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TOPIC: Hino Database

Hino Database 27 Mar 2007 12:02 #1

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I just wanted to move the Hino Database over here. It is my preference to keep the Hino stuff separate because it's such a long post as is. I will try to keep it cleaned up myself, and formatted for ease of use. Any new info might get emailed to me, and then I can simply update it. It doesn't need to be "sticky" as our improved search function will make it easy to find.

Mike

I included this for its historical value...

bilgeboy
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Posts: 82
(6/13/05 8:17 pm)
New Post Hino Database It occurs to me that the BOC is THE source of Hino info on the web.
Believe me, I have searched the world via the web for Hino info, and this is it. The best we can do here is the best people will get.

That said, how about a library of Hino info?

What do people think? I can envision a link for all the models installed in Bayliners, filter numbers, cost, where to buy, recommended fluids, maintenance schedules, valve clearances, etc, etc, etc.

I would personally nominate RS to moderate, since he has the computer skills, is economically disinterested, likes helping people, and has accrued a vast knowledge base. Rob- any thoughts about this one? (Don't mean to put you on the spot)

Its time...

Mike

bilgeboy
Registered User
Posts: 157
(8/9/05 8:41 am)
New Post Re: Hino Engines

The Up-to-Date Database....based on only the most reputable posts....

Mike

Total Production per Bayliner:
32xx---3200
38xx---2100
45xx---617




Hino 4 Cylinder

Air Filter : K+N RA-0650 ( 135/150 models ) K+N RU-0980 (210hp model)

Fuel Filter : Hino 23401-1133 Quicksilver 83401-1133, NAPA 3390

Oil Filter (element type) Hino 15607-1490, Mercruiser/Quicksilver 83607-1490
Oil Filter (spin on) Hino 15607-1630, NAPA 7014, Mercruiser/Quicksilver 83607-1630 Fram - PH8A

Belt : Gates – TR22495, NAPA 25-22495

Impeller : (Johnson pump 10-24253) - Johnson 9-1028B Jabsco 920-0003 (nitrile), 920-0001(neoprene), Sierra #18-3077

Coolant Cap - 7 psi - Gates 31526, Stant #10228
Thermostat - Hino part no. 9001-46177
Water Sep :
Dahl Filter – 101 (2mic), 101-W(10mic), 101-30(30mic)
Racor 220/225 primary R26P, Napa Gold 3211 Raycor 500 2010SMOR
Turbo (water cooled) IHI – serial # RHC6

Oil Pressure Gage sending unit: Datcon 02504-01 or Teleflex 1A15003
Low Oil Pressure alarm Switch: Cole Hersee 8610
Temperature Gage sending unit: Datcon 02032-00 or Teleflex 523208017
Temperature Alarm Switch: Stewart Warner 83304

………………………………………..…........Hino Part No
Manifold O-Ring W04/W06……......90011-5222
Turbo/Riser Gasket……………….…….24179-1170
Exh Manifold to “Elbow” Gasket...17104-1210
Exh “Elbow” to Turbo Gasket……..17104-1180
Turbo Oil Return Gasket…………..…24135-1081
Copper Washers………………………...96541-0100
Note-there may be some variation in gasket sizes from "elbow" to turbo, you might fax a scan of the old gasket when ordering


Engine Model
WO4D..............Naturally Aspirated or "NA" (only atmospheric pressure pushing air into cylinders)
WO4C-T...........Turbocharged (exhaust gas spins turbine, other end of turbo compresses intake air, forces air into cylinders)
WO4C-TI..........Turbocharged and Intercooled ( cooler allows air to cool after turbo, condenses, more oxygen per volume of air than NA or turbo)

Engine Model.............Rated RPM / hp...............Displacement
WO4D......................3,000 / 110.....................244.6 ci
WO4C-T...................3,000 / 135 or 150...........234.2 ci
WO4C-TI..................3,000 / 210....................234.2 ci


Engine Model..........Compr. Ratio.................Firing Order
WO4D.......................17.9........................1-3-4-2
WO4C-T....................17.9........................1-3-4-2
WO4C-TI...................16.5........................1-3-4-2

Valves..................(cold) intake/exhaust..............Cyl Compression
WO4D...................0.0118 / 0.0157 inch...............469-511 psi
WO4C-T................0.0118 / 0.0177.....................469-511 psi
WO4C-TI...............0.0138 / 0.0197.....................427-469 psi

Injector Pump Bosch-A...........Timing, ref. cylinder 1...............Injector opening pressure
WO4D.................................14 degrees before TDC...............3,129 psi
WO4C-T..............................17..........................................3,129 psi
WO4C-TI.............................17..........................................3,129 psi


