Pathfinder Engine Manual 65MF

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OWNER'S ENGINE MANUAL
PATHFINDER MODEL 65MF
FOR ENGINE SERIAL NUMBER
ISSUE M3118
PATHFINDER TECHNICAL PUBLICATION • 9 PATHFINDER MARINE
PRINTED BY PATHFINDER MARINE. • MONTREAL • CANADA
pathfinder@pathfindermarine.com
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" BINDER CONTENTS
65MF
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PLEASE OBSERVE ALL INSTRUCTIONS AND RECOMMENDATION GIVEN
SUBJECT
LOCATION
SECTION 1:
VW INSTRUCTION MANUAL AND ORIGINAL HURTH TRANSMISSION PAMPHLET
ABOUT THIS MANUAL

TAB 1
NEW ENGINE INSTALLATION NOTES
TAB 1
NEW ENGINE EQUIPMENT/PRODUCTION RECORD
TAB 1
INSTALLATION RECORD
TAB 1
SERVICE SCHEDULE
TAB 1
SECTION 2:
ENGINE DESCRIPTION • MODEL 65MF

TAB 2
PATHFINDER 4 CYLINDER ENGINES - COMPARISON
TAB 2
SPECIFICATION & CONSUMPTION TABLE - MODEL 65MF
TAB 2
;
DIESEL ENGINE BASICS • ENGINE DESCRIPTION
! SECTION 3:
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TAB 2
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OPERATING INSTRUCTIONS +
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., TAB 3
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INSTRUMENT & CONTROLS · t
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' TAB 3
COLOUR CODES, ENGINE WIRING
4 TAB 3
FAULT FINDING GUIDE
SECTION 3 • APPENDIX
'
TAB 3
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SECTION 4:
SAFETY PRECAUTIONS
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'
INSTALLATION INSTRUCTIONS
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SECTION 5:
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SERVICE AND MAINTENANCE INFORMATION '\
APPLICABLE SERVICE BULLETINS • •

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TAB 5
TAB 5
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O pATHFINDER
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kthfindei l MODEL: 65MF
a ABOUT THIS MANUAL
THIS MANUAL HAS BEEN PREPARED FOR YOUR NEW PATHFINDER ENGINE.
THIS NEW ENGINE INCORPORATES THE LATEST TECHNOLOGY AND IS EXTREMELY SERVICE FRIENDLY.
WE HAVE INCLUDED THE ORIGINAL VW INSTRUCTION MANUAL FOR THE VOLKSWAGEN INDUSTRIAL DIESEL
ENGINE. THIS BOOKLET IS ONLY SUPPLIED WITH NEW VW SUPPLIED ENGINES. THE 65MF PATHFINDER MARINE
DIESEL ENGINE IS BASED ON THE VW TYPE ADG AND THE BOOKLET IS PROVIDED TO YOU FOR INFORMATION
PURPOSE ONLY. WE HAVE ALSO INCLUDED AN ORIGINAL BOOKLET FOR YOUR HURTH MARINE TRANSMISSION.
EVERYTHING YOU SHOULD KNOW ABOUT YOUR NEW ENGINE AND SPECIFIC COMPONENTS HAS BEEN PROVIDED.
SHOULD YOU HAVE ANY QUESTIONS OR NEED TO PERFORM A TASK NOT ADDRESSED IN THIS MANUAL, PLEASE
CONTACT US PRIOR TO ANY WORK BEING DONE SO THAT WE MAY WRITE UP THE CORRECT INSTRUCTIONS.
YOUR NEW ENGINE HAS BEEN BUILD WITH THE GREATEST OF CARE. PLEASE OBSERVE ALL INSTRUCTIONS,
< GUIDELINES AND RECOMMENDATIONS IN THIS MANUAL. IT WILL ENSURE THAT YOUR NEW ENGINE WILL PERFORM
••
AT THE OPTIMUM AS INTENDED.
DO NOT ATTEMPT ANY REPAIR OR MODIFICATION OR ATTACHING OF ACCESSORIES WITHOUT OBTAINING THE
CORRECT INFORMATION FROM PATHFINDER.
IN ADDITION TO SOURCING YOUR REPLACEMENT PARTS FROM PATHFINDER DIRECTLY, WHICH WILL ENSURE THAT
YOU ALWAYS HAVE THE CORRECT PART FOR YOUR ENGINE, THE VW DEALERS PROVIDE ACCESS TO PARTS FOR YOU
WORLDWIDE.
PLEASE BE SURE TO ALWAYS CHECK YOUR ENGINE PRIOR TO EACH START-UP.
GIVE YOUR ENGINE THE BEST OF EVERYTHING: FUEL, OIL AND COOLANT.
AL WAYS USE THE CORRECT OIL FILTER.
00 NOT, UNDER ANY CIRCUMSTANCES, USE OTHER THAN VW/PATHFINDER SUPPLIED PARTS.
TO CONTACT US:
MAILING ADDRESS: E-MAIL:

PATHFINDER MARINE
pathfinder@pathfindermarine.com
P. 0. BOX 1284 TEL: (514) 695-6676
CHAMPLAIN, NY 12919-1284 FAX: (514) 695-1080
.___ ··---
. .
#finter'd MODEL: 65MF
ABOUT YOUR NEW ENGINE

SIN:
0
PATHFINDER MARINE DIESEL ENGINE MODEL 65MF
SPECIAL ENGINE FEATURES
VWFACTORY NEW, PATHFINDER SPECIFICATION 4 CYLINDER ENGINE.

MAINTENANCE FREE VALVE GEAR THROUGH HYDRAULIC TAPPETS.
VALVES OPERATED BY OVERHEAD CAMSHAFT AND SELF-TENSIONING TOOTHED BELT DRIVE.
SELF ADJUSTING ACCESSORY SERPENTINE BELT.
CLOSED CRANK CASE WITH PRESSURE REGULA TING VALVE.
BOSCH VARIABLE SPEED, SELFBLEEDING VE FUEL INJECTION PUMP.
HIGH-OUTPUT BOSCH ALTERNATOR WITH SERPENTINE BELT FOR CORRECT POWER TRANSMISSION.
HIGH TORQUE BOSCH STARTER, L.8KW, WITH REDUCTION GEAR.
STARTING AID = HIGH-SPEED GLOW PLUG SYSTEM.
VACUUM PUMP FOR SPECIAL APPLICATIONS. THE ENGINE IS SHIPPED WITH VACUUM PUMP DISABLED.
HIGH VOLUME ENGINE FRESH WATER PUMP.
NON-CORROSIVE COVERS AND FLANGES.
CYLINDER HEAD BOLTS DO NOT NEED TO BE RETORQUED.
HD RAW WATER PUMP.
ENGINE FINISH: LEAD FREE HIGH TEMPERATURE CERAMIC ENGINE ENAMEL
Q DO NOT RETORQUE CYLINDER HEAD BOLTS

DO NOT ADJUST VALVES. ENGINE IS EQUIPPED WITH HYDRAULIC VAL VE LIFTERS.
DO NOT REMOVE ANY COMPONENT WITHOUT CONTACTING PATHFINDER FIRST.
DO NOT TAMPER WITH THE INJECTION PUMP OR INJECTION LINES.
DO NOT REMOVE OR CHANGE PRECISION MOUNTED HEATEXCHANGER ENDBOOTS.
USE ONLY VWIPA THFINDER SUPPLIED HIGH-PRESSURE OIL FILTER.
NEVER ENGAGE HIGH TORQUE STARTER WHEN ENGINE IS RUNNING.
DO NOT COME IN CONTACT WITH EXPOSED SERPENTINE BELT AND DRIVE BELTS WHILE ENGINE IS
RUNNING. KEEP AREA ABOVE FRONT OF ENGINE FREE OF ANY LOOSE OBJECTS.
PATHFINDER ENGINES ARE DESIGNED NOTTO REQUIRE ZINC ANODES. WIRE REINFORCED HOSE MUST BE
ISOLATED FROM ENGINE TO A VOID CONDUCTIVITY TO THE ENGINE.
PLEASE OBSERVE ALL INSTRUCTIONS AND RECOMMENDATIONS CONTAINED IN THE MANUAL.
IMPORTANT: BREAK-IN OF NEW ENGINE: VARY SPEED, DO NOT KEEP AT LOW RPM.
PRIOR TO EACH START-UP OF THE ENGINE:

VERIFY ALL FLUID LEVELS.
VISUALLY INSPECT FOR LEAKS, LOOSE HOSE CLAMPS.
VERIFY THAT THE ACCESSORY BELT DRIVE SYSTEM IS CLEAR OF ANY FOREIGN OBJECTS.
VISUALLY CHECK THE CONDITION OF THE BEL TS
CHECK RAW WATER PUMP BELT TENSION. BELT MUST NOT BE TIGHT. MINIMUM DEFLECTION IS 1/2 INCH.
VISUALLY CHECK OVERALL CONDITION OF ENGINE.
'-------------------------------------------------'
:
Simile i THIS IS YOUR NEW PATHFINDER ENGINE :
« EQUIPMENT/PRODUCTION RECORD
PATHFfNDER EXCHANGE ENGINE MODEL 65MF
ENGINE SERIAL NUMBER
PRODUCTIONISUPPUED APRIL 29, 2006
AS REPLACEMENT FOR PATHFINDER MODEL 50, 1.5L. SN 068.2-03274 DECEMBER 1979 PATHFINDER CALIFORNIA PRODUCTION
ENGINE MODEL TYPE VW INDUSTRIAL 4 CYL, 1.9L PATHFINDER SPECIFICATION/CONFIGURATION
INJECTION PUMP BOSCH VE-TYPE, VARIABLE SPEED, SELF BLEEDING. SN 563135
INJECTORS BOSCH, TYPE ADG
GLOWPLUGS BOSCH, FAST TYPE
ALTERNATOR 90A BOSCH, HIGH-OUTPUT, 1/R, 2 INTERNAL HIGH-SPEED FANS,
ALTERNATOR DRIVE BELT SERPENTINE ACCESSORIES DRIVE BELT SYSTEM, SELF TENSIONING
STARTER MOTOR BOSCH, HIGH-TORQUE WITH REDUCTION GEAR, 18 Kw
FRESH WATER PUMP HIGH VOLUME, ADG, DOMESTIC WATER HEATER CONNECTOR HOSE
THERMOSTAT 70 • C WITH RELIEF HOLE
FRESH WATER PUMP PULLEY STANDARD ADG, SERPENTINE ACCESSORY DRIVE BELT SYSTEM
TIMING BELT SELF TENSIONING IDLER PULLEY
ACCESSORY DRIVE BELT SELF ADJUSTING SERPENTINE BELT
COOUNG PIPES PATHFINDER 65MF COPPER TUBING;, SPLIT FRONT (LOWEST POINT) AND REAR
AIR INTAKE/AIRFILTER ADG - SEMI LOW WITH K +N HIGH FLOW FILTER
HEATEXCHANGER ENBOOTS TYPE LARGE
HEATEXCHANGER UNIT (RIM) EXHAUST MANIFOLD/HEATEXCHANGER COMBINATION, MODIFIED FOR 65MF
a» TIMING BELT COVER
RAW WATER PUMP ASSEMBLY
OILPAN
2 PIECE WITH SNAP-ON/OFF TOP COVER, PLASTIC, TYPE ADG,
PATHFINDER ASSY. WITH 301M EXHAUST SIDE MOUNTED, 7" WHEEL; HD 10X850 V-BEL T
PATHFINDER LARGE CAPACITY ALU CAST. OILDRAIN: 1/8"-5/16" HOSE, ADAPTER TO 1/2" VALVE
OILPAN GASKET TYPE ADG, RUBBER ON MACHINED OILPAN SURFACE
ENGINE MOUNTS, FRONT PATHFINDER ALU. CAST
ENGINE MOUNTS, REAR PATHFINDER HD STEEL MOUNTS
FLEX MOUNTS 4 X DF 100
BELLHOUSING ASSEMBLY (RIM) EMACHINED, NEW SHIELD, CENTERING SLEEVES AND SPECIAL DUALSTARTER BUSHING
DAMPER ORNE PLATE FS/FOR HURTH HBW10 ON STEEL DISH, PATHFINDER # 401 699 8 HOLE MOUNT
TRANSMISSION (REMAN) HURTH MODEL HBW 10-3R SIN 09-14973, HD SPECIAL SHIFT FORK, SST SHAFT SLEEVES
SHAFT COUPUNG PATHFINDER COMBI-FLEX FOR 1 1/8" SHAFT
PREHEAT SOLENOID 65A, MOUNTED ON BRACKET ABOVE STARTER
0/LPRESSURE AND ALARM SENDER ALARM AT REAR OF CYLINDER HEAD; PRESSURE 80 LBS AT OIL FILTER FLANGE
WATER TEMP. AND ALARM SENDER WATER TEMP. (ISOLATED) 250° AT REAR FLANGE
ENGINE WIRING NEW ENGINE HARNESS - HARD WIRED FOR CONNECTION TO PANEL / EXTENSION HARNESS
ENGINE FINISH HIGH-TEMPERATURE ENGINE ENAMEL - MATCHING ALPINE GREEN DUPLICOLOR DE 1618
DOMESTIC WATER HEATER CONN. SPECIAL REDUCER HOSES INSTALLED
THIS IS A RECORD OF YOUR NEW EXCHANGE ENGINE CONFIGURATION. ONLY COMPONENTS INDICATED WITH ( RIM) ARE FROM YOUR ORIGINAL
PATHFINDER ENGINE. THESE COMPONENTS HAVE BEEN RESTORED TO FACTORY SPECIFICATIONS AND MODIFIED FOR THE PATHFINDER 65MF
APPUCATION PRIOR TO MOUNTING ONTO THE NEW ENGINE.

