuel through 0.25m.
of 7% Biodiesel and this does not affect the engine
If this is insufficient then an electric fuel lift pump
warranty. The recent changes to fuel specifications
must be fitted. Drawing 202-06421, illustrates the
allow the addition of FAME (fatty acid methyl ester)
recommended wiring required for this pump, please
Biodiesel EN14214:2009, to diesel fuel, but please be
refer to diagram index on page 61.
aware that Biodiesel does allow bacteria to grow more
easily in the fuel and this can clog your fuel tank, pipes
and filters. If you experience an outbreak of bacterial
growth you can either empty and clean out your fuel
pipes and tank, or use biocide additives and filtering.
{

FUEL FILTER REPLACEMENT

1. The fuel filter is a spin on type. Remove by turning

43
anti-clockwise when viewed from below.

2. Replace the fuel filter cartridge every 750 hours or

every 2 years. Please refer to image 43.

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

4. Bleed as detailed, please refer to ‘Initial Start Up’ on

page 26.

5. Check for leaks.

6. Do not get fuel on the flexible mounts, this will

degrade and damage the rubber.
39
 { HEAT EXCHANGER COOLING

44 Heat Exchanger Cooled Engines

Sea Water Level

Heat Exchanger cooling takes in sea water through the blown with the exhaust through a ‘gooseneck’ and out
bottom of the hull via a seacock usually with a strainer, to of the stern of the boat. The engine cooling has a closed
the seawater pump mounted on the engine. The seawater circuit that uses a coolant solution of 30 < 50% Anti-
is pumped through piping to the heat exchanger where it freeze and 70 > 50% fresh water. This coolant circulates
passes through the cupronickel ‘tubestack’; first though the round the engine collecting heat and transfers the heat to
bottom pipes, then back through the top pipes and then the seawater in the heat exchanger as it circulates around
out into the exhaust injection bend. From the injection the outside of the cupronickel ‘tubestack’ pipes.
bend the seawater falls into the waterlock and is then
{

ENGINE ‘FRESH WATER’ COOLANT

The coolant solution must be a mixture of fresh water and fresh water system enables the boiling point of water to
anti-freeze with the anti-freeze being a 30 < 50% solution rise to 124°C with a 13 psi pressure cap fitted. The water
(this also applies to warm and tropical climates). This not temperature alarm switch will however be activated at
only stops ‘freezing up’ in winter, but it also prevents 95°C to 100°C. If no anti-freeze or a very weak solution
overheating and corrosion. The warranty is invalid if the is used, then the water temperature switch may not be
correct percentage/ratio is not used. The anti-freeze in the activated before coolant is lost.
{

KEEL COOLING

Keel Cooling is often used on steel work boats, fishing circuit system. In these applications no seawater pump is
boats and inland waterway boats where a grid cooler or used and the engine circulating pump pushes the water/
heat transfer tank are built into the hull to give a closed anti-freeze solution around the closed system.
{

RAW WATER COOLING

Older marine engine designs have used ‘Raw Water’ cooling. This is when the seawater circulates directly through the
engine cooling circuit and will over time corrode the inside of the engine. Seawater is very corrosive and the salts can
also cause scale build-up in narrow coolant passageways. Beta Marine do not offer ‘Raw Water’ cooling.

40
 {
FILLING THE FRESH WATER SYSTEM

New engines are supplied with the fresh water ‘coolant’ e) Run the engine for 5 minutes on no load (out of gear)
drained off. The following instructions must be followed to and check coolant level, this will help remove air from
correctly fill the system. the system. Top up as necessary.

a) Pour into a clean bucket a mixture of both fresh water f) Check system for leaks.
and anti-freeze; with an anti-freeze ratio of 50%.
NB: For keel cooled engines it is very important to
For the required volume please refer to ‘Technical
bleed all of the air out of the complete cooling system
Specifications’ on page 6.
before the engine is run on load (check with builder’s
NB: Always use a Mono Ethylene Glycol Based Extended instructions).
Life Anti-freeze mixed 30 < 50% with water.
g) If a calorifier is fitted care must be taken to see that
b) Check that the coolant drain tap or plug is turned off. this is also full of coolant and all the air is expelled.
Please refer to image 45. Please refer to ‘Calorifier Connection’ on page 22.

h) Run the engine on one third load for 15 minutes,

45
preferably with the boat tied up. As the system warms
up coolant may be expelled from the overflow pipe
into the bilge. Stop the engine and allow the engine to
cool down before removing the pressure cap and top
up the coolant to 25 mm/1” below the filler neck.

i) Repeat (h) if coolant level is more than 1 inch below

the base of the filler neck when the engine has cooled
down.

CAUTION:
TO AVOID PERSONAL INJURY!
c) Fill engine with freshwater/anti-freeze solution
Removal of the pressure cap when the engine is hot
through the top of the heat exchanger or header tank
can cause severe injury from scalding hot water under
with the filler cap removed. Please refer to image 46.
pressure. Always allow the engine to cool and then use
a large cloth when turning the cap anti-clockwise to the
46 Water/anti-freeze stop. This allows the pressure to be released. Press firmly
goes in here
down on the cap and continue to turn anticlockwise to
release the cap.

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.

NB: When draining the fresh water system, ensure the

engine has cooled sufficiently to prevent scalding from hot
pressurised water. Prior to draining a cold engine, remove
the filler cap from the header tank and then open the
d) Fill header tank to the top of the filler neck and
water drain tap. This allows the water to drain freely from
replace cap. Press down firmly on filler cap and hand
the system. Please refer to image 44.
tighten in a clockwise direction.