Hino 6 Cylinder

EH700

175 HP 4-cycle, 6-cylinder ( 6-393N )
Recommended continuous cruise RPM – 2800, maximum rpm in gear 3,000
Displacement – 393 ci ( 6.44 Liters )
Bore and stroke – 4.33 x 4.45 inches (110 x 113 mm)
Compression ratio – 17.9 : 1
Firing Order – 1-4-2-6-3-5
Valve Adjustment – cold engine : Exhaust 0.016 in / 0.40 mm, Intake 0.012 in / 0.30 mm
Injection Timing – 15 deg BTDC
Weight ( w/ trans ) – 1450 lbs 1600
Oil Capacity – 10.6 quarts ( 10 liters )
Coolant Capacity – 25.6 quarts ( 25 liters )


Air Filter – K+N RU-0960
Oil Filter – Hino 15607-1521 NAPA 1282
Quicksilver 836071521 Fram CH2877
Sec. Fuel Filter – Hino 23499-9999 (new #23401-1290) NAPA 3260; Quicksilver 35-834999999
Primary fuel filter/Water Seperater - Baldwin BF1204
Alternator Belt - NAPA 25-22545
Waterpump Belt - NAPA 25-22443
Raw Water Pump – Kashiyama 1690-1659R
Impeller – Hino 16131-1350, Jabsco 31130-0061


220 HP 4-cycle, 6-cylinder, turbocharged and intercooled ( 6-393TI )
Recommended continuous cruise RPM – 2800, maximum rpm in gear 3,000
Displacement – 393 ci ( 6.44 Liters )
Bore and stroke – 4.33 x 4.45 inches (110 x 113 mm)
Compression ratio – 17.9 : 1
Firing Order – 1-4-2-6-3-5
Valve Adjustment – cold engine : Exhaust 0.016 in / 0.40 mm, Intake 0.012 in / 0.30 mm
Injection Timing – 15 deg BTDC
Weight ( w/ trans ) – 1600 lbs
Oil Capacity – 10.6 quarts ( 10 liters )
Coolant Capacity – 25.6 quarts ( 25 liters )

EH-700TI tip is DLLA 138 SND 225. This is a common Nippon Denso tip number.

Air Filter – K+N RU-2820 - Caution: different turbos on this engine require different filter. Please measure turbo OD and cross-ref against K+N link at bottom of post.
Oil Filter – Hino 15607-1521 NAPA 1282 Quicksilver 836071521 Fram CH2877
Fuel Filter – Hino 23499-9999 (new #23401-1290) NAPA 3260; Quicksilver 35-834999999
Primary fuel filter/Water Seperater - Baldwin BF1204
Alternator Belt - NAPA 25-22545
Waterpump Belt - NAPA 25-22443
Raw Water Pump – Kashiyama 1690-1659R
Impeller – Hino 16131-1350, Jabsco 31130-0061


WO6D

250
W06D-TI 5.759-liter, 4-cycle, 6-cylinder, turbocharged and intercooled
Output – 250hp at 3,000 rpm
Bore x Stroke - 104 x 113 mm (4.09 x 4.45 in)
Displacement - 5.759 liter (351.4 cu.in)
Compression ratio – 16.5 : 1
Firing Order – 1-4-2-6-3-5
Valve Clearance (cold) – Intake 0.0138 in / 0.35 mm, Exhaust 0.0197 in / 0.50 mm
Injection Timing – 20 deg BTDC ref cyl #1
Injector opening pressure – 3,129 lb/sq.in ( 220 kg / cm2 )
Direction of rotation - Counter-clockwise viewed from flywheel
Weight – 1,235 lb, 560 kg (no marine gear)

Air Filter - K&N E-3532 Fits stock cage or RU-2820
Oil Filter – Hino 15607-1630, NAPA 7014
Fuel Filter – Hino 23401-1341, Baldwin BF7602, NAPA 3393
Raw water pump (Johnson 10-24413-2) impeller 09-821B
Belts – Hino Belt set 83014-9235 NAPA 25-22508 - 2 required per engine


310
W06D-TI-II 5.759-liter, 4-cycle, 6-cylinder, turbocharged and intercooled
Output – 310hp at 3,000 rpm
Bore x Stroke - 104 x 113 mm (4.09 x 4.45 in)
Displacement - 5.759 liter (351.4 cu.in)
Compression ratio – 16:1
Direction of rotation - Counter-clockwise viewed from flywheel
Weight – 1,279 lb, 580 kg (no marine gear)


Air Filter - K&N RU-2820
Oil Filter Full flow – Hino 15607-1630, NAPA 7014
Oil Filter By-pass Hino 15607-1640, Napa 1050
Fuel Filter – Hino 23401-1341, Baldwin BF7602, NAPA 3393
Raw water pump (Johnson 10-24413-2) impeller 09-821B
Belts – Hino Belt set 83014-9235 NAPA 25-22508 - 2 required per engine


Secondary Filters Racor 500 ma 2010smor
Props, Struts and Shaft:
Nakashima Props 24X21 four blades-factory installed 56474/56475
Shaft 55226-93.125 inch X 2 inch
Strut 55225 2 inch

Transmision
Hurth Filter 35-815419
Steering Hynautic 1B231/531
Moorse Controls SR TWIN E36469-1
Helm Hynautic H-50
Anchor Winch Muir-Cougar
Seward water heater
Measurement, water line to bottom of props 3.5 feet


HURTH

Now ZF Marine.