PATHFINDER MARINE pathfinder@pathfindermarine.com
P. 0. BOX 1284 TEL: (514) 695-6676
CHAMPLAIN, NY 12919-1284 FAX: (514) 695-1080
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fine INSTALLATION RECORD MODEL 65MF
0 ENGINE MODEL PATHFINDER 65MF BUILDER/MODEL ISLANDER 40

ENGINE SERIAL # PMI01 SN NAME
TRANSMISSION HURTH MODEL HBW 10-3R NAME OF OWNER
.
YOUR PATHFINDER ENGINE HAS BEEN BUILT WITH THE GREATEST OF CARE.
THE PREPARATION PRIOR TO AND THE PROPER INSTALLATION WILL DETERMINE THE PERFORMANCE ANO LIFE OF YOUR ENGINE.
ALL INSTALLATION INSTRUCTIONS ANO RECOMMENDATIONS ISSUED MUST BE OBSERVED.
BREAK-IN PERIOD OF THE NEW ENGINE: VARY THE SPEED. DO NOT KEEP THE ENGINE AT LOW RPM.
THE ENGINE HAS BEEN DESIGNED TO BE AS MAINTENANCE FREE AS POSSIBLE AND TO BE SERVICE FRIENDLY
NEVER SUBSTITUTE ORIGINAL PARTS WITH OTHER THAN THOSE SUPPLIED BY PATHFINDER.
USE ONLY VW/PATHFINOER SUPPLIED HIGH-PRESSURE OIL FILTER. FIRST REPLACEMENT FILTER SUPPLIED WITH THE ENGINE.
PROVIDE THE ENGINE WITH THE PROPER OIL AND COOLANT ANO CLEAN FUEL AT ALL TIMES TO MAINTAIN OPTIMUM PERFORMANCE.
CHANGE ENGINE OIL AND FILTER AFTER 100 HOURS OF OPERATION OR EACH SEASON WHICHEVER COMES FIRST.
CHANGE TRANSMISSION OIL AFTER 100 HOURS OF OPERATION OR EACH SEASON WHICHEVER COMES FIRST
PLEASE COMPLETE THIS FORM AND RETURN A COPY TO PATHFINDER FOR THE RECORD.
PICTURES OF THE NEW ENGINE INSTALLATION CAN BE INCLUDED ANO WILL BE KEPT ON FILE FOR FUTURE REFERENCE.
INSTALLATION INSPECTION REPORT : 5 IF COMPLETED/ACCEPTABLE

ENGINE COMPARTMENT ELECTRICAL
□ ENGINE COMPARTMENT CLEANED

□ GROUND CONNECTED TO STEEL BASE OF ENGINE
□ SUCTION FAN INSTALLED/OPERATING

□ REQUIRED HD CABLE FOR STARTER/BATTERY
□ RAW WATER DISCHARGE MODIFIED (SB 504)

□ EXCITATION LIGHT INSTALLED
0 □ PRIMARY FUEL FIL TEA INSTALLED

□ WIRING SECURE
□ SECONDARY FUEL FILTER INSTALLED

□ ALTERNATOR CHARGING
□ FUEL TANK FILLED WITH CLEAN, NEW FUEL

□ BATTERY CHARGED AND FULL
□ SEA WATER STRAINER INSTALLED

□ ALL INSTRUMENTS FUNCTIONING
ENGINE TRANSMISSION
□ ENGINE OIL LEVEL. TYPE & GRADE

□ TYPE (ATF) AND QUANTITY
□ OILFIL TER SECURE

□ SHIFT & CABLE ADJUSTED/OPERATING FREELY
□ AIR FILTER IN PLACE AND SECURE

□ SHAFT COUPLING SECURE
. □ COOLANT LEVEL. BRAND USED

□ ALIGNMENT WITHIN TOLERANCES
□ SEA WATER STRAINER FUNCTIONING IN-WATER TEST
□ RAW WATER PUMP PRIMED

□ RAW WATER PUMP FUNCTIONING
□ BY-PASS INSTALLED
□ OIL PRESSURE NORMAL
□ ANTI-SYPHON VALVE INSTALLED

□ WATER TEMPERATURE NORMAL
□ WATER LIFT INSTALLED

□ ACCELERATION
□ THROTTLE CABLE ADJUSTED/OPERATING FREELY CRUISING RPM: CRUISING SPEED/KNOTS
□ ENGINE MOUNTING SECURE SHAFT COUPLING: PROPELLER SIZE:
□ SHUT-OFF VALVES IN WATER CIRCUIT INSTALLED
□ ENGINE OPERA TING PROPERLY

□ TRANSMISSION OPERA TING PROPERLY
INSTALLATION BY: DATE OF ENGINE START UP:
RETURN COPY OF THE COMPLETED SERVICE RECORD TO: PATHFINDER MARINE, P. 0. BOX 1284, CHAMPLAIN, NY 12919
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#~hfindei .l SECTION: 2
INTRODUCTION - ENGINE DESCRIPTION

65MF
Your new Pathfinder Marine Diesel Engine Model 65MF
Pathfinder Marine has produced high quality Marine Diesel Engines for over 25 years .
The first Pathfinder Model 50 marine diesel engines with their incredible weight to HP ratio were marketed
worldwide as "MODERN MARINE POWER". The new Pathfinder Model 65MF continues not only the tradition of
high quality and MODERN MARINE POWER as well as maintaining the legendary weight to HP ratio but also
adding unique engine features unlike any other in its class making it the most suitable power plant that is
"easy to live with" (Pathfinder advertising slogan 1981) for elegant Sailing Yachts.
The 65MF exchange engine program has replaced the long running and very successful 55MFv engine
remanufacturing program. Regardless of the age of your Pathfinder engine or configuration, the 65MF is the
exchange engine for all Pathfinder 4 cylinder engines many of which are in continuous service since 1978.
This proven reliability of the Pathfinder engine with worldwide availability of VW parts and service (a dealer in
every Port) have made the Pathfinder Marine Diesel engines very successful.
The Pathfinder Model 65MF engine was developed as our special 25th anniversary edition engine to be made
available only to our existing Pathfinder customers whose Pathfinder engines have proven themselves· and
have served well over many years.
In essence the Pathfinder Model 65MF exchange engine is our reward for loyalty.
The Pathfinder Model 65MF is a complete factory new VW , Pathfinder specification, 65 HP (max.) engine
that produces an incredible 43HP already at 2500 RPM, and that with the same weight and dimension as
your previous Pathfinder Marine diesel engine. Only cast Pathfinder Marinization Parts that have passed our
production standards have been transferred to the new engine from your original Pathfinder engine as
detailed in Section 1. The Hurth transmission has been remanufactured exceeding factory spec's.
Your new engine is certified and conforms to California and USA EPA Regulations
and incorporates the latest in engine technology which includes:
Maintenance free valve gear through hydraulic tappets.
Valves operated by overhead camshaft and self-tensioning toothed belt drive.
Pressure fed lubricating system with pump, filter and cooler.
Closed crank case with pressure regulating valve.
Bosch variable speed, self bleeding VE fuel injection pump with electromagnetic fuel stop.
Self adjusting serpentine accessory drive belt that assures the proper transmission of power to the
high-output Bosch 90A (standard) or 120A (option) Alternator.
Precision cast mount to accommodate the high output alternator
High torque Bosch starter, 1.8kw, with reduction gear.
High speed glow plug system for engine starting.
Sealed pressurized water cooling system with mechanically driven fresh water pump.
Vacuum pump for special applications.
Non-corrosive covers and flanges.
Your new Pathfinder Marine Diesel has been hand build and every detail has been designed and
given
con�1derat1on to create the most service friendly engine. Please follow all
0 in this manual, to ensure optimum performance of your engine.
recommendations and guide lines
@ pATHFINDER MARINE INC • MONTREAL • CANADA

#finite'd SECTION: 4
0 EXCHANGE ENGINE INSTALLATION

65MF
INTRODUCTION
This section contains the standard guidelines and recommendations for the new Pathfinder engine
installation. Your new engine replaces the original Pathfinder 4 cylinder engine, which has been blue printed
by Pathfinder to match the new Pathfinder Model 65MF to the original engine configuration.
However, when the new engine is being installed we urge you to verify that all recommendations and
installation guidelines had been observed for the original Pathfinder engine installation.
The changes that had to be made for this new engine have been detailed in the first section of this manual.
This information relates to your original configuration and the new engine configuration and accessories.
The new HD raw water pump is now located under the heatexchanger and the high-output alternator is on
the injection pump side mounted on an engine integrated cast bracket.
Your new engine has many new design features, technological advances and innovations. Some of these are
visible, others are not. All components have been precision fitted without compromise and are of the highest
0 quality to withstand the often unforgiving marine environment.

All fasteners used are plated to provide protection against electrolysis.
r
Pathfinder engines do not require "zinc". Therefore, care must be taken not to mount or attach anything to
the engine with fasteners that will offset the established balance. Use only plated or SST bolts and shims.
Two locations on the engine block (made of steel) have been indicated on the engine to attach the ground.
Do not attach the ground to any other component.
The performance of the engine is directly relating to the proper installation and alignment of the engine.
Observe the guidelines described in this section as well as the Service Bulletins in this manual relating to
your engine installation.
In addition the recommendations as published by the American Boat and Yacht Council should be consulted.
If for any reason, components have to be removed to install your new engine, Pathfinder must be notified
prior to a component being removed to advise on the correct removal and installation procedure.
Under no circumstances must any component be removed without notifying Pathfinder.
© PATHFINDER MARINE INC. • MONTREAL • CANADA

SECTION: 4
0 INSTALLATION
SAFETY PRECAUTIONS
PAGE: 0
Disregarding basic safety rules and precautions can result in injuries to anyone coming into contact with the
engine. It is important that each person is alert and safety conscious at all times in respect to the potentially
hazardous conditions during servicing and operation of a marine engine.
THE FOLLOWING RECOMMENDATIONS ARE FOR GENERAL GUIDANCE
• Do not attempt repairs you do not understand. Follow instructions .

• Do not wear loose clothing, rings, watch and other jewelry when working around engines or machinery .
• Wear ear protective devices if working inside an enclosed engine room with engine running .
• Be familiar with antifreeze handling and safety information. Keep away from children and animals .
• Thoroughly clean any antifreeze, lubricating or fuel oil from the skin after contact.
• Replace or repair broken or damaged servicing equipment. Use proper tools .
• Do not smoke while refueling. Fumes from fuel are flammable .
• When using compressed air, wear protective face shield and clothing .
Use 205 kPa (30psi) maximum air for cleaning purposes.
• Wipe up spilled oil, fuel, coolant or other liquids as soon as they occur .
• Store oil rags in fireproof containers. Do not leave rags on engine .
• Never store flammable liquids near the engine .
• Be aware of the rotation of the engine and auxiliary devices; failure to consider the
respective rotation could result in unexpected rotation of the mechanism and cause injury.
• Keep your distance from rotating components such as pulleys and drive gears .
o •
•
•
Do not come in contact with drive belts when engine is running.
Remove any loose objects near the engine to prevent anything falling into the belts .
Avoid contact with exhaust pipes, exhaust manifolds and silencers when an engine is,
or has recently been running; these can be very hot and can cause servere burns.
• Ensure that the engine is securely mounted .
• Ensure that the engine and surrounding area is kept clean .
• Always stop the engine before servicing it.
• Use extreme caution when adjusting an operating engine .
• Rectify all fuel, coolant and oil leaks as soon as practicable .
• Be familiar with engine controls and engine starting procedures .
• Ensure that the engine is free to turn without obstruction .
• Ensure that there is a generous supply of cooling and combustion air available to the engine .
• Check that the fuel and lubrication oil levels are correct.
• Check coolant level. Never remove pressure cap when coolant is hot.
• Under no circumstances should the engine be started and run without water in the cooling system .
• Disconnect and tape battery ground lead before working on an engine .
• Remove all tools, electrical cords and other loose items from the engine before starting
• Never disconnect the battery or any cable unless the engine is stopped .
• Ensure that all cables are connected to their correct terminals .
• Never connect a battery into the system without checking that the voltage and polarity are correct.
• Never "flash" any connection to check for current flow .
• The battery must be disconnected before commencing any electric welding .
• Avoid excessive heat.
• Do not smoke when observing battery electrolyte level. Batteries give off flammable fumes .
0 •
•
Do not allow electrolyte solution to contact skin or eyes. Electrolyte solution is an acid .
Always disconnect the battery ground (-) lead first and reconnect last.
© PATHFINDER MARINE INC • MONTREAL • CANADA