NB: For keel cooled engines a large quantity of coolant

(anti-freeze solution) is required depending upon the size
of the keel cooling system (refer to builder’s instructions).
41
 { FRESH WATER EXPANSION TANK KITS

Fresh Water Expansion Tank Kits are available as an

optional extra, individual drawing and price available upon 47
request.
{

SEA WATER PUMP AND COOLING SYSTEM

3. Check impeller for cracks in the rubber, excessive

IMPORTANT! wear or lost vanes. Replace with a new impeller as
Before working on the sea water system ensure that the necessary. A drop of washing up liquid on the impeller
sea cock is in the off position! will help to push it back into position.

1. It is very important that the correct sea water flow 4. If refitting the exisiting impeller make sure it’s blades
is maintained to cool the closed circuit system of the are facing in the same direction as they were before
engine. The key component in this system is the sea the impeller was removed.
water pump impeller. This should be checked every
NB: If any pieces of rubber impeller are missing then they
year by removing the circular plate. Please refer to
must be found as they are most likely to be trapped
image 48.
in the entrance to the heat exchanger cooling stack.
2. Withdraw the rubber impeller from its drive shaft Please refer to ‘Cleaning Tube Stack’ on page 43.
as shown. Please refer to image 49. Pliers may be
5. Run the engine up to temperature to check for leaks.
required.

48 49

42
 {
HEAT EXCHANGER TUBE STACK AND ‘WASTING ZINC ANODE’

1. The wasting zinc anode should be checked regularly

50
at least every six months and replaced every year or
sooner, as necessary. The anode is attached to the bolt
inserted in the end cap of the heat exchanger. Please
refer to image 50. On most engines this is on the aft
end.

2. Unscrew the bolt and replace the complete unit with a

new one.

3. It is possible for fine sea weed and other debris to get

past the inlet filter and into the tube stack. This should
be removed and cleaned. Please refer to image 51.
Zinc anode
4. Drain off coolant into a bucket.

5. Unscrew the 6 end cap retaining bolts using a 5 mm

51
Hex key (3 each end of the heat exchanger). Remove
the ‘O’ rings and slide out tube stack. Carefully clean
tube stack and end caps.

6. Re-assemble using new ‘O’ rings. The tube stack

can be fitted either way around but must be aligned
correctly with the horizontal line and rubber seal
between the alignment marks at the exhaust end of Ensure rubber sealing
the heat exchanger. (This ensures correct coolant flow strip is horizontally in place
in the heat exchanger) Do not over tighten end cap
Ensure the tube stack is inserted with groove
bolts. Please refer to image 51. horizontally aligned to the end cap rubber sealing strip
7. Re-fill engine with coolant (water/anti-freeze solution)
and run engine up to temperature to check for leaks.
Please refer ‘Filling the Fresh Water System’ on page 41.

43
 { BELT TENSION

Adjuster bolt
52 53

3. Push alternator outboard by hand to tension the belt,

WARNING! then tighten link bolt.
Belt tension must only be checked with the engine
4. Check that the depression of the belt (at position
switched off.
shown) is approximately 1/2” or 12 mm when pushed
BATTERY CHARGING ALTERNATOR down firmly by thumb. Tighten support bolts. Please
refer to image 53.
These engines are fitted as standard with a ’polyvee’ flat
belt that drives both the battery charging alternator and 5. Belt tension should be regularly checked especially
the fresh water/engine coolant circulating pump. during the first 20 hours of running in a new belt, as
stretching occurs.
1. The belt tension is adjusted by swinging the alternator
outboard as it pivots on its support bolts. Please refer
to image 52.
IMPORTANT! Tension drive belts by
2. With the engine stopped, loosen the support bolts and hand only, do not over tension.
the link adjusting bolt.

SECONDARY DOMESTIC BATTERY CHARGING ALTERNATOR

The same method applies as outlined above when an engine is fitted with a secondary domestic battery bank alternator
and/or travel power.

Secondary Alternator Set Up Beta 30 – Beta 115 Optional Travel Power Set Up Beta 35 - Beta 115

44
 {
AIR FILTER

These engines are fitted with a replaceable air filter which should be inspected annually and replaced every 2 years or
sooner if heavily clogged. If this occurs increase inspection frequency.

54 55
{

ELECTRICAL MAINTENANCE

WARNING!
UNDER NO CIRCUMSTANCES SHOULD THE BATTERY BE DISCONNECTED OR SWITCHED
OFF WHEN THE ENGINE IS RUNNING. THIS WILL SERIOUSLY DAMAGE THE ALTERNATOR.
{

GENERAL MAINTENANCE

1. The control panels must be protected from rain 2. Check batteries for acid level and top up if required.
and or sea water/spray. If vulnerable, Beta Marine For low maintenance and ‘gel’ batteries, please refer
recommend that a suitable flap or cover is fitted. to manufacturers instructions.
Water entering the key switch will eventually cause
3. Loose spade terminal connections are the most
corrosion and could result in the starter motor being
common cause for electrical faults - check on a regular
permanently energised and burning out. Spray key
basis, please refer to ‘Electrical Fault Finding’ within
switch every month with WD40 or equivalent; or apply
trouble shooting.
‘Vaseline’.

45
 { WINTERISING AND LAYING UP

a) The engine lubricating oil and lubricating oil filter • Start the engine (out of gear) and run for 5 to 10
should be changed at the end of the season rather seconds until the anti-freeze is used up and can be
than in the spring. Please refer to ‘Section 2’. seen coming out of the exhaust outlet.

b) The closed circuit cooling system must contain an • Shut engine off and reconnect the inlet pipe to the
anti-freeze coolant solution. The coolant solution is a seacock. The sea water or raw water circuit is now
mixture of fresh water and anti-freeze (Mono Ethylene protected by anti-freeze.
Glycol based conforming to BS6580:1992) with the
d) Ensure instrument panel is well protected and give
anti-freeze being a 50% solution (this also applies to
the key switch a spray of WD40/Petroleum Jelly or
warm and tropical climates). The warranty is invalid if
equivalent.
the correct percentage/ratio is not used.
e) With the engine stopped, disconnect the battery
c) For cold climates where the air or water temperatures
(always disconnect the negative cable first and
can fall below 3°C, the sea water circuit must be
re-connect the negative cable last) and take it ashore
protected in addition to the fresh water system. This is
for trickle charging and top up as necessary. If AC
best achieved as follows:
power is available then this can be done on the boat.
• Close the inlet seacock to the engine (engine stopped).
f) Fuel tanks should be kept full during the lay up
• Disconnect the sea water inlet pipe and dip it into a period to eliminate water condensation in the tank.
small bucket containing 50:50 anti-freeze solution. Water entering the fuel injection system can cause
considerable damage.
{