The "A" designation means the output shaft has an 8 degree down angle.

360A
No longer in production, still a great gear, worth salvaging. Still, many have replaced with the 63A

Oil cooler - Lenco part # - 2912C
This has straight ends with an OD of 1 1/4", 3/8" oil lines.

Front seal-

The body is composed of two "half cases" which are gasketed by a locktite goop. Unsure of what kind, but no "real" gasket.

Rear seal -
GARLOCK 92x0574. 55 x 70 x 8 mm
I replaced the above with a
DICHTOMATIK TCM 55x70x8TC...."replaces 21656/225505"

Regular Maintenance Table
This is copied from the 4 cylinder Operation Handbook, should apply to all Hinos.

Engine
Valve Clearance – check and adjust – every 500 hours
Compression pressure – check 1000 hours
Cylinder head bolts – check and retighten – every 1000 hours
Engine Mounting bracket bolts – check and retighten – every 1000 hours

Air Intake and Exhaust

Intake and Exhaust manifold mounting bolts – check and retighten – every 1000 hours
Oil pan bolts, etc – check and retighten – every 1000 hours
Air Cleaner – check and clean 120 hours, replace 250 hours
Intercooler – check and clean every one year

Turbocharger
Security of bolts, nuts, fasteners – check every 120 hours
Rotation of rotor and impeller – check every 250 hours
Play in rotor – check every 250 hours
Leak inspection of turbo lube system – check every 120 hours

Lubrication System

Oil level – daily check
Oil filter – every 120 hours ( replace at every oil change )

Fuel System
F.I. nozzle pressure – check, clean and adjust – every 500 hours
Injection timing – check and adjust – every 500 hours
Water Separator – check and drain – daily
F.I. pump coupling – every 500 hours
Fuel filter – replace every 120 hours
Fuel feed pump strainer – check and clean – every 120 hours
Fuel tank – check and clean “strainer at the suction port of the fuel tank” – every 500 hours
Fuel tank – check and drain water – every 120 hours
Fuel tank level – daily
Fuel Hose – replace every 2 years

Cooling System
V-belt – check and adjust – every 30 hours
Replace coolant – every 6 months
Cooling system – clean every 6 months
Heat Exchanger – check and clean – every 1 year
Coolant amount – daily inspection
Thermostat function – check every 500 hours
Coolant pump rubber hose – Replace every 2 years
Sea water pump – check and clean – every 1 year

Electrical System
Battery electrolyte level – check every 30 hours
Electrolyte specific gravity – 120 hours or every 6 months
Starter – check every 1year
Alternator – check every 1year
Glow plug – “before winter season check the function”
Emergency Stop relay system – check every 6 months

**********

Interesting Facts

There was no WO4D produced past 87
There was no WO4CT produced past 90
There was no EH700 produced past 90

There was no WO4CTA produced past 94
The WO4CTI, WO6DTII are still produced as a marine powerplant.

Cubic Inch to Horsepower ratios –

WO4D 244 cid /110Hp. 2.218
WO4CT 234 cid /135Hp 1.733
WO4CTA 234 cid /150Hp 1.56
WO4CTI 234 cid /210Hp 1.114

EH700 393 cid /175Hp 2.24
EH700TI 393 cid /220Hp 1.786

WO6DTI 359 cid /250Hp 1.436
WO6DTI-II 359 cid /310Hp 1.158


b]Useful Links[/b]

Hino parts, prices, where to buy.....

Depco - Hino Raw water pumps - http://www.depcopump.com/catalog106/PAGE84.PDF

K&N air filters search page - http://www.knfilters.com/search/appsearch.aspx
Seach with capitals-numbers "XX-9999"

Faria instument link (with downloadable trouble shooting guide)-
http://www.faria-instruments.com/index-new.html

Hino Dealership Locator (to find parts near you)- http://www.hino.com/dealers/

Lenco oil coolers - http://www.lencocoolers.com/4.htm
Remember to get the high pressure (class 2) versions if you have a Twin Disc transmission.