SECTION: 2
COMPARISON: PATHFINDER 4 CYLINDER ENGINES
D OWNERS' MANUAL PAGE:
MODEL 65MF MODEL 50/55MF MODEL 50

ENGINE SPECIFICATIONS MAX. 55 HP MAX: 50 HP
MAX: 65HP
PATHFINDER PRODUCTION START 2001 1981 - 2001 1977 - 1983

NUMBER OF CYLINDER FOUR FOUR FOUR
DISPLACEMENT CID 116 97 90
ASPIRATION NATURAL NATURAL NATURAL
MAXIMUM BHP (DIN) 65 55 50
NET HP @ 2000 RPM 34 27 20
NET HP @ 2500 RPM 43 33 28
NET HP @ 3000 RPM 50 39 32
NET HP @ 3500 RPM 56 45 37
NET HP @ 4000 RPM 58 48 42
MAXIMUM TORQUE @ RPM 1800 1700 2500
MAXIMUM TORQUE Nm/ lb.ft. 121/ 89.2 96.34 / 71.06 82 / 60.5
PTO - MAXIMUM HP 27 27 10
HIGH SPEED STARTING AID GLOWPLUGS GLOWPLUGS GLOWPLUGS
ALTERNATOR, STANDARD 90A BOSCH 65/90A BOSCH 35A65A BOSCH
ALTERNATOR, OPTIONAL 120A BOSCH VARIOUS-MAX. 90A VARIOUS-MAX. 90A
AIR INTAKE MANIFOLD SLIMLINE / LOW STANDARD/ LOW STANDARD/ LOW
PRIMARY ACCESSORY DRIVE SERPENTINE BELT V-BELTS V-BELTS
SECONDARY ACCESSORY DRIVE V-BELT V-BELT V-BELT
DOMESTIC WATERHEATER CONNECTION REGULATED REGULATED REGULATED
WEIGHT: STANDARD CONFIGURATION
WITH GEAR k/Lbs 152/ 355 167/ 368 167 / 368
THE PATHFINDER MODEL 65MF IS EQUPPED WITH A SELF TENSIONING ACCESSORY BELT DRIVE TO ASSURE PROPER
TRANSMISSION OF POWER TO THE HIGH OUTPUT AL TERNA TOR.
1 TENSIONER ARM
2 TENSIONER ROLLER
3 SERPENTINE BELT: OPTIONAL CONFIGURATION
4 A) OPTIONAL V-BELT CONFIGURATION WHEN
COMPRESSOR INSTALLED:
CRANKSHAFT PULLEY (5), ENGINE WATER PUMP PULL
(6), OTHER ACCESSORY PULLEY (9)
B) STANDARD V-BELT CONFIGURATION:
CRANKSHAFT PULLEY (5) TO RAW WATER PUMP
PULLEY (NOT SHOWN)
5 CRANKSHAFT PULLEY/DAMPER ASSEMBLY
6 ENGINE WATER PUMP PULLEY
7 ALTERNATOR
8 COMPRESSOR , OPTIONAL
9 OTHER ACCESSORY PULLEY, OPTIONAL
~field.saneraccuse pathfinder@pathfindermarine.com
RECOMMENDED MAINTENANCE TOOLS & MATERIALS

DESCRIPTION TYPE I USE
METRIC TOOL KIT TO CONTAIN MINIMUM OF METRIC TOOLS LISTED BELOW

-
COMBINATION OPEN END & BOX WRENCH 8, 10, 13, 17, 19 AND 24 mm
DRIVE SOCKETS, 3/8" OR 1/2" 8, 10 AND 13 mm
DRIVE SOCKET 1/2" 13, 17, 19 AND 27 mm DEEP
RATCHET HANDLE FOR # 4 AND 5 SOCKETS
EXTENSIONS 3" AND 6"
ADJUSTABLE WRENCH 12 TO HOLD TENSIONER ARM
OPEN END WRENCH WITH SWIVEL SOCKET AT OPPOSITE END, 13 mm

ALLEN KEY METRIC SET, INCLUDING 5 AND 6 mm
SAE - WRENCHES ONLY 5/8, 9/16 AND 1/2" REQUIRED FOR ENGINE
FEELER GAUGE SAE
SPECIAL TOOLS, TO REPLACE TIMING BELT CAMSHAFT LOCKING BAR AND INJECTION PUMP LOCKING PIN
SCREWDRIVER SMALL & MEDIUM SLOT HEAD
POWER GRIP/STRAP WRENCH HOLDING TOOL (RUBBER BELT WITH HANDLE)
PLIERS CHANNELOCK
PENCIL MAGNET NEEDED WHEN REMOVING/REPLACING HEAT SHIELD
o MAGNETIC TRAY
RAYTEK MINITEMP NONCONTACT THERMOMETER

VERY USEFUL TO HOLD SMALL PARTS, TOOLS ETC.
POINT TO ANY OBJECT FOR EXACT TEMP. READING
TEST LIGHT 12 VOLT
PRIMER BULB FUEL SYSTEM
JUMPER WIRE WITH ON/OFF SWITCH
BOLT RETAINER LOCKTITE 242 (BLUE)
ANTIFREEZE ALUMINUM COMPATIBLE/PRESTON RECOMMENDED
DISTILLED WATER FOR BATTERY SERVICE
OIL, ENGINE AS PER SPECIFICATIONS (SECTION 3)
OIL, TRANSMISSION USE ONLY ATF (AUTOMATIC TRANSMISSION FLUID)
FUEL TREATMENT STANADYNE PERFORMANCE FORMULA
FILTERS OIL, FUEL AND AIR
BELT RAW WATER PUMP 10 X 850
BELT, SERPENTINE ONLY AS A PRECAUTION SHOULD A MISHAP OCCUR
BELT, TIMING ONLY AS A PRECAUTION SHOULD A MISHAP OCCUR
SERVICE KIT, IMPELLERS FOR OBERDORFER RAW WATER PUMP
MUL Tl PURPOSE LUBRICANT WO 40 (RECOMMENDED)
ALL PURPOSE CLEANER SIMPLE GREEN RECOMMENDED
PENETRATING SPRAY RUST EATER TO LOOSEN FROZEN PARTS
0 MARINE SOLVENT, BIODEGRABLE
WIRE BRUSH
MARSOLVE RECOMMENDED TO CLEAN HEATEXCHANGER
BRASS AND STEEL
CLEANING SUPPLIES LINT-FREE, ABSORBEND RAGS, RUBBER GLOVES
O pATHFINDER SM 652
~fide%sterneraeusre pathfinder@pathfindermarine.com
TIGHTENING TORQUES
COMPONENT NEWTON METER (Nm) FOOT POUND (ft/lb)
BRACKET, OIL FILTER 20 15
COUPLING, SHAFT/FLEXIBLE 54 40
DAMPER PLATE TO ALUMINUM FLYWHEEL HUB 16 12
DAMPER PLATE TO STEEL CARRIER 24 18
ENGINE MOUNT - FRONT AND REAR 47 35
EXHAUST ELBOW 20 15
FLANGE, GEAR MOUNTING TO BELLHOUSING 54 40
FLANGE, GEAR TO FLANGE 14 10
FLANGE, REAR AND SIDE CYLINDER HEAD 10 7
FLYWHEEL ADAPTER , ALUMINUM 88 65
FLYWHEEL ADAPTER , STEEL CARRIER 25 19
FUEL LINE CONNECTION, FUEL FILTER 25 18
FUEL SHUT-OFF SOLENOID 40 29
GLOWPLUG 25 19
INJECTION LINES 25 19
INJECTORS 70 51
MANIFOLD, AIR INTAKE 25 19
o MANIFOLDIHEATEXCHANGER
OILPAN
25
19
19
14
OILPAN, FORWARD AND REAR SECTION (ALUMINUM) 14 10
SPROCKET DRIVE, INJECTION PUMP 45 33
TRANSMISSION, OILDIPSTICK AND DRAINPLUG 14 10
TRANSMISSION, SHIFT BRACKET 14 10
UNION BOLT, STAMPED "OUT" 25 18
SPROCKET SECURING BOLT, CAMSHAFT 45 33
VALVE COVER RETAINER NUT (3) 10 7
IMPORTANT:
ALL FASTENERS ON THE ENGINE HAVE BEEN INSTALLED WITH THREAD LOCK (LOCTITE 242). USING THREADLOCK WILL
KEEP THE BOLT IN PLACE, ALLOW EASY REMOVAL AND ALSO PROVIDE SEALING. ALL SERVICE BULLETINS PERTAINING
TO THE REMOVAL AND INSTALLATION OF COMPONENTS GIVE DETAILS FOR THE SPECIFIC TIGHTENING VALUE. ALWAYS
FOLLOW THE INSTRUCTIONS. NEVER EXCEED THE RECOMMENDED TIGHTENING VALUES.
SPECIAL CARE MUST BE TAKEN WHEN TIGHTENING SOL TS INTO ALUMINUM. ALL COMPONENTS ON THE ENGINE ARE
ALUMINUM WITH THE EXCEPTION OF THE ENGINE CYLINDER BLOCK. GROUND MUST NEVER BE CONNECTED TO
ALUMINUM COMPONENTS. ONLY TO STEEL (ENGINE BLOCK - NOT CYLINDERHEAD).
TIGHTENING TORQUES, SOL TED CONNECTIONS, CYLINDER BLOCK (STEEL): VW DIRECTIVE

MB BOLTS
o
25 Nm (18.5 ft/lbs)
M10 BOLTS 45 Nm (33 ftlbs)
M12 BOLTS 55 Nm (40.5 ft/lbs)
O pATHFINDER SM 653
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WINTERIZING AND LAY UP PREPARATION

ALL PATHFINDER ENGINES
1. PUT DIESEL FUEL CONDITIONER INTO TANK.

FOLLOW THE INSTRUCTIONS OF THE PRODUCT MANUFACTURER.
2. RUN ENGINE UNTIL WARM AND STOP. CLOSE THE RAW WATER INTAKE VALVE.
3. CHANGE ENGINE OIL AND FILTEA.
BE SURE THAT THE CORRECT OIL AND HIGH-PRESSURE VW/PATHFINDER OIL FILTER IS USED.
4. CHANGE AIRFILTER AND FUEL FILTER(S).
5. MIX 50% WATER AND 50% ANTIFREEZE IN CONTAINER.
CONNECT SUBMERGED HOSE FROM CONTAINER TO RAW WATER PUMP INLET TO SUCK MIXTURE
INTO THE RAW WATER SYSTEM. RUN ENGINE UNTIL MIXTURE IS DISCHARGED AND COLOUR SHOWS.
DO NOT RUN OUT OF MIXTURE.
STOP ENGINE AND SWITCH POWER OFF.
6. REMOVE RAW WATER PUMP IMPELLER.
WASH IMPELLER AND APPLY VASELINE AS TROTECTIVE COATING.
STORE IMPELLER, COVER AND BOLTS IN PLASTIC BAG AND ATTACH TO PUMP.
ATTACH "DO NOT START" WARNING LABEL TO INSTRUMENT/START PANEL.
0 7. LOOSEN V-BELTS. APPLY PROTECTIVE COATING TO PULLEYS.

ADD TO WARNING LABEL THAT "COATING MUST BE REMOVED PRIOR TO START UP OF ENGINE"
8. DRAIN AND FILL TRANSMISSION COMPLETELY WITH RECOMMENDED OIL.
ADD TO WARNING LABEL "REDUCE OIL LEVEL BEFORE OPERATING
9. DISCONNECT EXHAUST AND MAKE SURE THAT THE EXHAUST SYSTEM IS DRAINED OF WATER.
ADD TO WARNING LABEL THAT "EXHAUST MUST BE RECONNECTED PRIOR TO START UP".
10. APPLY ANTI-CORROSION COATING TO SHAFT, COUPLING ETC.
11. USING A SPRAY BOTTLE, APPLY WD40 OR SIMILAR PROTECTIVE COATING TO COLD ENGINE AND TRANSMISSION.
ENGINE ROOM MUST BE VENTED DURING THIS OPERATION. WEARING A FACE MASK DURING THIS OPERATION IS
RECOMMENDED. FOLLOW THE INSTRUCTIONS OF THE PRODUCT MANUFACTURER.
12. PROVIDE SUFFICIENT VENTILATION DURING THE LAY-UP PERIOD. AIR MUST BE ABLE TO CIRCULATE TO PREVENT
CONDENSATION AND CORROSION.
NOTE:
FOR STORAGE OF BATTERIES AND OTHER ACCESSORIES, FOLLOW THE RECOMMENDATIONS OF THE RESPECTIVE
MANUFACTURER.
IMPORTANT:
WRITE DOWN ALL TASKS PERFORMED AND INDICATE WHAT MUST BE DONE PRIOR TO START-UP OF THE ENGINE.
TAPE THE LIST AS WARNING LABEL TO THE INSTRUMENT/START PANEL.
o 503
O pATHFINDER 316
ees»crm
f~de.t e
osoo]
c_, PATHFINDER FLEXIBLE co
MBINATION SHAFTCOUPLING
The advantages
.
the installation o f a flexible coupling
Of
between the gearbox and propeIIer shaft are its ability to:
COMPENSATE FOR ANGULAR DEFLECTION
ABSORB VIBRATION AND SHOCK-LOADING
PREVENT ELECTROLYSIS
PROTECT ENGINE AND GEARBOX
REDUCE NOISE
lable flexible couplings,
5J;r the PATHFINDER
her ava?
Unlike ot ,_ eat-in shaftcoupling and unique
combination coupling h°' ,, ~~rmnit continued
operation
COME-HOME feature that w p
t l of the inner core
ooa we
t in damage ow"""",[""Li,"..%aeon dee o
(rather t an
sustar
extreme shock or excessive resistance until inspection
and/or repair can be carried out.
The special design of the PATHFINDER COMBI-FLEX also makes It SUIitaac
ble for HUTH V-Drive installations.
INSTALLATION OE COMBI-FLEX COUPLING