LAYING UP ASHORE

a) Change the engine oil before the vessel is taken out d) If the engine will not be used or run for periods longer
of the water as warm engine oil is much easier to than 6 months we recommend that the engine is
remove than cold. ‘inhibited’ - this involves running the engine for about
5 minutes to:
b) Cooling system - As above in ‘Winterising and Laying
up’ paragraphs (b) to (f) should be followed. • Replace all the diesel fuel in the fuel system and
injection pump by running the engine with ‘calibration
c) If the engine is to be laid up for more than 6 months
fluid’ (fuel pump test oil ISO 4113).
then remove the sea water pump impeller - heat
exchanger cooled only. • Allow ‘Ensis’ to circulate around the lubricating oil
system by draining out the standard lubricating oil and
replacing it with a rust preventative oil such as ‘Ensis’
or similar.

46
Section 4: Trouble Shooting
Beta diesels are very reliable if installed and serviced correctly, but problems can occur and the following list gives the
most common ones and their solution.

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

No fuel: Turn fuel cock on and fill tank.

Air in fuel system: Vent air (please refer to ‘Initial Start-up’ on page 26).

Water in fuel: Change fuel filter, check fuel/water separator

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 off position: Check solenoid is free to return to run position.

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

Battery discharged: Charge battery or replace. Check alternator belt tension.

Starter motor flooded with sea water: Remove and clean, or replace.

Wiring disconnected or loose: Check circuit for loose connections.

Water in cylinders: Check engine oil for signs of water (creamy-coloured

oil). If found do not attempt to start the engine,

contact your dealer or service agent.

Engine harness fuse blown: Replace fuse located by starter motor (or above

flywheel housing) and check for wiring faults.

47
 Fuse.
56
NB: For convenience, some engines are supplied with a
spare fuse and holder attached to the main engine fuse
holder.

Problem: Low power output

Possible Cause Solution

Propeller is too big: Change or depitch.

Check gearbox reduction ratio relative to propeller size: Change the most appropriate item.

Blocked fuel filter: Replace.

Blocked air filter: Replace.

Air in fuel system: Check system and bleed

Governor spring incorrectly mounted: Dealer to adjust.

Single lever control not operating correctly: Disconnect speed control cable and move the lever

by hand. Adjust cable.

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

Problem: Erratic running/hunting

Possible Cause Solution

Air 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 the fuel 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 a wiring fault.

Broken fuel injection pump spring: Replace, this is usually caused by water in the engine

oil/fuel.

Fuel suction head is too great: Fit electric fuel lift pump.

48
Problem: Hunting at idle
Possible Cause Solution

Idle adjustment screw may need adjusting: Always contact Beta Marine for advice

with idle adjustment.

Problem: Hunting at higher speeds

Possible Cause Solution

Fuel supply problem: Change fuel filter and check fuel supply

Problem: White or blue exhaust gas

Possible Cause Solution

Engine oil level too high: Reduce the level.

Blocked injector: Service injectors.

Piston ring and bore worn or con rod bent due to water Get the compression checked by your dealer or

ingression, giving a low compression: service agent. They will advise action to be taken.

Check that the breather pipe is clear and not obstructed: Remove and clean out.

Problem: Black exhaust gas

Possible Cause Solution

Blocked air filter element: Inspect and replace.

Over pitched propeller - engine will not reach its full rpm: Get the propeller re-pitched if necessary.

Accumulated debris on hull: Inspect and clean if required.

Problem: Low oil pressure warning light on when underway

Possible Cause Solution

Oil frothing due to high installation angle or high oil level: Always contact Beta Marine for advice.

Problem: Low oil pressure warning light when engine speed reduced to tick over
Possible Cause Solution

Faulty switch sender: Replace.

Engine running too hot: Check cooling water flow (please refer to ‘Cooling’).

Oil relief valve stuck partially open with dirt: Remove and clean.

Blocked oil filter: Change.

Wiring fault: Check circuit.

Insufficient oil: Top up and check for leaks.

49
Problem: High oil consumption
Possible Cause Solution

Oil leaks: Check for leaks.

Piston rings worn: Overhaul required.

Valve stem and guide worn: Overhaul required.

Piston rings gap facing the same direction: Shift ring gap position. Dealer or service agent to check.

Problem: Water in lubricating oil - general

Possible Cause Solution

Core plug pushed out due to frozen block: Dealer or service agent to check and replace.

Water pump seal damaged: Dealer or service agent to check and replace.

Problem: Water in lubricating oil - heat exchanger cooled

Possible Cause Solution

Oil goes “milky” due to seawater entering Check installation - has an anti-syphon valve been fitted?

exhaust manifold: Change engine oil and run engine for 10 minutes each

time to eliminate any water. Get fuel injection pump and

compression checked by dealer or service agent.

Problem: Water in lubricating oil - keel cooled

Possible Cause Solution

Oil goes “milky” due to water entering Check installation - has dry exhaust system been fitted

exhaust manifold and then into the sump: correctly, ensuring rain water cannot enter the exhaust

port and run back? (please refer to ‘Dry Exhaust System

on page 18). Change engine oil and run engine for 10

minutes each time to eliminate any water. Get injection

pump checked by dealer or service agent.

50
Problem: Engine overheats - general
Possible Cause Solution

Low raw water flow: See below.