3270

Navigation Lights

Hella Marine - www.hellamarine.com/

SB/Port Bulb - "Double Index" (the pins do not line up) - 12V, 25W, 2.08A

West Marine "Trade #" - 10801

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Hino Database 27 Mar 2007 12:04 #2

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Trouble Shooting

This is also copied from the “Operation Handbook” for the 4 cylinders, normally aspirated, turbo’d and intercooled, nothing here is model specific. Odd language is the translation, kept true to the book.

ENGINE STARTING DIFFICULTY
…Engine Does Not Crank
…..Starter does not operate
……….Discharged battery
……….Battery relay switch disconnected
……….Disconnected, loose or corroded battery terminals
……….Poor ground
……….Starting switch defective
……….Magnetic switch defective
……….Starting relay defective
…..Starter operates
……….Piston seizure
……….Bearing seizure
……….Foreign matter in cylinder
……….Excess mechanical resistance in engine, due to poor lubrication
……….Injection pump plunger seized
…Engine Cranks
…..Fuel not reaching injection pump
……….Fuel level too low
……….Clogged fuel lines
……….Air in fuel lines
……….Feed pump defective
……….Clogged fuel filter
…..Fuel reaching injection pump
……….High pressure injection line connection loose
……….Delivery valve sticking
……….Injector faulty
……….Injection nozzle faulty
……….Clogged injection nozzle
……….Fuel injection timing improper
……….Heater plug defective
……….Air cleaner clogged
……….Low compression
……….Water in fuel

ENGINE STALLS AT LOW SPEED

…..Injection pump defective
……….Governor out of adjustment
……….Rack and pinion malfunctioning
…..High pressure injection pipe clogged
…..Injector defective
……….Nozzle spring adjusting screw loose
……….Nozzle port clogged
……….Injection pressure too low
……….Nozzle spray incorrect
……….Delivery valve defective

ENGINE LACKS POWER

…..Insufficient fuel supply
……….Clogged fuel line or air in system
……….Feed pump defective
……….Clogged fuel filter
……….Injection insufficient
……….Injection nozzle defective
……….Nozzle spray incorrect
……….Improper injection timing
…..Insufficient air intake
……….Clogged air cleaner
……….Intake valve tappet improperly adjusted
…..Others
……….Low compression
……….Engine overheating

ENGINE OVERHEATING

…..Cooling system defective
……….Heat exchanger cap defective
……….Insufficient coolant water
……….Thermostat defective
……….Clogged heat exchanger
……….Loose or slipping belt
……….Coolant pump defective
……….Sediment in water jacket
……….Sea water pump defective
……….Sea @#%$ closed
……….Sea water strainer clogged
…..Fuel injection system defective
……….Injection pump timer defective
……….Improper injection timing with injection pump installed
……….Excessive fuel injection
……….Injector nozzle defective
…..Lubrication system defective
……….Engine oil level too low
……….Oil pump defective
……….Incorrect adjustment of oil regulator
……….Engine oil deteriorated
……….Oil cooler defective
…..Cylinder carboned
…..Cylinder head cracked
…..Gas leak from cylinder head gasket

ENGINE KNOCKS
…..Serious diesel knocking
……….Improper fuel injection timing
……….Uneven injection by injection pump
……….Lack of compression
……….Oil leaking into combustion chamber
……….Fuel cetane value too low
…..Mechanical knocking
……….Excessive worn cylinder and piston
……….Excessively worn piston and bushing
……….Worn crankshaft and connecting rod bearing
……….Foreign matters in cylinder
……….Improper valve clearance

IMPROPER COLOR OF EXHAUST GAS

…..Excessive white smoke
……….Delayed fuel injection timing
……….Water in fuel
……….Oil leaking into combustion chamber
……….Insufficient combustion due to cold
…..Excessive black smoke
……….Advance fuel injection timing
……….Fuel injection volume excessive
……….Nozzle spray incorrect
……….Compression pressure insufficient

EXCESSIVE FUEL CONSUMPTION
……….Poor fuel quality
……….Fuel leakage
……….Operation inadequate
……….Engine over-cooling
……….Clogged air cleaner and fuel filter
……….Injection pump defective
……….Improper injection timing
……….Injection nozzle defective
……….Improper engine compression
……….Improper valve timing
……….Seizure or excessive friction in moving engine parts

EXCESSIVE ENGINE OIL CONSUMPTION

……….Improper oil
……….Oil level too high
……….Oil leakage
……….Omission of oil changing
……….Omission of engine warm-up
……….Engine overheating
……….Worn cylinders, pistons and rings
……….Inadequate supply of oil to rocker arm
……….Sucking oil through valve guide