IMPORTANT: INSTALL COUPLING WHEN BOAT IS IN THE WATER
1 1
0 Loosen hardware connecting propeller flange and gear flange sufficiently so that
be checked using a feeler gauge. Leave bolts loosely connected during
alignment of engine can
alignment to support the
propeller flange. Align engine installation to .005 inch maximum by
adjusting mounts. After
alignment, completely disconnect propeller flange and support dead successff
weight of the propeller
that sufficient clearance will be maintained around the propeller. Shaft flange. \ye-f
keyway machined to compensate. may have to be cut and ta
2I Position the coupling on the propeller shaft. Mark the location of the set
screws and remove
marked location provide for recess to secure position of set-screws. coupling. A¢
Screws into recessed area and by interconnecting Reinstall
with wire coupling and the 4
?I Slide propeller shaft and flange forward to mate with gear flange. Use
small amount of
o lubricate and protect fastener. Insert hex head bolts with lock waterproof %as
washers through
gear Nm (40 Install
54 flange. coupling into ha4es ¢
to ft1b). shims and nuts on gear flange side. Recheck alignment.
Tighten bolts in "z
%.44,
41 Recheck torque and alignment of shaft after 10 to 15
hours of operation
The COMB-FLEX coupling

is available for:
u
.
SHAFT SIZE
1 1/8 inch
PART #
160 242
13/8 inch
160 244
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SECTION: 2
« OWNERS' MANUAL
ENGINE DESCRIPTION
PAGE: 3
DIESEL ENGINE BASICS
A diesel engine, like a gasoline engine gets its power from the expansion of burning gases. However, the
diesel engine depends on the heat caused by compression of the air to ignite the fuel rather than the electric
spark used in gasoline engines.
AIR INTAKE
On the intake stroke, the intake valve opens and the piston begins to move
downward in the cylinder. Air without fuel is taken into the cylinder.
AIR COMPRESSION
On the compression stroke, the intake valve closes and the piston begins to
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move upward in the cylinder. The "air only" charge present in the cylinder
is compressed until it becomes superheated. Fuel is injected into the swirl
chamber near the end of the compression stroke and is ignited by the hot
air.
When the diesel fuel injected is timed to mix with the superheated compressed air, combustion occurs at the
precise instant of injection.
POWER
On the power stroke, the fuel rapidly burning from the swirl chamber to the
cylinder causes high pressure to be exerted on the piston, thrusting it
downward in the cylinder and providing power for the engine.
EXHAUST
On the exhaust stroke, the exhaust valve opens and the piston begins to
move upward in the cylinder. The gases from the fuel burned during the
-·u- power stroke are pushed out the exhaust port.
° PATHFINDER MARINE INC. • MONTREAL • CANADA

601
SECTION: 2
ENGINE DESCRIPTION
OWNERS' MANUAL PAGE: 4
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REPLACING TIMING BELT-PATHFINDER MODEL 65MF

......,
------1
The Pathfinder Model 65MF is equipped with an automatic timing belt tensioner, which protects the timing
belt from damage due to incorrect tension. However, the timing belt condition needs to be checked
especially prior to start up of the engine if not operated for a period of time. It is also recommended, that the
timing belt is replaced at 1000 hours of operation of the engine. Time is also a factor for the condition of the
belt and must be considered regardless of the operating hours.
FOLLOW THE PROCEDURE STEP BY STEP! EXTREME care must be taken that the timing of the engine is not
disturbed during the removal and installation of the timing belt. Changes in the engine timing prior to
completion of the belt installation could lead to engine damage. Be sure to read all the instructions and that
all the correct tools are available prior to the removal of the timing belt. Identify and keep all removed
fasteners and components in a secure place. In addition to the following instructions, reference is made to
specific Service Bulletin numbers (SB). Figures referred to are on page 3 of this Service Bulletin.
REQUIRED TOOLS: Special camshaft locking bar and injection pump sprocket locking pin; 19 ( 12 point) and 10
mm deep socket, 10, 13 (2), 17 and 19 mm combination wrench, 6 mm hex drive, pin wrench or needle
nose pliers or 3 mm pin, feeler gauge (2).
A) REMOVING TIMING BELT
Important: disconnect power before working on the engine.
1. Remove upper timing belt cover as per SB 507 and valve cover.
2. To remove valve cover: Disconnect the breather hose. Note that the hose clamp near the breather is
positioned around the hold down bracket on the cover. Carefully pull breather out of the valve cover
grommet and secure out of way. DO NOT disengage breather from engine. Twist off rubber caps
covering hold down studs. Remove nuts with seal cover and seal. Remove valve cover assembly.
0 3. Turn engine to TDC on flywheel. Note: The TDC mark is visible through the hole in the bellhousing
(Figure 1 # 2). The access hole has been fitted with a plastic plug and the timing mark identified with a
paint dot during production. Remove and keep plug. The correct TDC mark is a zero with a straight
line through it (disregard any other markings on the flywheel) and must be centered in hole.
Refer to Service Bulletin SB 356 only if timing hole is restricted and cannot be accessed.
4. Lock camshaft in position with locking bar ( Figur 2 #1). When in correct position, bar slides into groove
without force. When in position, align locking bar as follows: Turn camshaft until one end of locking
bar touches the cylinder head. Measure gap at the other end with feelers. Take half of the
measurement and insert feeler of this thickness between bar and head. Now turn camshaft so that bar
rests on feeler. Insert second feeler of the same thickness between the other end of bar and head.
5. If holes are aligned (alignment marks on rear cover/backing plate (Figure 5, #1), injection pump
sprocket and injection pump), lock injection pump sprocket into position with hole in bracket by
inserting locking pin (Figure 3 # 4).
5a. If holes in injection pump sprocket are not aligned, proceed with steps 6 to 11 and follow step 11a.
6. Remove raw water pump assembly and loosen all V-Belts (Ref. SB 344).
7. Remove crankshaft pulley assembly. DO NOT REMOVE SPROCKET BOLT (Figure 6 #5).
8. Remove lower belt cover. It is important to identify position of bolts for correct installation.
9. Loosen nut on automatic tensioner (Figure 6#1) to release belt tension.
10. Ensure that camshaft locking bar is in correct position and open retainer bolt at camshaft sprocket
(Figure 6 #4) by 1 to 1 1/2 turn. Knock camshaft sprocket off the camshaft from behind with a suitable
punch through the small hole in the rear cover/backing plate (Figure 5 #2) to allow sprocket to float.
11. Remove timing belt.
11a. Turn injection pump sprocket in clockwise direction until the marks on the sprocket, rear cover/backing
plate and injection pump are aligned and insert locking pin through the sprocket hole (Figure 6 #3) into
0 the recessed hole in the injection pump bracket.
12. Push cold start lever on injection pump housing, located between pump and cylinder head, towards
front of engine (timing belt) to disengage (Figure 5#2 ). 1203 sMesa
© PATHFINDER SB509 PAGE 1

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REPLACING TIMING BELT -PATHFINDER MODEL 65MF
BJ INSTALLING TIMING BELT
Replace all damaged or worn parts.
Check that TDC mark on flywheel remained centered (slightly turn crankshaft to re-align if required).
;: Install timing belt (Figure 6 #7) avoiding play between injection pump sprocket and crankshaft drive
sprocket. . . . " " . .
2. Pre-tension belt by turning tensioner to right (Figure 6 "C") with pin wrench.
(Be sure that automatic tensioner is in good condition and turns freely. Replace if damaged.)
DO NOT GO TO FINAL TENSION MARKS (Figure 6 "A + B
3. Lock tensioner nut.
4. Tighten camshaft sprocket bolt to 45 Nm (33 ft/lbs).
5. Final adjustment of automatic tensioner (Figure 6 #1):
Hold tensioner in position with pin or tensioning tool. Move tensioner clockwise (Figure 3
notches are aligned. Tighten nut to 20 Nm (15 ftlbs).
C) until
6. IMPORTANT: REMOVE camshaft locking bar and injection pump sprocket
locking pin.
7. Turn crankshaft 5 turns in clockwise direction. Observe proper tracking of the timing belt.
8. Move cold start lever towards bellhousing to the engaged position (Figure 5 #1).
CJ INSTALLATION OF PREVIOUSLY REMOVED COMPONENTS
0 1.
Make absolutely sure that all tools, locking bar and pin have been removed.
Installing valve cover assembly:
Make sure valve cover gasket is in good condition (must be replaces if damaged) and is
positioned. correctly
Install valve cover.
Ensure that seal cover and seal are in position and install retainer nuts (tighten to 10
Push onto the retainer nuts the three rubber caps. ft/lbs.).
Carefully insert breather into valve cover grommet.
Connect breather hose and secure with hose clamp around hold down bracket on valve cover.
2. Install lower timing belt cover.
3. Install upper timing belt cover as per SB 507.
4. Install crankshaft pulley assembly.
5. Tension V-belts.
6. Install raw water pump assembly as per SB 310 and SB 344.
DJ FINAL
Prior to starting up the engine, visiually inspect that all items and material has been
removed from and
around the engine. Be sure that power has been restored and the water supply to the raw
water pump.
Check again that the V-belts have the correct tension and that all pulleys and sprockets
Keep the hour record of the timing belt replacement. are secured.
o Note: if any of the parts replaced at this time are in acceptable condition, they can be
spares but must be marked accordingly. Store any such parts in tightly sealed
kept as emergency
plastic bags.
t
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@ PATHFINDER SB509 PAGE 2
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0 REPLACING TIMING BELT - PATHFINDER MODEL 65MF
FIGURE 2
1. LOCKING BAR PATHFINDER PART 4 306 351
0
FIGURE 4
#4.LOCKING PIN PATHFINDER PART + 206 352 #1. ENGAGED POSITION

2. DISENGAGED POSITION
FIGURE 5
#1 ALIGNMENT MAK
#2 ACCESS HOLE FOR PUNCH
FIGURE 6
#1 AUTOMATIC TENSIONER
2 INJECTION PUMP SPROCKET
3 HOLEPOSITION FOR LOCKING PIN
4 CAMSHAFT SPROCKET
#5 CRANKSHAFT SPROCKET BOLT A+ B
e
#6 OILPUMP DRIVE = ALIGNMENT NOTCH
#7 TIMING BELT C
8 REAR COVER/BACKING PLATE
=- DIRECTION TO
ALIGN NOTCHES A +
+,
9 9 PATHFINDER SB 509 PAGE 3
blhHndei!l..ER VICEBULLETIN
pathfinder@pathfindermarinecom,
• HIGH FLOW AIR FILTER INSTALLED ON PATHFINDER MODEL 65MF ENGINES
The new "slim line" air intake manifold on the Pathfinder Model 65MF is equipped with a K & N high flow air
filter mounted directly onto the intake manifold. The filter can also be remote mounted for noise reduction
and/or cooler air supply. This would require a13/4 connection such as tubing or pipe.
Note: The material used must not be able to collapse under vacuum.
The installed filter is pre-oiled and prepared for service. To avoid damage to the filter, care must be taken
when removing or installing the filter. Always push at the neck of the filter, never at the filter to avoid the
filter from collapsing under pressure.
The high flow K & N air filter can be washed and re used as described below. i
'5
The K & N cleaner and filter oil are available at your local auto parts store.
CLEANING OF USED AIR FILTERS
DO NOT use gasoline, steam caustic cleaning solutions, strong detergents, high
pressure wash, parts cleaning solutions or mineral oil to clean the filter. Anyone of the
no's can damage the filter media, shrink or harden the rubber neck of the filter.
1) Pre-cleaning: tap the element to dislodge any large embedded dirt, then gently
brush with a soft bristle brush.
• 2) Spray on cleaner: Spray K&N air filter cleaner liberally onto the entire element and
let soak for 10 minutes or
3) Pan cleaning: roll or soak filter in a shallow pan of K&N air filter cleaner.
Do not let dirty solution run inside of filter.
Remove filter immediately and let soak for about 10 minutes to dissolve dirt.
4) Rinse off the element with low pressure water. Always flush from the clean side
to the dirty side. This removes the dirt and does not drive dirt into the filter.
Always dry filter naturally.
After rinsing, shake off all excess water and let the element air-dry.
DO NOT USE: compressed air, open flame, heat dryers.
Excess heat will shrink the filter media.
Compressed air will blow holes into the element.
PREPARING FILTER FOR SERVICE
Never use the air filter without oiling. The filter will not stop the dirt without oil.
For maximum filter life and protection of the engine the filter must be oiled prior to use
with either one of the two methods:
Aerosol oiling: (do not over oil)

Spray K & N air filter oil down into each pleat with one pass per pleat. Wait 10
minutes for oil to distribute evenly. Re-oil any white spots still showing.
Squeeze bottle oiling: (do not over oil)

Squeeze K&N air filter oil down into the bottom and along each pleat - only one pass
per pleat. Let oil wick into filter media for 20 minutes, yielding a uniform, red color.
Re-oil any white spots still showing.
DO NOT use ATF, Motor Oil, WD-40 or other light weight oils. ADG 105
PATHFINDER SB 511
1
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601 SECTION: 2
'.s
ENGINE DESCRIPTION
0 OWNERS' MANUAL 5
INJECTION PUMP • OVERVIEW

The injection pump is a single-plunger, distributor-type MAXIMUM SPEED ADJUSTMENT IDLE SPEED ADJUSTMENT
mechanical pump and performs the following functions:

It pressurizes the fuel to about 125 bar (1800 psi).
It meters the fuel according to engine load and speed.
It times the fuel delivery at the precise time.
It distributes fuel to the injectors in the correct firing
sequence.
The injection pump is driven by the camshaft spur belt
(timing belt) at one-half crankshaft speed. The injection
pump is maintenance free and lubricated by the diesel
fuel passing through the pump. COVER FOR INJECTION
TIMING ADVANCE METERING SLEEVE
The intergal vane-type fuel pump allows the fuel CROSS SECTION OF 6 CYLINDER INJECTION PUMP
system to bleed itself of air.
Clean fuel is essential to pump reliability.
The injection pump on Pathfinder. engines is factory set to: IDLE SPEED = 900 RPM
MAXIMUM SPEED = 4000 RPM
< INJECTORS
Fuel pressure from the injection pump forces the needle up against spring
pressure so that the injector sprays a cone-shaped mist of diesel fuel at the
precise time for ignition.
A small amount of fuel bleeds around the injector needle to lubricate and
cool the injector. This fuel returns to the tank via a separate fuel line.
NEEDLE
SWIRL CHAMBER
The swirl chamber is located in the cylinder head. Diesel injectors spray
fuel directly into the swirl chamber near the end of the compression stroke.
It is in the swirl chamber that the air and fuel begin to burn.
A small passage leading from the swirl chamber connects it to the cylinder.
The burning air and fuel expand down through this passage and the rest of
combustion occurs in the narrow scalloped section of the piston.
The injectors are protected from the heat of combustion by a heat shield
@
e which acts as an insulating and sealing washer. The heatshield must be
present and always be replaced when injectors are serviced or replaced.
PISTON
9 PATHFINDER MARINE INC. • MONTREAL • CANADA