Check coolant level: Top up.

Pressure cap loose: Tighten correctly or replace.

Switch sender faulty: Replace.

Insufficient restrictions in pipe to calorifier: Clamp off pipe to confirm.

High exhaust back pressure: Must not exceed the information given in ‘exhaust back

pressure’ in the installation section.

Keel cooler insufficient size: Contact boat builder.

Problem: Engine overheats - heat exchanger cooled

The most common cause of overheating is insufficient seawater flow due to a blocked intake. If this happens first clear

the debris, causing the blockage. If the problem is not cured then check the system for sea water flow which should

be 18 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 bucket over the exhaust

outlet for 10 seconds and measure the amount of water collected*. Multiply this value by 6 to give the flow in

litres/minute. Repeat twice and take an average. If the flow rate is noticeably less than the 18 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 exchanger or in the end of

the exchanger. This must be located and removed.

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

*NB: 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 precautions against breathing in the exhaust gases.

Problem: Engine overheats - keel cooled

Commonly overheating is caused by:

(a) Not fully venting the engine cooling system of air. It is necessary to remove all air from the cooling system -

including the “skin” tanks and (if fitted) the Calorifier and associated piping.

(b) Incorrectly sized “skin” tanks that have been sized for ‘usual’ canal use (rather than maximum engine output

that can sometimes be required) on fast flowing rivers. An additional “skin” tank may need to be fitted; please refer

to our website: Inland waterways - Guidelines: keel cooling tank sizes.

51
Problem: Vibrations
Possible Cause Solution

Poor alignment to shaft: The alignment must be accurate even if a flexible

coupling is used (please refer to ‘Alignment’ on page 10).

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

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

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

Insufficient clearance between the propeller There must be at least 10% of the propeller diameter

tip and the bottom of the boat: as tip clearance between the propeller and the bottom

of the boat. Reduce propeller diameter/increase pitch

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: Knocking noise

Possible Cause Solution

Propshaft touching gearbox output coupling Adjust, giving correct clearance give 5mm - 10mm

through split boss or Type 16 coupling: between gearbox and propeller shaft.

Flexible mount stud touching engine bed: Adjust stud to clear.

Drive plate broken: Replace/repair.

Engine touching engine bed: Re-align engine/modify bed.

Injectors blocked through excess carbon Remove and check injector nozzles, replace if required.

caused by water in the fuel:

Problem: Transmission noise

Possible Cause Solution

Check gearbox oil level: Top up.

“Singing” propeller: Check with propeller supplier about ‘harmonics’.

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

Worn drive plate: Change.

Propeller shaft hitting the Gearbox half coupling: Move shaft back to give 5mm - 10mm clearance

(Type 12/16 couplings only).

Propeller torsionals causing gears to rattle at low rpm: Fit a torsional flexible coupling such as Centaflex

type 16 or equivalent.

52
Problem: Battery quickly discharges
Possible Cause Solution

High load and insufficient running: Reduce load or increase charging time. Large domestic

battery 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 in engine compartment, Adjust tension/replace belt with a high temperature

engine compartment temperature too high: type and/or improve engine compartment ventilation.

Alternator defective: Check with dealer or service agent.

Battery defective: Replace.

Poor wiring connection: Check wiring system.

Problem: Morse control cable will not fit

Possible Cause Solution

Incorrect fitting: Cables are being fitted the wrong way around,

switch over and fit the opposite way.

Problem: Panel rev counter not working (when fitted)

Possible Cause Solution

No W connection to alternator: Check output from ‘W’ connection. Should be about 9V AC.

Wiring fault: Check circuit.

53
 { ELECTRICAL TROUBLESHOOTING - GENERAL OVERVIEW

The following pages are compiled to aid diagnosis of Keel Cooled Engines
electrical faults, based on the Beta 10 - 115hp range of
Standard Greenline keel cooled engines are supplied with
engines. If your engine was built before July 2005, contact
a single starter battery alternator, a secondary domestic
Beta Marine for the relevant electrical trouble shooting
battery bank alternator is additionally included as standard
guide.
for the Beta 30 and above.
NB: our standard control panels are for earth return
For the Beta 38 and above, it is possible to specify both
installations only (where battery negative cable is
a secondary domestic battery bank alternator & a 3.5kVA
connected directly to engine ground). For insulated earth
travel power alternator & inverter, 5kVA for the Beta 43
(where battery negative cable is isolated from engine
and above.
ground) different harnesses, alternators, switches for oil
pressure and engine temperature are fitted. Both the starter battery alternator and domestic battery
bank alternator work independently of each other, when
Heat Exchanger Engines
equipped if the domestic battery bank alternator is
Standard heat exchanger cooled engines are supplied with disconnected, the engine will still run correctly but the:
a single starter battery alternator, a secondary domestic
• Domestic charge warning lamp will not function
battery bank alternator is optional for the Beta 30 and
above. • Warning buzzer will remain on at all times.

3.5kVA, 230v, 50Hz Travel Power alternators and inverter NB: The two way plug on panel loom will only have a
are optional for the Beta 35 and above. For the Beta 43 corresponding socket to connect into from the engine if
and above a 5kVA variant is additionally available. a 2nd alternator is fitted which requires this connection.
Engines with only one alternator do not utilise this
Battery positive
connection.
57

Battery negative

54
 {
ELECTRICAL TROUBLE SHOOTING - ALL CONTROL PANELS

Before investigating any specific electrical problem, to the correct terminals for the secondary domestic
always check: battery charging alternator.

• The connection between the panel harness and panel • The battery connections and inspect the condition of
loom. It must be clean, dry and secured with a cable cables from the battery to engine. If in doubt measure
tie. the voltage at the engine.

• The start battery is connected to the correct terminal • If there is a starter alternator charge problem, measure
on the starter motor. battery voltage with engine off and again with engine
running, if there is an increase the alternator is
• The domestic battery is switched on and connected
functioning correctly.