TURBOCHARGER RELATED
…..Black Smoke
……..Turbocharger does not rotate smoothly
……….Carbon build up on the seal rings of turbine side, resulting in binding of rotation
……….Bearing seized
……….Contact and/or damage of turbine wheel or impeller blades
……..Exhaust system
……….Exhaust gas leak before turbocharger
……….Clogged or blocked exhaust piping
…..White smoke
……….Clogging or deformation of oil return pipe, resulting in oil leak to compressor or turbine side
……….Damaged or worn seal rings due to excessive wear of bearing
…..Low output
……….Gas leakage from exhaust system
……….Air leakage from compressor side
……….Dirty or damaged turbocharger
…..Poor response of turbocharger
………. Carbon build up on the seal rings of turbine side, resulting in binding of rotation
…..Abnormal noise and vibration
……..Noise
……….Contact of rotating parts
……..Vibration
……….Loose connection between turbo and intake/exhaust piping
……….Damaged bearing, contact of rotating parts, foreign material

SEA WATER PUMP RELATED

…..Water discharge is not sufficient
……….Sucking air
……….Clogging of suction pipe and/or strainer
……….Damaged impeller
…..Abnormal noise or vibration
……….Worn bearing
……….Foreign material in the casing
……….Incomplete mounting
…..Bearing wears frequently
……….too tight belt tension
…..Damage of impeller
……….When it has been operated for a long period
……….When it has been operated without water
……….When it has been operated at higher RPM
……….Too high or low water temperature
……….When it has not been operated for an extended period
……….Foreign material in the pump

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Hino Database 27 Mar 2007 23:58 #3

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The Oil Filter Drain Bolt

A common question is how to prevent the big oily mess when changing the element type filters.

There is a large bolt that by loosening allows oil to drain from the filter and into the oil pan. You may have to loosen the vent at the top of the filter to let the oil run.

These pics were provided to me by member Jim Serrill.

Thanks, Jim.

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Hino Database 30 Mar 2007 00:00 #4

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Here are some key components to the fuel filter change. Pictured is the Hino 4 cylinder, but all diesels have these features.

A- Air bleed
B- Diesel filter
C- Engine mounted water separator
D- Diesel feed
E- Hand pump
F- Diesel return

The filter is a nice and easy spin-on.
You then have to purge the air out. I know some guys fill the filter with diesel before mounting, but I don't. Either way, you still have to purge.
The Hand pump unscrews counter-clockwise, pops up, and then you pump diesel as you depress it again. Loosen the bleed screw, and then pump until diesel comes out. It will take a while. You may get a diesel froth for a few pumps, but work through that, tighten the hand pump down and retighten the bleeder.

It make take a few turns of the key to start. Diesels don't like air in the system, but they will get there.

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Hino Database 30 Mar 2007 18:10 #5

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Here is a pic of the coolant drain on the Hino 4 cylinder. There is also a drain on the bottom of the heat exchanger / "manicooler." That one is much more obvious.

The black arrow points at the bolt. As you back this bolt out, coolant will flow from the nipple underneath. If you completely remove it...coolant will come out of there, too.

Some folks at the BOC have had a tough time with this bolt, and have found the hex shape stripped. I haven't had this problem, but I guess I would recommend using a 6 point socket instead of a 12 point.

You can see the alternator at the top of the pic. The drain is integral to the alternator bracket.

Mike

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Hino Database 20 Apr 2007 03:34 #6

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This is an easy job, but if you don’t know how to do it, you might put it off until it becomes a problem.

General rule of thumb is to change impellers every year. For recreational use, if you remove them during the winter, you can get at least 2 seasons out of impellers of decent quality (like Jabsco). They are constructed to be very rugged. If there are no cracks in the rubber when you bend the fins, and all fin blades are intact, you can consider squeezing another season out of them. I replace every 2 years now…but I remove in the winter.

The impellers are located at the fore of the engine. They are gear driven on the 4 cylinder Hinos. Some 6 cylinder raw water pump impellers are belt driven (the Kashiyama).

This is the pump for the 4 cylinder turbo’d. If you can do this, you can do any.

1- remove the 6 flat-head machine screws from the face plate.
2- The face plate easily pulls free of the impeller housing. Scrape any old gasket off cover and mating surface.
3- The impeller is pulled off the splined drive shaft (I use a pair of vise-grips and pull at the hub)
4- The impeller spins counter clockwise when you are looking at it. You can bend the finds or rotate in a counter-clockwise direction when you push the new impeller in place. It should slide relatively easily onto the splined shaft. Some folks advocate using dish soap on the impeller to ease installation, and that’s probably O.K. Avoid using any petroleum lubricants on the impeller.
5- Use a new paper gasket supplied with the impeller, and replace cover. If machine screws appear worn, replace them. They are cheap and readily available.
6- I find it useful to remove the feed line from the pump and make sure it is full of water before firing up the engine, effectively “priming” the hose. It ensures your impeller will not spin dry for too long. Running an impeller dry severely shortens it’s life expectancy. See attached pics. That is a dead impeller because I forgot to open the seacock.