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601 SECTION: 2
' .%
ENGINE DESCRIPTION
·O
INJECTION PUMP - VANE PUMP
The rotary vane pump located inside the injection pump draws fuel through the fuel filter from the fuel tank.
The vane pump rotor is driven by the injection pump driveshaft which in turn is driven by the engine-
camshaft spur belt (timing belt). PRESSURE
FROM REGULATING
The integral, vane-type pump supplies fuel without outside VALVE
TANK
electrical or mechanical pumps. Supply pump internal pressure
rises proportionally with the engine speed. The vane pump also
allows the fuel system to bleed itself of air.
Centrifugal forces hold the vanes against the walls of the pressure
chamber as the rotor spins. This squeezes the fuel trapped
between the vanes and forces it toward the distributor plunger.
The vane pump supplies a constant quantity per revolution and
fuel pressure in the pressure chamber is regulated by the
pressure regulating valve at 3-7 bar (43.5 - 101.5 psi ) depending
upon engine speed.
The vane pump does the following:
1. Transfers fuel from the fuel tank to the injection pump
0
ROTOR
2. Pressurizes the fuel
3. Lubricates moving parts in the injection pump
4. Supplies fuel to the distributor plunger for the injectors
s. Operates the injection timing advance mechanism
BUSBAR CONNECTION
GLOW PLUGS
Glow plugs aid the diesel engine during cold starting. When the
glow plug is supplied with voltage the heating element reaches
temperatures over 1000°C (1800°F). The time actually required
for preheating depends on the cylinder head temperature. The
colder the engine, the longer the pre-heat time. TAPER SEAL
HEATING ELEMENT
INSULATING POWDER
@ pATHFINDER MARINE INC. • MONTREAL • CANADA

1/90 2
« OWNERS' MANUAL 888see8sees8] pE

ENGINE DESCRIPTION
7
FUEL SHUT-OFF SOLENOID

Diesel engines are switched off by a fuel shut-off
solenoid on the injection pump.
Current is supplied to the fuel shut-off solenoid
whenever the power is switched "on". The magnetic WIRE CONNECTION
coil pulls the solenoid plunger up against the spring, MAGNETIC COIL
opening the filling port.

SPRING
When the power is switched off, the solenoid plunger
INTAKE PORT
closes the filling port, cutting the supply of fuel for
injection from the vane pump.
SOLENOID PLUNGER
The engine will. not run if the fuel shut-off solenoid
sticks closed or does not receive current; if the fuel
shut-off solenoid sticks open, the engine will continue
Q to run after the power is switched off.
FUEL FILTER
Diesel fuel systems operate reliably as long as the fuel is free from dirt and
water. Moving parts inside the injection pump and injectors can be damaged
by a small amount of dirt or corrosion.
The diesel fuel filter is designed to stop any dirt or water before it reaches
the pump. The filter element should be replaced or drained at normal
maintenance intervals to ensure reliable operation of the pump and injectors.
To prevent freezing and blocking of the filter in cold weather, a water drain is
located at the bottom of the element. The filtering mesh is designed to allow
sufficient fuel flow whilst maintaining maximum filtering capacity.
It is important that only approved filters are used for replacement.
0
601 fCTON: 2
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ENGINE DESCRIPTION
O·
ENGINE OIL
A diesel engine uses different lubricating oil than a gasoline engine due to the chemistry of acid formation
and other corrosive build-up in the oil which are more likely to be formed at higher temperatures.
Naturally aspirated diesel engines must use good quality oil.
The former specification API: CC and CD have been replaced by:

API: CF CATEGORY
for engines using fuel with over 0.5% weight sulfur (most common).
API: CG-4 CATEGORY
for engines using fuel with less than 0.5%weight sulfur.
Engine oil gets thicker as it gets colder, making it harder to crank the engine when starting. The engine oil
should be changed over to the proper oil viscosity to match the climatic conditions to which the engine is
exposed.
CLIMATE
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No additives of any kind should be mixed with HD oils.

Damage caused by the use of such additives are not covered by the warranty.
Due to the high pressure of the engine, use only original VW or Pathfinder supplied Oil filters.
Damage caused by the use incorrect Oilfilter are not covered by the warranty.
0
O pATHFINDER MARINE INC. • MONTREAL • CANADA
'.
SECTION: 3
301
.°
+
OWNERS' MANUAL
4
I
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CAPACITY CHART
FOR ENGINE MODEL 50l50MF/55MF/65MF PATHFINDER 70 PATHFINDER 85 85MF/85MFT
OIL ( including filter) 6 QUARTS 7 QUARTS 8 QUARTS 8 QUARTS
COOLANT (engine system only) 8 QUARTS 11 QUARTS 11 QUARTS 12 QUARTS
NOTE: CAPACITY SHOWN IS THE APPROXIMATE QUANTITY REQUIRED. ALWAYS VERIFY LEVEL AFTER FILLING.
SPECIFICATIONS
ENGINE OIL - DIESEL ENGINE
Use HD, quality oil only.

MULTI GRADE OIL
The former specification API: CC and CD have been replaced by: 40 oo
API: CF category for engines
using fuel with over 0.5% weight sulfur (most common).
API: CG-4 category for engines
using fuel with less than 0.5% weight sulfur.
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GRADE: SAE 20W-50 or 15W-40 for operation in most climates. cr
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No_additives of any kind should be mixed with the engine oil. 0
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Damage caused by use of additives voids the warranty.
Consult table for operation in extreme climates.
ARTIC
TRANSMISSION OIL
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Use only AUTOMATIC TRANSMISSION FLUID (ATF). O
!
Filling procedure and quantity as per page 5, section 3.
COOLANT
NEVER REMOVE PRESSURE CAP WHEN COOLANT IS HOT.

Pressure cap rating - all Pathfinder engines:
Standard pressure cap =
14 psi " Quick Release " type pressure
cap =
13 psi
When filling/replacing coolant, precautions must be taken to insure that all the air is out of
engine overheating or damage may occur. the system since
Mix 50% water and 50% GLYCOL base non-phosphate aluminum compatible
type anti-freeze such as
PRESTON (recommended). Always pre mix quantity required to fill the engine
cooling system. Never "mix"
coolant within the heat exchanger or recovery tank. The approximate coolant quantities
shown above refer to
the engine cooling system only and do not include additional equipment such as a domestic
water heater.
DO NOT OVERFILL. Level should not exceed 2/3 height in heatexchanger
expansion tank.
NEVER USE "ONLY" PURE WATER. Use of pure water only will lead to engine
corrosion in the engine block, cylinder head and water pump. overheating, boil over as well as
IMPORTANT: When replacing or topping off coolant, do not mix type or brand of
anti-freeze.
When type is unknown it is recommended to first flush the engine
cooling system.
@ PATHFINDER MARINE INC. • MONTREAL • CANADA

103 4
N88wee8wees] ECTON:
INSTALLATION GUIDE
7] LUBRICATING AND COOLING
REFER TO SECTION 3 (OPERATION) FOR THE CORRECT TYPE AND QUANTITY OF LUBRICANT AND COOLANT AS WELL AS THE
INITIAL OPERATION OF THE ENGINE. ALWAYS VERIFY FLUID LEVELS PRIOR TO OPERATING THE ENGINE.
7.1 Engine Oil: Fill the oil filter with oil prior to filling the engine to prevent oil starvation at start-up. Verify the
upper (full) mark on the dipstick and correct the level reading if required by filing a small notch at the side
of the dipstick.
1.2 Transmission Oil: Fill specified quantity of Automatic Transmission Fluid (ATF).
7.3 Coolant: CAUTION: NEVER OPEN PRESSURE CAP WITH COOLANT HOT
Pre mix coolant prior to filling engine cooling system. Never mix type or brand of anti-freeze. Always use
a mixture of 50% water and 50% anti freeze. Do not overfill cooling system. Level should not exceed
2/3 height in the heatexchanger expansion tank. Allow coolant to settle and verify level.
Note:
If a domestic water heater is connected to the engine fresh water/coolant circuit, shut-off valves must be
installed on the feeder and return line as close as possible to the engine to isolate the circuit. This will
allow for removal or repair of the domestic water heater without interrupting engine operation.
The absence of a top bleeder valve in combination with a low point inlet/outlet can easily cause an airlock
and interfere with the engine cooling system. Trapped air must be bled from the system according to the
manufacturers instructions to avoid engine cooling problems.
7.4 Observe initial start-up of engine. Run engine at idle with pressure cap removed until the water
temperature reaches about 150°F. The engine will purge itself of air in this manner. Stop engine.
Re-install pressure cap. With engine stopped verify level after 1 hour. Add coolant if required.
7.5 After engine has remained stopped for a few minutes, verify oil level with the engine oil dipstick and add
the required quantity of oil to reach the upper (full) mark on the engine oil dipstick.
ENGINE COOLANT CIRCUIT DIAGRAM
1 EXPANSION TANK
2 HEATEXCHANGER
3 ENGINE COOLANT PUMP
WITH THERMOSTAT
ii 4 CYLINDER HEAD/BLOCK
sur-ore !!
II 5 DOMESTIC WATER HEATER
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f4 6 OIL COOLER (OPTIONAL)
---.--.-/
SHUT- OFF VALVE
IF OIL COOLER
INSTALLED
9 pATHFINDER MARINE INC. • MONTREAL • CANADA

zs
#~tfinfer" N •
65MF 4
FOR THE RECORD l

S/N
TO MAINTAIN THE "LOOK" OF THE NEW ENGINE, WE DID NOT PUT THE CUSTOMARY STICKERS ON THE ENGINE.
THEREFORE IT IS IMPORTANT TO REFER TO THE ENGINE NOTES AND THE SAFETY GUIDELINES.REMOVABLE TAGS
ARE FOR SPECIFIC INSTALLATION POINTS OF COMPONENTS.
t MOST IMPORTANT: NEVER OPERATE THE ENGINE WITHOUT THE TIMING BELT COVER. DO NOT ALLOW ANY
OBJECT TO COME IN CONTACT WITH THE EXPOSED ACCESSORY DRIVE BELT SYSTEM WHEN THE ENGINE IS
RUNNING. REMOVE ANY LOOSE OBJECTS ABOVE THE ENGINE TO PREVENT ANY OF THEM FROM FALLING
DOWN OR INTO THE DRIVE BELT SYSTEM.
NEVER ENGAGE THE HIGH TORQUE STARTER WHEN ENGINE IS RUNNING.
HIGH OUT PUT ALTERNATOR: ·1

DURING OPERATION OF THE ENGINE, THE HIGH-OUTPUT ALTERNATOR GENERATES HEAT. DO NOT COME IN �
CONTACT WITH IT AND ASSURE THAT SUFFICIENT AIRFLOW IS PROVIDED FOR THE UNIT.
OII.JOILPAN:
OILPAN WAS REPLACED. THE NEW OILPAN IS FITTED WITH A 5/16 OILDRAIN HOSE CONNECTION.
IT IS IMPORTANT TO USE THE CORRECT ENGINE OIL AS PER PAGE 1, SECTION 3 IN THE MANUAL AND THAT THE OIL
IS CHANGED EVERY 100 HOURS OR ONCE A SEASON WHICH EVER COMES FIRST.
OIL FILTER:
rr IS OF THE UTMOST IMPORTANCE THAT THE CORRECT OIL FILTER, EQUIPPED WITH A ONE-WAY CHECK VALVE, IS
USED. NEVER SUBSTITUTE WITH OTHER THAN VW OR PATHFINDER SUPPLIED OIL FILTER.
HEATEXCHANGER: p
THE HEATEX CHANGER HAD BEEN PREVIOUSLY DAMAGED DUE TO INCORRECT REMOVAL
A SEE-THROUGH PLASTIC HOSE HAS BEEN FITTID ON THE HEATEXCHANGER EXPANSION TANK OVERFLOW, WHICH
CAN BE GUIDED INTO THE BILGE OR CATCH CONTAINER.
THE ENGINE COOLANT COPPER TUBES HAVE BEEN JOINED AT THE CENTER (FRONT TUBE AT THE "LOW POINT")
MAKING DRAINING OF THE ENGINE COOLANT SIMPLE.
AIR INTAKE MANIFOLD AND FILTER:
ENGINE IS EQUIPPED WITH THE NEW TYPE SLIM AIR INTAKE MANIFOLD FITTED WITH A HIGH-FLOW, WASHABLE
K+ N FILTER. THE FILTER IS SHIPPED LOOSE TO PREVENT DAMAGE. FOR INSTALLATION REFER TO SB51 l.
ENGINE MOUNTS:
NEW PATHFINDER ALU. CAST FRONT ENGINE MOUNTS AND HD STEEL REAR MOUNTS HA VE BEEN INSTALLED.
REAR MOUNTS WERE CRACKED POSSIBLY DUE TO FORCED ALIGNMENT.
NEW MOUNTS MACHINED TO MATCH INSTALLATION.
TRANSMISSION, HURTH MODEL HBW 10
NOTE: TRANSMISSION HAD BEEN PREVIOUSLY OPENED. ALL HOUSING BOLTS AND PLUGS WERE OVER TIGHTENED.
EXCEEDING 14FT/LBS. WILL CAUSE DANGER OF DAMAGING HOUSING THREADS.
THE TRANSMISSION WAS COMPLETELY REMANUFACTURED WITH SST SHAFT SLEEVES INSTALLED TO PROTECT
AGAINST FUTURE CORROSION. THE TRANSMISSION IS EQUIPPED WITH A SPECIAL HD SHIFT FORK.
TRANSMISSION FLUID (ATF) MUST BE CHANGED EVERY 100 HOURS. NOTE: TRANSMISSION WASOVERFILLED.
FILL ACCORDING TO SECTION 3.
DAMPER DRIVE PLATE: WAS INSTALLED INCORRECTLY TO OUTSIDE OF PRESSURE PLATE/ADAPTER.
GROUND CONNECTION:
TWO LOCATIONS HAVE BEEN IDENTIFIED ON THE ENGINE BLOCK (STEEL).
NEVER CONNECT GROUND TO ALUMINUM GROUND HAD BEEN CONNECTED TO ALUMINUM CRANKSHAFT CARRIER.
THROTTLE BRACKET:
NOT SUPPLIED WITH OLD ENGINE
601 2
ENGINE DESCRIPTION
0 OWNERS' MANUAL 9
DIESEL FUEL
Diesel fuel is obtained from distilled crude oil. The distilling process is highly complicated and involves
precision control of temperatures and pressures. Due to the variability of the refining process as well as
crude oil sources, diesel fuel varies depending on where the fuel was obtained.
Low outside temperatures will effect