Problem Possible Cause and Solution

No warning lights or buzzer functioning, engine will not • Battery isolation switch in off position - switch on.

start or stop • Starter battery discharged - charge.

• Engine fuse blown - check fuse (above starter motor or

flywheel housing) and replace if necessary.

• Check for wiring faults.

Non function of warning light. The water temperature • Disconnect switch wire to non-functioning light: green/

light will not function unless engine is overheating blue –water temperature, white/brown –oil pressure,

or there is a wiring fault brown/yellow –alternator charge. Reconnect wire

temporarily to another warning light that is functioning;

if wire switches light on replace faulty light.

• Disconnect positive feed to non-functioning light.

Reconnect temporarily with wire from another warning

light that is functioning, if wire switches light on rewire

with new connection.

• If none of the above, check continuity of connections

from panel to the engine.

Water temperature warning light on when engine is not If engine is cold:

over temperature (Not B or C deluxe panel see table on • Faulty wiring, check connection and continuity (small

on following page) green/blue) from switch to panel light. Ensure this

connection is not shorting to earth (ground).

• Faulty temperature switch - if light switches off on

If engine is warm:

• Switch wire connected to large sender terminal of

switch/sender unit. Remove and refit to smaller

(switch) terminal.

55
 Problem Possible Cause and Solution

Buzzer not functioning. The buzzer will not sound for • If light is functioning but buzzer not sounding, check

green ’power on’ light connection and continuity from illuminated warning

light (red not green) to buzzer board.

• Faulty warning panel buzzer board - replace.

Starter battery charge light not functioning If tacho not functioning:

• Alternator not connected properly, check continuity of

small brown wire from rear of alternator to AC position

on keyswitch.

• Alternator connected properly, faulty alternator - replace.

If tacho functioning correctly:

• Check continuity of small brown/yellow wire from rear

of alternator to no charge warning light on rear of panel.

• If alternator connected properly, faulty panel warning

light - replace.

If 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

to tacho.

• Measure voltage from alternator W connection to earth

(ground), should be approx. 7.5 - 9.0 volts AC.

Domestic charge light not functioning, buzzer remains • Domestic battery not connected.

on with engine running • Domestic battery not connected correctly:

B+ to domestic isolation block on starboard rail

(port on 75 - 115T)

B- to engine earth (ground).

• Domestic battery flat.

• Panel relay faulty/incorrectly wired: Check voltage at

relay terminal 86, white wire is positive feed for

warning light from AC position of keyswitch.

56
 Problem Possible Cause and Solution

Domestic charge light not functioning, buzzer remains • Domestic battery not connected.

on with engine running • Domestic battery not connected correctly:

B+ to domestic isolation block on starboard rail

(port on 75 - 115T) and B- to engine earth (ground).

• Domestic battery flat.

• Panel relay faulty/incorrectly wired: Check voltage at

relay terminal 86, white wire is positive feed for

warning light from AC position of keyswitch.

Domestic charge light not functioning, buzzer switching • No second alternator fitted to engine, domestic light

off with engine running. This light will only function not used.

if a second alternator is fitted to the engine • D+ (charge indication) light connection at rear of

alternator not connected.

• Two way plug and socket disconnected between

engine harness and panel loom.

{

ELECTRICAL TROUBLE SHOOTING - B, BW, C AND CW CONTROL PANELS

In addition to the fault finding detailed on the previous pages, the following is specific for control panels as listed above.

Problem Possible Cause and Solution

Oil pressure warning light not functioning, oil pressure • Faulty wiring - check wire connection and continuity

gauge showing maximum deflection. Engine off and (small white/brown) from sender to panel light.

keyswitch in run position • Ensure this connection is not shorting to earth (ground).

Oil pressure gauge showing no movement - even when • Faulty wiring - check oil pressure sender wire (small

engine is started. Warning light functioning correctly white/brown) is connected.

oil pressure showing no movement, warning light not • Check connection to oil pressure gauge, if plug is not

functioning correctly connected to socket on rear of gauge, reconnect.

• If all connections are correctly made, possible faulty

sender unit - check resistance to earth, approx. 50 Ω.

Replace if no reading or short-circuited.

• If adjusted correctly and buzzer still sounding, possible

faulty switch gauge unit - replace.

57
 Problem Possible Cause and Solution

Oil pressure showing normal operating pressure Engine warm:

(0.75 - 5 bar). Buzzer sounding and light illuminated. • Incorrectly calibrated switching point for warning light,

adjust on rear of gauge to 0.5 bar (minimum adjustment

on gauge).

• If adjusted correctly and buzzer still sounding, faulty

switch gauge unit - replace.

Water temperature gauge showing 120°C/250°F. Engine cold/cool:

This also applies to the B Panel with Murphy gauge • Faulty wiring, check water temperature sender wire is

not shorting to earth (ground).

• Faulty sender unit, - check resistance to earth, approx.

3.5k Ω (cold) – 0.5k Ω (warm). Replace if notably less.

Water temperature gauge showing normal operating Engine warm:

temperature (85°C). Buzzer sounding and light illuminated. • Incorrectly calibrated switching point for warning

This also applies to the B Panel with Murphy gauge light adjust on rear of gauge to 100°C/210°F.

• If adjusted correctly and buzzer still sounding,

faulty switch gauge unit - replace.

Water temperature gauge showing no movement, • Check connection to sender, if disconnected gauge

light not illuminated, engine warm. will not function.

This also applies to the B Panel with Murphy gauge • Check connection to temperature gauge, if plug is

not connected to socket on rear of gauge reconnect.

If all connections are correctly made, faulty sender

unit - check resistance to earth, approx. 3.5k Ω

(cold) - 0.5k Ω (warm). Replace if no reading.