Other considerations.

Inspect the housing for wear. The first time I changed my impellers, I had just removed the impeller, and I was examining the housing. While just looking at the housing,, the “cam” slid from the 9 o’clock position to the bottom of the housing. I didn’t even know what a cam was at the time. I thought that “hump” was integral to the housing. But the cam is the brains of the impeller housing. Its held in place by a machine screw at the 9 o’clock position on the exterior of the pump housing. I would inspect this screw every impeller change. If you have never changed the cam, and your boat is older than 10 years, put a new cam in, along with a new machine screw. They are susceptible to electrolytic damage.

I used to use some silicone sealant on the cover, but I don’t any more. If there is excess silicone, this is the kind of junk that makes its way to the heat exchanger, and plugs it up. The paper gaskets are good enough to make a nice seal. They swell when wet, and exclude other moisture from seeping through.

The cover plate may show wear on the inside. You can flip the covers “inside out” when the inner face is worn rough, and they will work well. Mine are currently both flipped, and working well.

Mike

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Hino Database 24 Apr 2007 10:08 #7

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WO4D, WO4CT/TI Fuel Injector Removal Sequence

You will need:
3/8" drive with 10,12,14mm sockets, 17mm open end, plugs for return fuel rail (fine thread screw, etc.)

The return fuel rail will drip diesel, and should be addressed prior to removing any injectors.
The return rail sits at the top of the injectors as a single tube that connects all injectors via fuel fittings, and is connected to the return line via a short piece of flexible rubber tube just fore of 1st injector (at the front of the engine, at the belt side). Also better to clean around all injectors prior to removal.

1- Finger pressure to pinch fuel rail clip, slide toward clip at other end (off fuel rail) and finger pressure to remove rubber from metal. Now plug rubber end to prevent spillage.
2- 14mm socket will loosen return rail nuts at the top of all injectors, careful not to lose washers on top and bottom of fuel rail at each injector. Put rail in safe place.
3- 12mm socket will loosen injector retaining nuts ( 2 per injector ) on the injector adaptor, lock washers underneath each one.
4- Injector adaptor lifts off injector ( seems to only now mobilize the bottom washers from the fuel rail, and they will try to hide somewhere in the bilge )
5- 17mm open end to loosen fuel supply connections at right angles on injector, back all the way off ( these do not drip )
6- You may now need the 10mm to loosen supply pipe retaining clips to help mobilize the fuel supply lines off the injectors.
7- Injectors theoretically will now pop out, may help to put open end on machined edges up top to work injector back and forth while lifting up. ( there is a large copper gasket at the bottom of each injector, if it does not come out with injector, make a note of which cylinder already has it in place for reinstallation )
8- Carefully cover hole in block with clean rag.


Mike

PS - the best prices I have found on injector nozzles are these guys...

http://www.adiesel.com/
Associated Diesel, Inc.
66 Freeport St. Boston, Massachusetts 02122
617-436-2847

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Hino Database 30 Apr 2007 03:49 #8

  • bilgeboy
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This covers the 4 cylinder adjustment, but the 6 cylinder is completely analogous.

The valve cover is secured with 6 - 12 mm bolts. Picture is shown.

The flywheel cover is located at about the 10 o’clock position on the flywheel (transmission end of the engine). It is an “L” shaped rubber boot, pulls out with finger pressure. This exposes the flywheel with timing marks. There is a picture of the rubber boot attached to the post.

The four cylinder engine has timing marks of “1/4” and “2/3” spaced 180 degrees apart. The crankshaft doesn’t know which cylinder is at top dead center (TDC) and firing on a 4 stroke engine, since it makes 2 revolutions each time a cylinder fires. When the #1 cylinder is at TDC, at the beginning of the power-stroke, the # 4 cylinder is also at TDC, having just expelled the spent exhaust gasses, and ready to intake fresh air. Since both pistons are at TDC, and the crankshaft can’t tell which is on the power-stroke (firing), they are both marked.

The crank is turned counter-clockwise when viewed from the flywheel, clockwise if you are looking at the belt. I grab the belt manually and turn the crank via the belt. You can put a large wrench on the crank nut at the pulley as well.

The line between the 1 and 4 ( or the 2 and 3 ) serves as the alignment mark for both cylinders. This mark aligns with the bottom of the viewing port (not the very bottom of the “L”, rather the bottom that is over the timing marks).

When you have the 1/4 mark aligned, you have to figure out which cylinder is firing. This is pretty easy. You just grab the rocker arms for both cylinders (number 1 is on the belt side and number 4 is on the flywheel side), and give them an up and down shake. If the intake valve and the exhaust valve rocker arms both shake just a little bit, this cylinder is firing. These rocker arms are loose, which indicates that both valves are closed, and this only happens when the cylinder is firing. You may see this described as “valves rocking on cylinder 1.” Then you know cylinder 1 piston is at TDC and firing.