A J the "CLOUD POINT"- the temperature at which wax forms in the diesel fuel, and
B I the "POUR POINT" - the temperature at which fuel stops flowing.
Temperatures below 20° F(-7° C) are critical to wax (paraffin) formation. Wax particles in the fuel will clog
the fuel system and cause the engine to cease operating.
Therefore, for outside temperature above 20° F(-7° C) use Diesel Fuel No. 2 and below 20° F (-7° C) use
Diesel Fuel No. 1 or winterized Diesel Fuel No. 2.
The cetane number (CN) is another property of the diesel fuel which is essential to the performance of the
diesel engine and is the measure of the ignition quality of the fuel which influences the ease of starting as
well as the combustion roughness. The cetane number rating is obtained by comparing the given fuel with
cetane, a colourless liquid hydrocarbon with excellent ignition qualities.
The higher the cetane number of the diesel fuel, the better the ignition quality of the fuel.
Diesel fuel with a cetane rating of at least 45 is recommended.
FAST BURNING
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SLOW BURNING
@ pATHFINDER MARINE INC. • MONTREAL • CANADA

68 SECTION: 2
ENGINE DESCRIPTION
0
PATHFINDER MARINE DIESEL ENGINE SYSTEMS
The Pathfinder Marine Diesel Engines are based on the VW industrial diesel engines which differ from the
automotive version. These engines have to meet the Pathfinder specifications and standards to allow the
modifications which are required to make the engine suitable for the marinization process which converts the
engine for operation in the marine environment.
1] PATHFINDER LUBRICATION SYSTEM: The Pathfinder designed large volume oil pan is made of high
grade marine aluminum to provide for the radiated cooling and higher oil volume required for the
marine installation. In addition to the large capacity oil pan and the engine oil passages, a special high-
volume oil pump assembly with strainer and pick-up tube as well as the high pressure oil filter
assembly with by pass valve, oil pressure and low pressure alarm sender are the basic components of
the lubrication system.
2] PATHFINDER COOLING SYSTEM: The cooling system consists of two parts which must perform the
essential function of limiting the temperature of the engine components. One part of the cooling
system comprises all ·the areas within the engine that limit component temperature and collect the
energy transferred during combustion. A specific quantity of coolant flow and flow path is provided by
the engine design in. combination with a high volume engine coolant pump (fresh water pump),
thermostat, engine flow passages, engine inlet and outlet, low temperature by-pass system, senders
for temperature gauge and high temperature alarm.
The other part are the external components that transfer heat to the liquid cooling medium via the
heatexchanger with expansion and de-aeration tank, pressure relief device, coolant pipes/hoses and
the sea/raw water pump.
€
3) PATHFINDER EXHAUST SYSTEM: The exhaust system is designed in direct relationship to the engine
requirement to provide cooling of the exhaust gas and manifold as well as a minimum of back
pressure. In addition to the engine cylinder head and exhaust valves, a water -cooled exhaust
manifold, outlet adapter and raw-water mixing elbow is provided.
4] PATHFINDER AIR INTAKE SYSTEM: The "Low Profile" air intake manifold reduces the overall engine
height, but still allows for sufficient air intake volume. The special Pathfinder low profile air filter can be
cleaned/re-used unlike the paper element of the Standard Profile engines.
5] PATHFINDER ELECTRICAL SYSTEM: Pathfinder engines are equipped with the Pathfinder configuration
BOSCH Starter Motor Assembly and BOSCH Alternator (65A or 90A) with build-in regulator. The
Pathfinder Instrument Panel with engine start and stop function is the extension of the engine wiring
harness and gives the visual read-out and alarm of the specific senders.
6] Pathfinder ENGINE MOUNTS: Specially designed engine mounts allow for the upright position of the
engine and to withstand the forces of the marine environment.
71 PATHFINDER POWER TRAIN: The Pathfinder marine aluminum bell housing, designed for the upright
position of the engine allows various power train adaptations. For the standard adaptation of the
HURTH mechanical reversing gearbox, a precision machined flywheel hub and gear adapter plate
maintains a true alignment of the gearbox at all times. The damper drive plate used on the Pathfinder
Coupling with
engine withstands the reversing force of the gearbox. The Pathfinder COMB-FLEX
"come-home feature" provides protection for the gearbox and a barrier against electrolysis.
0

SECTION: 2
' MANUAL
I
Ea"al 11
ANSMISSION - HBW
unsmission uses a positively driven, mechanically

d multiple-disc clutch system which requires only
m effort for gear changing, .suitable for single lever
control via a rod linkage or cable.
ransmission permits direct reversing at full engine

, for example in emergency cases.
rque transmission capacity of the clutch is exactly

preventing shock loads from exceeding a
2rmined value to ensure maximum protection of the
and thus providing the effect of a safety clutch.
smission is characterized by low weight and smalf

dimensions. The gearbox castings are made of
high.
, corrosion-resistant aluminum alloy, chromized
for
r resistance and adhesion of paint.
smission is immersion-lubricate
with splash oil. supplying the
ts are supported by heavy-duty

taper role,
nd the gearbox is designed to take
rust . the aaay
SECTION:
103
TRANSMISSION DESCRIPTION
OWNERS' MANUAL PAGE:
MULTIPLE DISC CLUTCH OPE
INPUT SHAFT (36) IN THE SPECIFIED DIRECTION OF ROTATION AND IN SHIFT POSITION
THE ENGINE TORQUE IS APPLIED TO THE
THE FRICTIONALLY ENGAGED CLUTCH DISCS (51 & 52) TO THE EXTERNAL DISC CARRIER (57) AND FROM THERE VIA THE
GEAR (44), IN SHIFT POSITION "B", TORQUE IS TRANSMITTED FROM THE INPUT SHAFT (36)
SLEEVE (59) TO THE OUTPUT SHAFT (66). DISCS
CLUTCH (51 & 52) TO THE EXTERNAL DISC CARRIER (57), THE GUIDE SLEEVE (59) A
INTERMEDIATE GEAR. GEAR (65),
SPRINGS (48) SUPPORT THE CLUTCH DISC STACK AND THE ACTUATING SLEEVE (60) HELD IN THE
OUTPUT SHAFT (66).. THE CUP
BY SPRING-LOADED PINS.
--------
-------
36
6l 6Go
.+
aw .kB
45
44 48 51 52
MONTREAL • CANADA
O pATHFINDER MARINE INC "
SECTION: 3
301
OPERATING INSTRUCTIONS
OWNERS' MANUAL
CAPACITY CHART
FOR ENGINE MODEL 50l50MF/55MF/65MF PATHFINDER 70 PATHFINDER 85 85MF/85MFT
SPECIFICATIONS
ENGINE OIL • DIESEL ENGINE
Use HD, quality oil only. CLIMATE MULTI GRADE OIL
The former specification API: CC and CD have been replaced by:

API: CF category for engines
using fuel with over 0.5% weight sulfur (most common).
using fuel with less than 0.5% weight sulfur. w
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GRADE: SAE 20W-50 or 15W-40 for operation in most climates. Lu
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No_additives of any kind should be mixed with the engine oil. z
ARTIC
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TRANSMISSION OIL
S
Use only AUTOMATIC TRANSMISSION FLUID (ATF).
COOLANT
Standard pressure cap =14 psi .• Quick Release " type pressure cap = 13 psi
When filling/replacing coolant, precautions must be taken to insure that all the air is out of the system since
engine overheating or damage may occur.
Mix 50% water and 50% GLYCOL base non-phosphate aluminum compatible type anti-freeze such as
PRESTON (recommended). Always pre mix quantity required to fill the engine cooling system. Never "mix"
coolant within the heat exchanger or recovery tank. The approximate coolant quantities shown above refer to
the engine cooling system only and do not include additional equipment such as a domestic water heater.
DO NOT OVERFILL. Level should not exceed 2/3 height in heatexchanger expansion tank.
NEVER USE "ONLY" PURE WATER. Use of pure water only will lead to engine overheating, boil over as well as
corrosion in the engine block, cylinder head and water pump.
IMPORTANT: When replacing or topping off coolant, do not mix type or brand of anti-freeze.
When type is unknown it is recommended to first flush the engine cooling system.

-
�-
301
ewewwweeseeeeeeweewweeewwwwwew� FCTIoN:
' 3
OWNERS' MANUAL 1.1
FUEL
Use quality diesel fuel (amber) with a cetane rating of at least 45. DO NOT, under any circumstances, use
gasoline or any other fuel not sold for diesel engine use. In colder climates, make certain that the fuel has
proper additives or composition so that wax (paraffin) will not precipitate when the temperature drops.
Paraffin particles in the fuel will clog the fuel system and cause the engine to cease operating.
Use a top quality algeacide/biocide in the fuel such as BIOBOR JF. If algea is allowed to grow in the fuel
system, it can plug and damage the fuel injection system components, leading to extensive repairs.
The new diesel fuel, with low sulfur, has less lubricity. To restore some of the lubricity, fuel treatment, such
as "STANADYNE PERFORMANCE FORMULA or LUBRICITY FORMULA" is recommended.
Do not use any other additive or "polish" old or contaminated fuel without first checking with Pathfinder.
NEW AND REMANUFACTURED ENGINES:
Fuel must be absolutely clean. It is recommended that a small tank (day tank) with "fresh" fuel is used for
the first start-up of the engine. The respective quantity of STANADYNE should be mixed with the fuel. A bottle
of the fuel treatment is shipped with all new and remanufactured engines.
Any fuel remaining in the "big" tank should be checked for possible contamination, prior to use with the new
engine.
FUEL QUANTITY RECOMMENDATION:
If the boat is equipped with a large tank, which would require extensive use of the engine to deplete the fuel,
consideration should be given to use a smaller tank, sufficient to cover the fuel requirements for a season or
cruise. Note: the fuel return line must be connected to the tank which is in use. This would avoid, that the
fuel would become contaminated over time and ensure constant clean fuel supply to the injection pump.
FUEL FILTERS:
Always use quality fuel filters.
If installed, check the additional fuel/water separator frequently and service as per manufacturers instructions.

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OPERA TING INSTRUCTIONS

SECTION: 3
C OWNERS' MANUAL INDEX
•...
.
SUBJECT PAGE
OPERATION
INTRODUCTION
CAPACITY CHART • OIL & COOLANT 3- 1

.
'II, ENGINE OIL SPECIFICATIONS 3· 1
TRANSMISSION OIL SPECIFICATIONS 3- 1
' DIESEL FUEL SPECIFICATIONS 3-1
COOLANT SPECIFICATIONS 3-1
INITIAL START UP 3-2
PREPARING THE ENGINE 3-2
STARTING THE ENGINE 3-3
STOPPING THE ENGINE 3-3
EMERGENCY STOP • ENGINE 3-3
ENGINE RPM RECOMMENDATIONS 3-4
OPERATING TIPS 3-4
TRANSMISSION OPERATION 3-6
WALTER V-DRIVE 3-7
INSTRUMENTS AND CONTROLS 3-8
GAUGES • FUNCTION 3-9
ALARM • FUNCTION 3- 10
WIRING COLOR CODES 3 - 11
ENGINE WIRING HARNESS, DIAGRAM 3- 12
SECTION 3 • APPENDIX
FAULT FINDING GUIDE • ENGINE 1 - 3
TROUBLESHOOTING • COOLING SYSTEM 4
,'
C
O pATHFINDER MARINE INC • MONTREAL • CANADA
#tkfindeal SECTION: 3
PATHFINDER ENGINE OPERATION

0 65MF
INTRODUCTION
Once your new engine has been installed according to the instructions given in the Installation section (4) . ..
and the installation has been verified according to the schedule of the installation record in section 1, the
engine is ready for start-up.
You will be very familiar with the operation of your new Pathfinder Marine Diesel Engine, Model 65MF since
starting, running and stopping operates just like you are used to with your old Pathfinder Engine.
The sound might be different. A new engine is "tight" and does not sound as "mellow" as an old engine.
Since this is a "brand new" engine, we ask you to observe the normal break-in period for new engines
Vary the speed and do not keep at low or high RPM for prolonged periods of time.
When shutting down your new engine, let it run a short while in idle prior to stopping the engine.
Prior to each start up of the engine, visually inspect the engine and check all fluid levels.
Since the engine is equipped with a V-Drive, access to the front of the engine might be limited or obstructed
to inspect the belts. Consideration should be given to installing a high polished aluminum plate or non-glass
mirror to be able to see the front of the engine.
Be sure to keep all loose material away from the front of the engine to avoid any contact with the Serpentine
and Raw Water Pump belt. Check that nothing can "fall" onto the belts and pulleys when the engine is at
rest or be sucked into the belts and pulleys with the engine running .
.0

