Talking Torque: Yankee Favourite
Westerbeke is a household name amongst US yachties, and there's a good reason why
Westerbeke has been making engines since 1937, and its current yacht auxiliary range reflects the sound engineering that has gone into its diesel engines. The range spans 12–38bhp in two-, three- and four-cylinder configurations.
The top of the line is the 44C, a Mitsubishi-based four-cylinder engine that has features ensuring a long service life. For example, at 1.76L it has a way bigger piston displacement than its direct European competitors so it will rarely be stressed, even when worked hard. Valve rotators are fitted to ensure even valve seat wear, and a fresh water-cooled exhaust manifold prevents sea water flooding the cylinders should the cylinder head gasket fail.
Of course the larger piston displacement does come with a weight penalty, but the total engine and gearbox weight is relatively insignificant when fitted in a 10m cruising yacht such as the 5.8 tonne Arends 33. The 44C would also suit older full keel yachts such as the UK-built 7.6 tonne Nicholson 36, particularly as the reasonable retail price of the 44C wouldn't make a re-power job of such an old yacht a significant over-capitalisation as so often happens in re-powers. Or, the 44C would make a good re-power choice for an old Halvorsen 21 or 25 cruiser, especially if keel cooling and a dry exhaust were fitted.
The 44C is available in shaft drive only.
THE NITTY GRITTY
In many ways the 44C is like an updated version of the old 1.76L Perkins 4-108, which developed a maximum of 51bhp at 4000rpm and 40bhp continuous at 3000rpm. Similarly, the 44C has a long piston stroke for plenty of torque down low but has a flatter torque curve with 89 per cent of maximum torque available at a low 1000rpm.
What stands out about the 44C is that maximum output is rated on diesel fuel density of 840 grams per litre, just like in Aus, and not the 860 grams European competitors are rated on. The stated output of the 44C is what you get, not a de-rated version. However the 44C isn’t as torquey as its comparable output European competition and is thirstier in its upper rev range.
Like all long-life yacht auxiliaries under 50hp the five main bearing 44C develops maximum power at 3000rpm and has overhead valves operated by a gear driven camshaft and push rods to the rocker gear. This is a more reliable design than overhead camshafts, even those that are chain driven. However, replacing the cylinder head gasket is more complex (the push rods need careful re-alignment) than overhead camshaft designs. Providing the engine doesn't overheat, the gasket should last the life of the engine, though.
Unlike aluminium cylinder head engines the 44C has an all cast iron construction (apart from the rocker cover and oil sump) so even if the engine does overheat the head won't warp and distort the head gasket.
Being an indirect injection engine, the 44C has a compression ratio of 22:1 with no facility for hand starting — not that this would be possible unless decompression levers were fitted, and the owner was a body builder.
The standard heat exchanger cooling has provision for hot water take-off for a shower facility and hot water at the galley sink, a real luxury as most yachties know. The cooling system, including expansion tank for the heat exchanger, has large capacity of 6.6L so the 44C should cope well in tropical climates. The raw (sea) water circulating pump is gear driven from the camshaft and is easily accessed at the forward end of the engine (as is the sedimenter/fuel filter) while the freshwater pump is driven by the same V-belt that drives the alternator.
The oil sump capacity is six litres (bigger than some 2.5L automotive diesels) and excellent for an engine under two litres displacement. This capacity allows the oil pump to continue delivering oil even when the yacht is heeled, such as when motor sailing. And sensibly the canister oil filter is mounted horizontally so when it's replaced oil doesn't dribble down the cylinder block.
Westerbeke doesn't mention oil viscosity or change intervals in its technical specs but I recommend a diesel specific mineral based SAE 15W40 oil and to change the oil and filter every 100 running hours or annually when the engine is used frequently. For infrequent usage I suggest every 50 hours or six months, as fresh oil and a new filter are cheap compared to overhauling an engine.
Standard is a 50A voltage regulated alternator, mounted high up on the engine mid-way up the expansion tank — higher output alternators are available. The starter motor is mounted well above the engine bearer mounting feet.
The ‘Captain’ instrument panel included in the standard engine package has an analogue tachometer with inset digital hour meter, plus alarms and lights for low oil pressure, engine overheat, water in fuel and battery charging failure. However, the optional ‘Admiral’ panel has gauges for oil pressure, temperature and battery charging output, and would be my choice if the budget allowed as you can never have too much information on engine operation.
The standard mechanical gear box has a 2:1 reduction to ensure useful displacement hull prop revs of only 1500 at Wide Open Throttle. Fitted with this box the 44C is 866mm long, 541 wide and 584mm high, so despite its relatively large piston displacement it isn’t a bulky engine.
THE WRAP
One of the best features of the 44C is its current retail price, which is even better considering the poor exchange rate of Aussie dollars to greenbacks.
Complete with gearbox and ‘Captain’ instrument panel the 44C retails for AUD$13,000 including GST, which is excellent value for the quality of engineering.
The 44C suits cruising yachts to 12m or displacement power boats to 8m. Its four-cylinder design should significantly reduce vibration compared to the competitions' three-cylinder engines in this power range, so alas, no flab reduction with this engine!
For more on the 44C contact Marine Energy Systems on (07) 5502 7771 or email sales@marineenergy.com.au
QUICK SPECS
Engine Westerbeke 44C
Engine type Four-cylinder indirect injection diesel
Rated output 37.9bhp/38.5mhp at 3000rpm*
Maximum torque 97Nm at 2000rpm
Piston displacement 1758cc
Bore x stroke 78 x 92mm
Dry weight w/box 189kg
*Brake horsepower/metric horsepower or PS