The intake rocker arm is on the belt side of the engine, and the exhaust rocker arm is on the fly wheel side for each cylinder.

The adjustment is made by loosening the lock nut (14 mm) and turning the flat-head adjustment screw. This is very easily demonstrated in the picture attached. A feeler gauge is inserted as demonstrated, and when you have the screw properly adjusted, the lock nut is re-tightened.

Rotate the crank to the 2/3 mark, repeat above. Rotate to the 1/4 and repeat. When you get to the 2/3 again, and make the adjustment, you are finished.

The valve cover gasket is reusable.

Mike

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Hino Database 10 May 2007 12:25 #9

  • bilgeboy
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Hino Head Retorqueing Procedure

This is an easy job. 4 cylinder shown.

It does require a decent torque wrench, and a special tool to reach the head bolts that are tucked underneath the rocker-arm shaft.

1- Remove the valve cover (AKA rocker-arm cover). This is secured with six 12mm bolts on the 4 cylinder.
2- There are 4 rows of 14mm 12-point bolts that secure the head. The black lines in the first attached picture show the location of each row. 2 rows are outside the valve cover, and 2 rows are concealed beneath the valve cover.
3- The 5th row, on the exhaust manifold side, are called “additional head bolts”, and have a different torque rating of 33-36 ft*lbs.
4- Locate the “number 1” head bolt as demonstrated in the attached pic from the manual. Back this bolt out 1/8 to 1/4 turn. It is re-tightened to a torque of 95-101 ft*lbs of torque.
5- Follow the same procedure for the rest of the head bolts in sequence.
6- The “additional head bolts” are then retorqued, in sequence, as shown in the manual.
7- Replace the valve cover (Have you adjusted the valves?…)





Notes on using a lengthening extension on a torque wrench…

The special tool as demonstrated was generously loaned to me by Smitty477. Since the tool adds another 1” to the length of the torque wrench, this has to be accounted for. Regular socket drive extensions do not need to be compensated for.

There is a very simple formula that is used to adjust torque settings, although it looks a bit complicated if you don’t use math formulas regularly. The additional length of the tool effectively adds more torque, so the wrench must be dialed down a bit.

I have rewritten this formula as supplied with the wrench to save me from going and getting the photocopy. It is not brain surgery, though.

T(E) = T(W) ((L+E) / L)

Where
T(E) is the effective torque at the bolt
T(W) is the torque setting on the wrench
L is the length of the wrench from the drive to middle of the handle
E is the length of the extension.

The tool demonstrated has a length of 1”, and my torque wrench is 17” long.

We can re-write (L+E) / L as ( 17 + 1 ) / 17 or 18/17 = 1.06

If we want a T(E) of 100 ft*lbs…

The formula is rewritten as 100 = T(W) * 1.06 or 100 / 1.06 = T(W)

The division tells us to set the wrench at 94.3 ft*lbs or torque.

Much easier than it looks.


Mike

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Hino Database 27 May 2007 11:32 #10

  • bilgeboy
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Fuel Injection Timing

Injection timing – check and adjust – every 500 hours

It is easy to check the injection timing on your Hino, but you have to know where to look.

The timing mark is on the injection pump. This tells you when the pump begins to inject fuel into the #1 cylinder. The injection process starts BEFORE the piston hits Top Dead Center, so injection timing is always labeled in degrees “BTDC.” Advanced timing has a higher number of degrees BTDC, and delayed timing has a lesser number of degrees BTDC.

Now we need to go back to the flywheel to know what the number 1 cylinder is up to. The rubber boot covering the timing wheel is shown in the valve adjustment post. Remember that for a 4 stroke engine, the crank shaft turns twice for every one revolution of the injection pump, so you might have to turn the flywheel around a full revolution for the timing mark to show up at the pump.

Degree marks on the flywheel are easily found before the 1/4 mark on the flywheel.

From the Database…

Injector Pump Bosch-A...........Timing, ref. cylinder 1...............Injector opening pressure
WO4D.................................14 degrees before TDC...............3,129 psi
WO4C-T..............................17................. .........................3,129 psi
WO4C-TI.............................17................. .........................3,129 psi

The attached photo shows the injection pump timing mark viewing port. This is covered with a conspicuously large hex nut, and the timing mark should align with the notch at the 3 O’clock position as shown in the photo.