301 SECTION: 3
OWNERS' MANUAL 1
CAPACITY CHART
FOR ENGINE MODEL 50/50MF/55MF/65MF PATHFINDER zO PATHFINDER 85 85MF/85MFT
SPECIFICATIONS
ENGINE OIL - DIESEL ENGINE
Use HD, quality oil only. CLIMATE MULTI GRADE OIL

-t 40 (0el[
The former specification API: CC and CD have been replaced by: «<t
0
API: CF category for engines 5
0
using fuel with over 0.5% weight sulfur (most common). c
I-

using fuel with less than 0.5% weight sulfur. w
z
c
GRADE: SAE 20W-50 or 15W-40 for operation in most climates. w
c
0
No_ additives of any kind should be mixed with the engine oil. z
ARTIC
l[Rf ·zuLhh
TRANSMISSION OIL
O
Use only AUTOMATIC TRANSMISSION FLUID (ATF).
COOLANT

Standard pressure cap =
14 psi " Quick Release " type pressure cap =13 psi
When filling/replacing coolant, precautions must be taken to insure that all the air is out of the system since
engine overheating or damage may occur.
Mix 50% water and 50% GLYCOL base non-phosphate aluminum compatible type anti-freeze such as
PRESTON (recommended). Always pre mix quantity required to fill the engine cooling system. Never "mix"
coolant within the heat exchanger or recovery tank. The approximate coolant quantities shown above refer to
the engine cooling system only and do not include additional equipment such as a domestic water heater.
DO NOT OVERFILL. Level should not exceed 2/3 height in heatexchanger expansion tank.
NEVER USE "ONLY" PURE WATER. Use of pure water only will lead to engine overheating, boil over as well as
corrosion in the engine block, cylinder head and water pump.
IMPORTANT: When replacing or topping off coolant, do not mix type or brand of anti-freeze.
When type is unknown it is recommended to first flush the engine cooling system.
·, . r
'. 9 pATHFINDER MARINE INC. • MONTREAL • CANADA
· .,.
SECTION: 3
301
OWNERS' MANUAL 1.1
0
. . .- '.
«
FUEL
Use quality diesel fuel (amber) with a cetane rating of at least 45. DO NOT, under any circumstances, use
gasoline or any other fuel not sold for diesel engine use. In colder climates, make certain that the fuel has
proper additives or composition so that wax (paraffin) will not precipitate when the temperature drops.
Paraffin particles in the fuel will clog the fuel system and cause the engine to cease operating.
Use a top quality algeacide/biocide in the fuel such as BIOBOR JF. If algea is allowed to grow in the fuel
system, it can plug and damage the fuel injection system components, leading to extensive repairs.
The new diesel fuel, with low sulfur, has less lubricity. To restore some of the lubricity, fuel treatment, such
as "STANADYNE PERFORMANCE FORMULA or LUBRICITY FORMULA" is recommended.
Do not use any other additive or "polish" old or contaminated fuel without first checking with Pathfinder.
NEW AND REMANUFACTURED ENGINES:
()
Fuel must be absolutely clean. It is recommended that a small tank (day tank) with "fresh" fuel is used for
the first start-up of the engine. The respective quantity of STANADYNE should be mixed with the fuel. A bottle
of the fuel treatment is shipped with all new and remanufactured engines.
Any fuel remaining in the "big" tank should be checked for possible contamination, prior to use with the new
engine.
FUEL QUANTITY RECOMMENDATION:
If the boat is equipped with a large tank, which would require extensive use of the engine to deplete the fuel,
consideration should be given to use a smaller tank, sufficient to cover the fuel requirements for a season or
cruise. Note: the fuel return line must be connected to the tank which is in use. This would avoid, that the
fuel would become contaminated over time and ensure constant clean fuel supply to the injection pump.
FUEL FILTERS:
Always use quality fuel filters.
If installed, check the additional fuel/water separator frequently and service as per manufacturers instructions.
o
402
;,•.�. . ,
,im 3
'!
:<•
OWNERS' MANUAL 2
PREPARING THE ENGINE · INITIAL START UP
Prior to starting the engine for the first time, make absolutley sure that each task item has been completed
and verified. Follow the instructions and recommendations given in this manual pertaining to the
specifications and required quantities for your Pathfinder engine.
1 J Complete all task items as per installation record issued for your engine in Section 1 of this manual.
Visually check the engine again prior to start-up.
2 J Verify that the engine has been filled with the proper grade of oil. In order to check engine oil level, the
engine should be stopped and settle for a few minutes to allow the oil in the upper parts of the engine to
drain into the sump. With the boat level (not heeled under sail), check to make sure that the oil level is
between the upper and lower marks on the engine dipstick.
3 J Verify that the engine has been filled with the proper coolant. Proper coolant is a 50-50 mixture of clean,
fresh water and ethylene glycol base anti-freeze of a low or non-phosphorous type. The anti-freeze
should have rust inhibitive or anti-corrosion features. DO NOT use pure water only. Use of pure water
only will lead to engine overheating and boil over as well as corrosion in the engine block, cylinder head
0 and water pump. Always prepare coolant mixture before filling into engine. Never "mix" coolant in the
engine. NEVER OPEN PRESSURE CAP WHEN COOLANT IS HOT.
4 J Verify that there is an ample supply of diesel fuel in the tanks and that the fuel system has at least one
diesel quality water separator and particle filter in the line. Experience has shown that most service
problems with diesel engines can be traced directly to either dirt or water in the fuel. Dirt will plug the
small passages in the injector pump and injectors themselves and lead to erratic or rough operation if the
engine operates at all. Water will cause the internal parts of the injector pump to rust. Some aftermarket
primary fuel filters may allow the fuel to siphon from the injection pump reservoirs. This can cause
difficulties in starting, rough engine idle or erratic performance under power. Care should be taken to
select only those fuel filters equipped with reverse flow check devises.
DO NOT, under any circumstances, use gasoline or any other fuel not sold for diesel use. In colder
climates, make certain that the fuel has the proper additives or composition so that paraffin common in
diesel fuel will not precipitate when the temperature drops. Paraffin particles in the fuel will clog the fuel
system and cause the engine to cease operating.
s I The fuel filter and the injection pump should be filled with fuel either by gravity feed or by using a primer
bulb which can remain in the system.
6 I Make certain that the transmission has been filled with the correct lubrication to the proper level (see
e Transmission Operation).

402 3
OWNERS' MANUAL 3
/
STARTING THE ENGINE
Prior to starting the engine:

1 ] Recheck all fluid levels.
2] Make certain that the fuel system has been primed.
3] Make certain that the raw water supply is open and that the pump has been primed.
4] Make certain that the transmission is in the neutral position. Pull throttle to the fully closed position.
This is the position in which the engine starts most easily.
5 ] Move the instrument panel switch to the ON position. This energizes the instruments and allows
operation of the pre-heaters (the alarm will sound until the engine starts and the oil pressure rises).
6 ] The pre-heat button on the instrument panel must be engaged. The length of time the glowplugs must
be operated will depend upon the temperature of the engine block and the condition of the engine. Two
to four seconds for an engine on a warm summer day should be sufficient. 10 seconds may be required
when the air temperature is near freezing.
You will quickly learn how much pre-heating is required. A properly heated engine requires minimal
cranking and leads to most efficient use of the battery power.
CAUTION:
Extended periods of cranking will cause the exhaust system to fill with raw water without means of
discharging. This condition could result in severe damage to the engine.
STOPPING THE ENGINE

0
t'%
1 ] Move the throttle control back to the idle position and allow the engine to cool for a few minutes before
shutting down.
2] Move the instrument panel switch to the OFF position. This cuts power to the solenoid control located on
the injection pump housing and instantly stops the engine by cutting the fuel supply.
NEVER stop the engine by removing its fuel supply. This can cause severe damage to the engine.
EMERGENCY STOP
If necessary the engine can be stopped by:

1] Pushing the breaker switch on the service panel to the OFF position.
2] Closing off the air supply at the air filter air entry with a heavy cloth, with the engine running at idle
speed. This procedure should only be used in case of an electrical system malfunction.
! NEVER ATTEMPT TO CLOSE THE AIR ENTRY WITH YOUR HANDS!
BREAK-IN PERIOD
All new and remanufactured Pathfinder engines require a "break-in" period of approx. 100 hours.
Vary speed. Gradually increase RPM. Do not keep engine at low RPM or high RPM during this period.
IMPORTANT:
Observe the instructions issued for your new engine.
0
--
401
i
£
' :a8
. s
SECTION: 3
v OWNERS' MANUAL
PAGE: 4
-
.
PATHFINDER ENGINES
ENGINE RPM RECOMMENDATIONS
ALL 4 CYLINDER 5&6 CYLINDER
MAXIMUM ENGINE RPM AT FULL THROTTLE - IN GEAR, UNDERWAY 3800 TO 4000 3800 TO 4000
RECOMMENDED CRUISING RPM RANGE, DEPENDING ON HULL SPEED 1800 TO 3600 2000 TO 3600
BEST FUEL ECONOMY BASED ON MODERATE THROTTLE SETTING 2400 TO 3200 2400 TO 3200
MINIMUM RECOMMENDED RPM UNDER HEAVY LOAD 1900 TO 2700 2500 TO 2700
MAXIMUM FULL THROTTLE, NO LOAD 4250 4250
OPERATING TIPS
Transmission ratio and propeller selection should be made so that the engine can attain a maximum speed of
3800 to 4000 RPM operating under load in open waters. The above chart can be used as an indicator for
propeller selection. Keep in, mind that the relation of engine RPM and shaft RPM is directly controlled by the
transmission ratio.
EXAMPLE: 4000 engine RPM through a gear with a 2.68 :1 ratio will result in shaft RPM of 1492 RPM.
If the engine cannot turn to at least 3800-4000 RPM in forward gear at full throttle, the engine is overloaded.
The problem is often a propeller with too great a diameter or too much pitch. A fowled or damaged propeller
or dirty bottom can also reduce the engine RPM's considerably.
Engine Oil and Filter should be replaced at 100 hour intervals and at least once per boating season. If the
boat will be out of commission for a while, change the oil before storing the boat. Air and Fuel Filters should
0 also be changed periodically. Consult the Maintenance Section.

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401 SECTION: 3
'is
OWNERS' MANUAL
PAGE: 5 c·
TRANSMISSION OPERATION
The HURTH transmission is suitable for single lever remote control. Upon loosening the retaining screw, the
actuating lever (see illustration) can be moved to any position required for the control elements (cable or rod
linkage). Make certain that the lever does not contact the actuating lever cover plate: the minimum distance
between lever and cover should be 0.5 mm.
The control cable or rod must be arranged at right angles to the actuating lever in the neutral position of the
lever. The zero position of the operating lever on the control console must coincide with the zero position of
the actuating lever on the gearbox.
The shift travel measured at the pivot point of the 0

35 35 Minimum shiftin travel
actuating lever between the neutral position and
end positions, A and B should be at least 35 mm
(1 3/8") for the outer and 30 mm (1 1/8") from the
inner pivot point.
A larger amount of travel is in no way detrimental.
Torque screw
to 18Nm
However, if the travel is shorter, proper gear
engagement might be impeded which in turn would Do not remove cover
plate or loosen screws
mean premature wear, excessive heat generation
and resulting damage.
The position of the cover plate underneath the Oil dipstick and oil filler screw
17mm width across flats
actuating lever is factory adjusted to ensure equal
lever travel from neutral position to A and B.
Al
=· f\ , ' .
l
Make certain that shifting is not impeded by
restricted moveability of the shift cable or rod
linkage, by unsuitably positioned guide sheaves or
ft .
too small a bending radius.
B 0%
..g.er g
Care should be taken that the engine-gearbox Minimum distance of

gF
actuating lever 0.5mm
compartment is properly ventilated.
A = FORWARD B = REVERSE 0 = NEUTRAL 0

604 SECTION: 3
u OWNERS' MANUAL
PAGE: 6
INITIAL TRANSMISSION OPERATION
TRANSMISSIONS ARE ALWAYS SHIPPED WITHOUT OIL. USE ATF ONLY.

Casing
To prevent damage, use the correct tool (17 mm closed end surface
wrench) to open and close Oil dipstick and drain plug.
Make sure that the sealrings are in good condition.
Fill the transmission (quantity as specified by Model) with
Automatic Transmission Fluid (ATF).
Dipstick
The oil level should be up _the index mark on the dipstick (see
illustration). To check oil level: do not screw in dipstick.
Do not overtighten dipstick (14 Nm/10ft/lbs. max).
HURTH V-DRIVE FILLING PROCEDURE

Oil level
With early version dipstick (288 729) without relief hole:
Slowly fill the the prescribed oil through the filler hole until oil
overflows at the oil level screw.As soon as excess oil flows out
of the oil level hole install both the oil level screw and the filler
plug and tighten firmly.
With modified dipstick (345 480) with relief hole:
he modified dipstick has an 1/8" hole drilled right above the index mark and is squeezed shut below the
dex mark to prevent oil escaping through the breather hole.
Fill the transmission with oil (AFT) The oil level should be up the index mark on the dipstick (see
illustration).lnstall sealring and tighten after the oil level check.
IMPORTANT:
New and rebuild transmissions:
Change oil after the first 10 hours of operation. Brass particles from the initial use of the new brass clutch
plates might be present in the oil being drained, which is normal.
Thereafter, oil must be changed every 100 hours or once a season (whichever comes first).
NOTE: Transmissions remanufactured by Pathfinder are all testrun and do not require the initial 10 hours of
operation (unless otherwise advised). The oil must be changed every 100 hrs. to maintain the proper
functioning of the internal components and the designed performance of the transmission operation.
When draining the oil via the oil drain plug, be sure to catch the sealring. Prior to replacing drain plug make
sure seal ring is present and not damaged to prevent loss of oil.
The zero position of the operating lever on the control console must coincide with the zero position of the
shift lever on the transmission. Shifting is initiated by a cable or rod linkage via the shift lever and an
actuating cam. The completion of the gear changing operation is servo-automatically controlled.
Gear changing should be smooth, not too slow, and continuous (without interruption). Direct changes from
forward to reverse are permissible, since the multiple-disc clutch permits gear changing at high RPM,
including sudden reversing at top speeds in the event of danger.
o OPERATING TEMPERATURE
The maximum permissible temperature of the transmission oil is 130.° C (266 ° F).