58
 {
ELECTRICAL TROUBLE SHOOTING - EXTENSION HARNESSES

Some installations require one of the ‘panel extension Extra attention must be given to black (ground) and
11-way connectors’ to be removed to allow the cable to black/blue (tacho), also brown (switched positive to
be passed through bulkheads etc. alternator) and brown/yellow (charge fail) as these
connections are harder to distinguish between in poorly lit
If any panel problems are experienced, after this has
areas. Whilst doing this check integrity of each connection
been done, visually check all 11-way connections on
to ensure terminals have not become damaged. Once
engine harness to panel extension* to ensure wire colours
checked, re-fit cable tie around each connection to keep
to each terminal match up to the correct colour in its
them secure.
corresponding terminal.

* Also applies for panel to panel extension cables for installations with additional flybridge control panel option.
{

ELECTRICAL TROUBLE SHOOTING - INSULATED EARTH

If your application is wired as insulated earth return and It should be connected to the terminal which is also used
the engine will not operate correctly, always check starter for all the small black wires. NB: Not the terminal with
battery negative is connected to the correct terminal on the single black wire connected directly to engine ground.
the isolating solenoid.

59
Section 5: Torque Settings
{

STANDARD NUTS & BOLTS (GRADE/CLASS 4 - 6.8 DIN 267)

ITEM SIZE NM KGF M LBF FT (FT LBS)

M6 6 MM 7.9 ~ 9.3 0.8 ~ 0.95 5.8 ~ 6.9

M8 8 MM 17.7 ~ 20.6 1.8 ~ 2.1 13.0 ~ 15.2

M10 10 MM 39.2 ~ 45.1 4.0 ~ 4.6 28.9 ~ 33.3

M12 12 MM 62.8 ~ 72.6 6.4 ~ 7.4 46.3 ~ 53.5

{

SPECIAL NUTS & BOLTS (GRADE/CLASS 7 - 8.8 DIN 267)

ITEM SIZE NM KGF M LBF FT (FT LBS)

M6 6 MM 9.8 ~ 11.3 1.0 ~ 1.15 7.2 ~ 8.3

M8 8 MM 23.5 ~ 27.5 2.4 ~ 2.8 17.4 ~ 20.3

M10 10 MM 48.1 ~ 55.9 4.9 ~ 5.7 35.4 ~ 41.2

M12 12 MM 77.5 ~ 90.2 7.9 ~ 9.2 57.1 ~ 66.5

{

BETA 10 TO BETA 25 - SPECIFIC NUTS & BOLTS

ITEM SIZE X PITCH NM KGF M LBF FT (FT LBS)

CYLINDER HEAD BOLT M8 X 1.25 37.3 ~ 42.2 3.8 ~ 4.3 27.5 ~ 31.1

CONNECTING ROD BOLT M7 X 0.75 26.5 ~ 30.4 2.7 ~ 3.1 19.5 ~ 22.4

FLYWHEEL BOLT M10 X 1.25 53.9 ~ 58.8 5.5 ~ 6.0 39.8 ~ 43.4

MAIN BEARING CAP - BOLT 1 M6 X 1.0 12.7 ~ 15.7 1.3 ~ 1.6 9.4 ~ 11.6

MAIN BEARING CAP - BOLT 2 M7 X 1.0 26.5 ~ 30.4 2.7 ~ 3.1 19.5 ~ 22.4

NOZZLE HOLDER ASSEMBLY M20 X 1.5 49.0 ~ 68.6 5.0 ~ 7.0 36.2 ~ 50.6

CYLINDER HEAD COVER BOLT M6 X 1.0 9.8 ~ 11.3 1.0 ~ 1.15 7.2 ~ 8.3

GLOW PLUG M8 X 1.0 7.8 ~ 14.7 0.8 ~ 1.5 5.8 ~ 10.8

OIL PRESSURE SWITCH BSP 1/8” 14.7 ~ 19.6 1.5 ~ 2.0 10.8 ~ 14.5

ROCKER ARM BRACKET SCREW M6 X 1.0 9.8 ~ 11.3 1.0 ~ 1.15 7.2 ~ 8.3

IDLE GEAR SHAFT BOLT M6 X 1.0 9.8 ~ 11.3 1.0 ~ 1.15 7.2 ~ 8.3

CRANKSHAFT NUT M12 X 1.5 117.7 ~ 127.5 12.0 ~ 13.0 86.8 ~ 94.0

We recommend that you refer to the Kubota Workshop Manual for detailed maintenance and torque setting information,
or contact your local Dealer, or direct to us. We can provide Workshop Manuals as a ‘PDF’ if required.