Adjusting the timing will be covered if I ever need to do it…

Mike

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Hino Database 02 Jul 2007 05:09 #11

  • TimeLess32
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I haven't seen any mention of Fram oil filters or Sierra impellers, which are just as good as Jabsco but are a dollar cheaper AND come with the correct gaskets. The Jabsco impeller only comes with an O ring, which is useless. You have to buy the gasket separately. Anyway;
Fram oil filter-PH8A (which Schucks has on sale all the time for about $3.50)
Sierra impeller-#18-3077 $29.69 at Harbor Marine in Everett w/capts. card

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Hino Database 22 Jan 2008 21:00 #12

  • Tn. River Rat
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I have not been able to locate engine or cooler zincs on my 1989 Hino EH700TI. Are there any zincs? Are they needed for salt water use?

Carl

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Hino Database 22 Jan 2008 21:45 #13

  • mmichellich
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You post was not made in the right place but to answer your question, there are no zincs in a Hino. The design isolates the metals with large O rings. Check your transmission coolers and your generator for zincs tho.

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Started boating 1965
Bayliners owned: 26 Victoria, 28 Bounty, 32, 38, and 47 since 1996

Hino Database 05 Jul 2008 19:22 #14

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How do I determine for sure the type of Hino Engines I have in my 3288? Is it labelled somewhere?
Thanks In Advance,
Wade

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Hino Database 18 Nov 2008 17:16 #15

  • Keys
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Hello Bilgeboy,
I have just experienced a similar problem with my water pump. My concern is where did the cast off rubber from the vanes go? When you did yours, did you pull the forward plate off the manicooler to check for debris blockage there?
Thanks,
Keys

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Hino Database 14 Apr 2011 21:53 #16

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Amsoil makes a dual remote filter kit that will fit the Hino 150 if it has the spin on filter.
You have to get the adapter that fits the existing mount.
The following user(s) said Thank You: Ben Anderson

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Hino Database 18 Jul 2011 22:28 #17

  • BigJimB
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If you need to replace a drive plate Bill @ NHD recommends you do so with model 4R3 manufactured by R&D as it has phenolic dampeners in lieu of spring. They keep in stock.

If Transmission sounds like full of marbles at low RPM but works great it's most likely the drive plate.

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BigJimB
"Lady B"
Huntington Harbor
1989 4550

Hino Database 04 Oct 2011 15:43 #18

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Hi. For those who have difficulty getting the belt reference TR22495 gates have the alternative of Optibelt bx-47. In my area tr gates belt is hard to find TR22495

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3288 150h.p.

Hino Database 08 Feb 2015 01:04 #19

  • dpeery
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Hino part number for the manicooler filler S1658-51060

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1988 Bayliner 3288
Hino 135s / Water Cooled Turbos
Texas Gulf Coast

Hino Database 03 Apr 2015 18:01 #20

  • NWCruiser
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bilgeboy wrote: The Oil Filter Drain Bolt

A common question is how to prevent the big oily mess when changing the element type filters.

There is a large bolt that by loosening allows oil to drain from the filter and into the oil pan. You may have to loosen the vent at the top of the filter to let the oil run.

These pics were provided to me by member Jim Serrill.

Thanks, Jim.

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Just a note it has been discussed multiple times but never posted here that I am aware of. The bolt shown in these pics are for the 110 for the 150 the drain bolt is to the left of the oil filter as shown and it is a vertical bolt 14mm if I remember right. It can be screwed out at least a half inch and if you have the spin on replaceable filters from Baldwin, NAPA etc. like I use, a hole will need to be punched in the top of the filter so I will drain.

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Last Edit: by NWCruiser.

Hino Database 24 Apr 2015 01:00 #21

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Good stuff! But one additional consideration: the drain plug in the oil filter base is steel and the base itself is aluminum. Do not over-tighten when replacing the plug or you can end up stripping the threads in the base housing. That requires a re-machining of the base to accept a new plug.

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Hino Database 24 Aug 2015 01:05 #22

  • diveguy
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Terkar wrote: Hi - Has anyone been successful at cross- referencing the Hino oil filter element type # 15607-1490 with a aftermarket element other than the Mercury #, that does not lead anywhere (Mercury dealers have no references to this #). $30.00 (Canadian) for a filter element from Hino dealer seems outrageous !

Thanks Terry


I've been using Fleetguard filters from Cummins.

This thread has some helpful info.
www.baylinerownersclub.org/index.php/for...4d-oil-filter#601802

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"Martini's Law"
1986 Bayliner 3270, 110 Hino's
Nova Scotia, Canada

Hino Database 20 Dec 2016 22:34 #23

  • wes
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Hi All,

There are no valve clearances on the database for Hino 310s. Could someone please assist with these?

Thanks

Wes

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Hino Database 20 Dec 2016 23:55 #24

  • smitty477
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'There are no valve clearances on the database for Hino 310s'

intake - 0.35mm or 0.0138"
exhaust - 0.50mm or 0.0197"

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Northport NY

Hino Database 27 Apr 2017 13:37 #25

  • 1thefox1
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Any comparable parts for the Baldwin BF1204?

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