60
Section 6: Diagram Index
1. Typical Starter Motor Ratings Page 6

2. Suggested Engine Started Battery Size Page 6

3. Keyswitch Terminations Page 25

4. Beta 10 - Beta 25 H/E engine harness (40 Amp) Page 63

5. Beta 10 - Beta 25 H/E engine harness (75 Amp) Page 64

6. Diagram of extension harness Page 65

7. Diagram of panel ‘A’ & cut-out Page 66 & 67

8. Diagram of panel ‘AB’ & cut-out Page 68 & 69

9. Diagram of panel ‘ABV’ & cut-out Page 70 & 71

10. Diagram of panel ‘ABVW’ & cut-out Page 72 & 73

11. Diagram of panel ‘B’ & cut-out Page 74 & 75

12. Diagram of panel ‘BW’ & cut-out Page 76 & 77

13. Diagram of Deluxe panel ‘C’ & cut-out Page 78 & 79

14. Diagram of Deluxe panel ‘CW’ & cut-out Page 80 & 81

15. GA of Beta 10 H/E TMC40 Page 82

16. GA of Beta 14 H/E TMC40 Page 83

17. GA of Beta 14 H/E TMC60 Page 84

18. GA of Beta 10/14 H/E TMC60A Page 85

19. GA of Beta 14 H/E ‘V’ Drive ZF15 MIV Page 86

20. GA of Beta 10/14 H/E PRM90 Page 87

21. GA of Beta 10/14 K/C PRM90 Page 88

22. GA of Beta 10/14 H/E Bobtail Page 89

23. GA of Beta 14 H/E Saildrive Page 90

24. GA of Beta 16 H/E TMC40 Page 91

25. GA of Beta 16 K/C TMC40 Page 92

26. GA of Beta 16 H/E TMC60 Page 93

27. GA of Beta 16 H/E TMC60A Page 94

28. GA of Beta 16 H/E ‘V’ Drive ZF15 MIV Page 95

29. GA of Beta 16 H/E PRM90 Page 96

30. GA of Beta 16 H/E PRM125 Page 97

31. GA of Beta 16 H/E Bobtail Page 98

32. GA of Beta 16 H/E Saildrive Page 99

33. GA of Beta 20 H/E TMC40 Page 100

34. GA of Beta 20 H/E TMC60 Page 101

35. GA of Beta 20 H/E TMC60A Page 102

61
 36. GA of Beta 20 H/E ‘V’ Drive ZF15 MIV Page 103

37. GA of Beta 20 H/E PRM90 Page 104

38. GA of Beta 20 K/C PRM90 Page 105

39. GA of Beta 20 H/E PRM125 Page 106

40. GA of Beta 20 K/C PRM125 Page 107

41. GA of Beta 20 H/E PRM150 Page 108

42. GA of Beta 20 H/E Bobtail Page 109

43. GA of Beta 20 H/E Saildrive Page 110

44. GA of Beta 25 H/E TMC40 Page 111

45. GA of Beta 25 K/C TMC40 Page 112

46. GA of Beta 25 H/E TMC60 Page 113

47. GA of Beta 25 H/E TMC60A Page 114

48. GA of Beta 25 H/E ‘V’ Drive ZF15 MIV Page 115

49. GA of Beta 25 H/E PRM90 Page 116

50. GA of Beta 25 K/C PRM90 Page 117

51. GA of Beta 25 H/E PRM150 Page 118

52. GA of Beta 25 H/E Bobtail Page 119

53. GA of Beta 25 H/E Saildrive Page 120

54. Electric fuel lift pump Page 121

55. Declaration of Conformity for Recreational Craft Page 122

56. Emission Durability Page 123

57. Emission-Related Warranty Page 124

58. Hazardous Materials Statement Page 125

59. Service Record Page 126

NB: Further information and arrangement drawings can be found on our website at: www.betamarine.co.uk

62
 


          

  

   
  
 
   

   

 
 







 
 
 
63



 
     
 





   

   

  
    

 
      





 

  
 

 

      
 


          

  


   
   

 
   
 
   


 



64









 





   

    

   
    

 
  


 
  
 

 

      
65
78
79
 
 
 
 

 
  
    


 








 
 
 


     
  


111



 
 
  
 

 

   

 
     


  
   
 
     
 
     

   
   


  

  







 
 
        
 
  
  

 
  


 




 
 
 
  
  

 
 
 
  
 





113



   
  






   



    
 


 
 
  
   
 

    

    







     

  





  

 
     
  


 

 
 
 
   
 
 


 


 
  

  
 
  

 
 

114

 
 


 
 


 
 

  
  
 
 
   
  

 

     






  

  







 
 
        
 
   
  
   
 


 
  

 
 
 

 

 


 
116



 

   
 




 
  



  

 
     






  

  







 
 
        
 

 










 



 

  


121

 

 
 
   




  


  



  


  
 



 
 



 
 
 
 
 

  






     





     

   



  

  







 
 
        
Section 7: Emissions
Beta Marine Limited
Davy Way
Waterwells
Quedgeley
Gloucester, GL2 2AD
United Kingdom
Tel: +44 (0)1452 723492
Fax: +44 (0)1452 883742
Email: [email protected]
www.betamarine.co.uk

EU DECLARATION OF CONFORMITY
The Beta range of marine propulsion engines Beta10 through Beta105.

Manufactured by Beta Marine Limited at the address given above.

This declaration of conformity is issued under the sole responsibility of the manufacturer.

The object of this declaration is to conform compliance of the propulsion engine in accordance with
the exhaust emission requirements of Directive 2013/53/EU in conformity with the relevant Union
harminsed legislation.

Standard used include in part as applicable ISO 8178, ISO 8665, ISO 18854, ISO 3046 except where
engines are pre-approved in accordance with Stage III of Directive 97/68/EC.

Where applicable, the notified body, DNV-GL, number 0098, performed witness of emission test(s)
and issued the certificate(s).

When installed in a watercraft, in accordance with the installation instructions accompanying the
engine, the engine will meet:

(i) the exhaust emission requirement of this Directive,

(ii) the limits of Directive 97/68/EC as regards engines type-approved in accordance

with Directive 97/68/EC which are in compliance with Stage IIIA, Stage IIIB or
Stage IV emission limits for CI engines used in other application than propulsion of
inland waterways vessels, locomotives and railcars, as provided for in point 4.1.2
of Annex 1 of that Directive.

The person empowered to sign on the behalf of Beta Marine Limited is Mr J. A. Growcoot who is
Chief Executive Office of the company.

Individual certificates applicable to any particular engine serial number will be issued on request in
any requested EU approved European language applicable to the country in which the installation is
made.

Signed for and on behalf of Beta Marine Limited.

Dated: 13th December 2016.

122
 Emission Durability
IN RESPECT TO THE RECREATIONAL CRAFT DIRECTIVE 2013/53/EU
AND IN PARTICULAR RESPECT TO EXHAUST EMISSIONS.

The engine must be installed, maintained and operated within the parameters detailed in the
Operator’s Maintenance Manual. Maintenance must use approved materials, parts and consumables.
Should the engine lie unused for a period in excess of 6 months it must be inhibited otherwise it
will deteriorate with resulting decrease in performance. See also the Winterising and Laying Up
procedures in the Operator’s Maintenance Manual.

The fuel settings of the diesel injection system must not be tampered with otherwise the guarantee
will be invalid and the performance may fall outside prescribed limit. Such adjustment cannot be
allowed under the terms of the emission certification.

Performance of the engine depends upon the use of correct fuels, lubricants and inhibitors. These
are fully detailed in the Operator’s Maintenance Manual.

Particular attention must be paid to the installation with respect to the exhaust system. The system
must be designed so that water cannot back feed into the engine. The run must be such that
the back pressure at the engine manifold does not exceed the limit detailed in the Operator’s
Maintenance Manual. Wet (water injected) exhaust systems must be at least the bore mentioned
in the Operator’s Maintenance Manual and should the run be excessive this bore must be increased
accordingly. Back pressure is measured at the outlet of the engine manifold before the water
injection bend or dry bellows.

Our experience has proven that properly installed and maintained engines hold their performance
without major mishap even when running hours exceed those mentioned in the Recreational Craft
Directive. It is the owners / users responsibility to ensure that the engine continues to function
properly and any malfunction must be immediately investigated. The Trouble Shooting section as
detailed in the Operator’s Maintenance Manual is particularly helpful in this respect.

Engine performance, especially with respect to erratic running, exhaust condition, low power output
and high oil consumption are indications of engine conditions that may result in emissions outside
the prescribed limits and must therefore be investigated and rectified immediately. Only genuine
Beta Marine or Kubota approved parts must be used.

This document is to be read in conjunction with our “Enhanced Kubota Based Engine Warranty”
ref: WC 221-10231.

2013/53/EU and minor text corrections, September 12, 2016.

Cross ref to Warranty Card, October 3, 2017.

123
 Emission-Related Warranty
IN RESPECT TO CATEGORY 1 MARINE PROPULSION ENGINES FOR
RECREATIONAL PURPOSE WITH EXHAUST EMISSIONS CONFORMING
TO THE APPLICABLE REQUIREMENTS OF 40 CFR PART 1042 AND
COVERED BY A CERTIFICATE OF CONFORMITY ISSUED BY US EPA.

The engine must be installed, maintained and operated within the parameters detailed in the
Operator’s Maintenance Manual. Maintenance must use approved materials, parts and consumables.
Should the engine lie unused for a period in excess of 6 months it must be inhibited otherwise it
will deteriorate with resulting decrease in performance. See also the Winterising and Laying Up
procedures in the Operator’s Maintenance Manual.

The fuel settings of the diesel injection system must not be tampered with otherwise the guarantee
will be invalid and the performance may fall outside prescribed limit. Such adjustment cannot be
allowed as the emission certification relates to factory settings. Performance of the engine depends
upon the use of correct fuels, lubricants and inhibitors. These are fully detailed in the Operator’s
Maintenance Manual.

Particular attention must be paid to the installation with respect to the exhaust system. The system
must be designed so that water cannot back feed into the engine. The run must be such that
the back pressure at the engine manifold does not exceed the limit detailed in the Operator’s
Maintenance Manual. Wet (water injected) exhaust systems must be at least the bore mentioned
in the Operator’s Maintenance Manual and should the run be excessive this bore must be increased
accordingly. Back pressure is measured at the outlet of the engine manifold before the water
injection bend or dry bellows.

The air induction system and air cleaner supplied with the engine must be used and maintained
within the limits specified in the Operator’s Maintenance Manual.

For Emission-related Warranty the engine components must not be tampered with or replaced.
Engine performance, especially with respect to erratic running, exhaust condition, low power output
and high oil consumption are indications of engine conditions that may result in emissions outside
the prescribed limits and must therefore be investigated and rectified immediately. Only genuine
Beta Marine or Kubota approved parts must be used, installed (and where applicable, properly set)
only by our authorized mechanic.

The Emission-related Warranty will be limited to 5 years or 1000 running hours whichever comes
first.

This document is to be read in conjunction with our “Enhanced Kubota Based Engine Warranty”
ref: WC 221-10231/1 USA.

Cross ref to Warranty Card, October 3, 2017.

124
 Important!
Beta Marine Ltd operates a policy of continuous improvement
and reserves the right to change prices & specification without
prior notification. Information given is subject to our current
conditions of tender & sale.

All products with moving parts can be dangerous if used improperly;

Always Read Instructions For Use, Carefully.

Product and performance can vary from market to market, ask your dealer or Beta Marine about
available product, performance and accessories in your market.

All technical data within this manual was correct at the time of printing, but such data is subject to
change due to ongoing product development.

To view and download pdf files of the latest relevant documents visit: www.betamarine.co.uk

Hazardous Materials

Used engine oils - may contain hazardous components which may have the potential to cause skin
cancer. In the case of contact, immediately rinse skin with plenty of water for several minutes and
then wash contact area with soap and water. Keep out of reach of children.

The rules & regulations for the disposal of waste oil and or antifreeze solutions in the UK varies by
location and whether you are a business or a private individual.

To find your nearest disposal bank or learn more visit: www.oilcare.org.uk

For the safe and legal way to dispose of hazardous materials outside the UK, carefully check and
comply with the legal requirements in your country.

125
Section 8: Service Record
Service Date Responsible

1 Commissioned

2 First 25 hours

3 First 50 hours

4 Every 150 hours with shallow sump

5 Every Year/Every 250 hours if sooner

9 Every Year/Every 750 hours if sooner

10

11

12

13

14

15

16

126
 Service Date Responsible

17

18

19

20

21

22

23

24

25

26

27

28

29

30

31

32
 Beta Marine Limited, Davy Way, Waterwells, Quedgeley, Gloucester, GL2 2AD. UK.
Tel: +44 (0)1452 723492 Fax: +44 (0)1452 883742 Email: [email protected] Website: www.betamarine.co.uk

Ref: OM 221-02887 REV 02 - 0118