401 SECTION: 3
Note: HURTH Marine transmissions require RH propeller operation. The specified ratio is always the
"forward" ratio (A) for RH propeller operation.
SAILING OR MOVING IN TOW

Rotation of the propeller without load while the boat is sailing, being towed, or anchored in a river, as well as
operation of the engine with the propeller stopped (for charging the battery), will have no detrimental effects
on the gearbox.
When the boat is sailing [engine stopped], the gear lever must be in either the zero position [neutral] or in
reverse (B) to lock the propeller. Never leave gear in the forward gear position when under sail. Locking the
propeller shaft by an additional break is not required. The propeller shaft turns (right hand operation) when
lever is in the (A) forward position (shaft viewed from astern).
CAUTION
WHEN SAILING OR IN TOW NEVER LEAVE TRANSMISSION IN "FORWARD" POSITION
AS TRANSMISSION DAMAGE Will RESULT.
IMPORTANT
• Use Automatic Transmission Fluid (ATF) only. • NEVER use engine oil.
• Fill to mark on dipstick. • DO NOT overfill transmission.
• Change oil after first 10 hours of operation. • DO NOT overtighten bolt on shift lever. Cam
• Minimum travel of gear shift lever to both must retain specified "spring action".
directions must be 1 3/8" if outer and 1 3/16" • NEVER loosen screws on shift cover or
if inner pivot is used. remove shift cover.
• Make certain control cables moves freely and • DO NOT shift slowly.
are free from any obstacles. • DO NOT leave transmission in "FORWARD"
• Always shift quickly and without hesitation. when sailing or in tow.
LAY-UP PERIODS
If the transmission is not used for periods of more than 1 year it should be completely filled with oil of the
same grade to prevent corrosion. A note should be attached to drain the oil and fill with new to the proper
level.
In case of problems experienced with the transmission operation, contact the Pathfinder Service Department.
Pathfinder repairs and rebuilds the transmissions to factory specifications. Q

804 SECTION: 3
e88eeeeeee88eee888e8888888eee8�
0 OWNERS' MANUAL 8
INSTRUMENTS AND CONTROLS
Islander Yachts
INSTRUMENT PANEL SUPPUED BY ISLANDER YACHTS

(LOCATION AND TYPE OF GAUGES MAY VARY)
1 ) TACHOMETER
This tachometer operates from a magnetic sensor located on the flywheel housing by "actually" counting
the teeth of the flywheel and electronically converting this count to engine revolutions per minute (RPM).
If the tachometer fails to operate or operates erratically at high speed, double check the sensor
adjustment. Proper adjustment of the sensor must be made with the engine not running.
Loosen the locknut on the sensor and screw the sensor down until it touches the flywheel. Unscrew the
sensor 1/8 turn, mark the position and carefully reset the locknut.
Note:
Sensors supplied by Pathfinder after June 2000, unscrew sensor 1/4 of a turn, mark the position and
carefully reset the locknut.
DO NOT APPLY TOOLS OR FORCE TO THE PLASTIC TOP ISOLATOR.

NEVER APPLY 12V TO THE TERMINAL OF THE TACH. SENDER.

•• �
..
-
804 SECTION: 3
OWNERS' MANUAL
PAGE: 9 0
2 ) ON/OFF SWITCH
This switch has an ON/OFF position. The switch must be in an "ON" position for the instruments, alarm
system, start, pre-heat button and fuel supply solenoid to operate.
3) PRE-HEAT BUTTON
In order to start a cold engine, this button must be depressed for several seconds [maximum 10 seconds
at 0° F17.8°C]. The button will only operate the glowplugs when the switch is in the "ON" position.
This switch activates a relay-solenoid which closes the preheat circuit.
4) ST ART BUTTON
This button activates the starter solenoid. The switch will not work unless the power switch is in the
"ON" position. Depress start button to start engine only after sufficient pre-heat time has been allowed.
5 ) OIL PRESSURE
Electrically operated with sender located at rear of engine head. A new, cold engine may temporarily
have an internal oil pressure as high as 140 psi. This is normal. Do not become alarmed by the high
pressure. However, because of the high oil pressure generated at start-up, it is imperative that the
correct oil filter has been installed (as described on page 4, section 5).
The oil pressure can be verified at 2000 RPM and should be no less than 28 psi.
Checking Gauge: With power "off" disconnect the blue wire at the gauge. Connect a 100 Ohm resistor
to this and the ground terminal "G ". Switch power "on" . The reading should be at the half way mark.
With power "off" remove resistor and reconnect blue wire to the "S" terminal.
6) WATER TEMPERATURE GAUGE

This gauge is electrically operated and measures closed circuit water temperature at the outlet of the
engine head. Engine water temperature is the hottest at this point. Normal engine operating
temperatures are 175 to 195° F (80 to90° C).
If the engine temperature exceeds 232° F (111° C) or if the water temperature alarm sounds,
immediately reduce the throttle setting and check for cause of overheating. Consult troubleshooting
section.
Checking Gauge: With power "off" disconnect the tan wire at the gauge. Connect a 100 Ohm resistor to
this and the ground terminal "G". Switch power "on" . The reading should be at the half way mark. With
power "off" remove resistor and reconnect tan wire to the "S" terminal.
Islander
0
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306 • SECTION: 3
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9
OWNERS' MANUAL 10
7 ) VOLTMETER
Reads voltage level of the battery charging system. The most meaningful readings are obtained when
the battery is under load, such as when the pre-heat or the starter is operated. Reading will vary with
different batteries and wiring setups provided by the boat manufacturer. With the. power switched " ON"
the gauge will indicate the battery voltage prior to starting the engine. With the engine running the
reading will reflect the charging voltage.
8] ALARM
The alarm has both a buzzer and red lights which operate simultaneously to indicate low oil pressure or
high closed circuit water temperature. Either or both of these conditions will activate the alarm and the
alarm will buzz and light as long as the dangerous conditions exist or until the power switch is moved to
the "OFF" position. The alarm senders are separate from those used with the instruments and this
provides a margin of reliability and safety. In case of alarm, immediately check the panel gauges and be
prepared to stop or slow the engine.
If oil pressure is low, immediately stop the engine. The engine is either low on oil or has developed an oil
supply problem. In any event do not operate the engine until sufficient oil pressure is available.
e Operation for even a minute or two without proper lubrication can damage the engine.
If water temperature is too high (approx. 230° F/110°C for alarm)
idle. Do not abruptly stop an overheated engine.
immediately slow the engine to an
If possible, allow the engine to cool at idle first. Shut
down the engine when it has cooled to 200° F (93°C) and consult the troubleshooting section.
Should there be constant alarms, a problem exists which must be corrected.
Do not disable the alarm system, as doing so will not solve a possible problem
9 ] ALTERNA TOR EXCITATION LIGHT

Unlike a generator, an alternator needs to be "excited" to start charging. As an example, an alternator
connected to a dead battery cannot charge at it's potential. Some charging might occur without
excitement, which is the result of the residual magnetism within the alternator. Preferably, the excitation
of the alternator is provided by an excitation light, which in addition provides for the visual indication, that
the alternator is charging. The average resistance provided by the light is 75 Ohms.
The excitation light provided by Pathfinder with the engine harness (or replacement alternator), the light
should in turn be incorporated into the instrument panel or mounted in a visible location.
FUNCTION:
When the panel is powered up, the light will be on. Once the engine is running and slightly accelerated,
the light will go off, which means that the alternator is charging. The slight acceleration requirement is on
purpose to avoid alternator charging during the start up of the engine. Should the light stay on or come
on during engine operation indicates that the alternator is not charging or charging is disrupted.
0
SECTION: 3
o OWNERS' MANUAL
...
PAGE. 11
YOUR NEW ENGINE HAS BEEN FITTED WITH A NEW WIRING HARNESS, IT IS COVERED BY A LOOM FOR PROTECTION
AND IS HARD WIRED TO CONNECT TO THE EXTENSION HARNESS, AS PER THE COLOR CODES LISTED BELOW.
WIRING COLOUR CODES

ENGINE CONNECTS TO
NO. FUNCTION
HARNESS EXTENSION HARNESS
f WHITE BLACK GROUND BLACK
2 BROWN WATER TEMPERATURE SENDER BROWN
3 BLUE OIL PRESSURE SENDER BLUE
STARTER - POWER SUPPLY

4 RED RED
(POSITIVE) VIA PREHEAT SOLENOID
5 PURPLE INJECTION PUMP - FUEL CUT-OFF SOLENOID PURPLE
6 YELLOW/RED STARTER SOLENOID/STARTER ENGAGE YELLOW RED OR WHITE
7 GREEN PREHEAT SOLENOID· ACTIVATE GREEN
0 8 WHITE/RED
WATER TEMPERATURE &
OIL PRESSURE ALARM
WHITE/ RED
TACHOMETER SENDER, NEGATIV - GROUND

9 GREY GREY
WHITE AT SENDER
TACHOMETER SENDER (S-TERMINAL)

10 GREY RED GREY/RED
RED AT SENDER
11 BLUE/YELLOW AL TERNA TOR EXCITATION TO LIGHT
12 EMPTY EMPTY
13 EMPTY EMPTY
14 EMPTY EMPTY
NO: 11- ALTERNATOR EXCITATION: LENGTH OF RED/PURPLE WIRE HAS BEEN ADDED TO THE WIRING HARNESS.
INSTALL THE EXCITATION LIGHT IN A VISIBLE LOCATION, IF POSSIBLE NEAR THE INSTRUMENT PANEL.
SOLENOID RELAYS & LOCATION
PART# DESCRIPTION LOCATION
360 079 PREHEAT CIRCUIT SOLENOID ENGINE; LOCATED ON BRACKET NEAR STARTER
204 145 STARTER MOTOR SOLENOID MOUNTED ON STARTER MOTOR
PATHFINDER MARINE
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2
SECTION: 4
u OWNERS' MANUAL
INSTALLATION GUIDE
INDEX
SUBJECT PAGE
INSTALLATION
INTRODUCTION
SAFETY PRECAUTIONS - RECOMMENDATIONS 4-0
GENERAL INFORMATION 4-1
ENGINE INSTALLATION 4 - 1
MOUNTING ALIGNMENT 4 - 1
PROPELLER SHAFT 4-2
CONTROL CABLES 4-2
CONNECTION OF TRANSMISSION WITH PROPELLER 4-2
SUSPENSION OF ENGINE/TRANSMISSION ASSEMBLY IN THE BOAT 4-2
POSITION OF TRANSMISSION IN THE BOAT 4-2
o COUPLING TO SHAFT ASSEMBLY AND ALIGNMENT
LAYOUT - STANDARD INSTALLATION

4-2.1
4-3
'
LUBRICATING AND COOLING 4-4 f«
ENGINE COOLANT CIRCUIT DIAGRAM 4-4
RAW WATER SYSTEM 4-4.1
EXHAUST SYSTEM 4-4.1
EXHAUST ROUTING 4-5
FUEL SYSTEM 4-6

FUEL INJECTION PUMP 4-6
FILTRATION 4-7
TANKS 4-7
FUEL LINES 4-8
FUEL CONNECTIONS 4-8
BATTERY 4-9
ELECTRICAL CONNECTIONS 4-9
INSTALLATION CHECK - FINAL 4-9
< MEASUREMENT SYSTEM CONVERSION TABLE 4-10 .,
,
it8N
405
t.
'.7%
SECTION: 4
• 1]
OWNERS' MANUAL
GENERAL INFORMATION
INSTALLATION GUIDE
PAGE:
The preparation for the proper installation environment as well as correct installation of the engine
assembly will be beneficial to the performance and lifespan of the engine.
Consideration must be given to safety and ease of access to allow for the overall visual inspection of the
engine at all times as well as for servicing the engine with the following points emphasized:
Make provision for service and maintenance access of the engine from all sides.
Avoid plastic and other unsuitable materials for fuel piping and connections
including corrosive metallic braided flexible hose.
Keep fuel lines away from hot exhaust pipes.
Connections between rigid lines and engine must be flexible.
Install a fire extinguisher in the engine compartment.
Locate batteries in a separate vented compartment.
Provide sufficient air supply and ventilation.
Do not connect steel re-inforced hoses directly to the engine or transmission.
Connect ground to steel only (engine block). Do not ground or bond connect to aluminum components.
At all times the recommendations by the American Boat and Yacht Council should be consulted.
2) ENGINE INSTALLATION
Due to the flexing of the hull, the engine foundation must be more rigid than the drive line to prevent
stressing of components beyond their limits. The support should be in centerline with the transmission
e output shaft, not with the crankshaft, to absorb torque. To accommodate the rise occurring with the boat
under way, the maximum static installation angle is specified as 15°. If the engine is run at angles in
excess of the maximum 15°, engine failure may result from lubricating oil starvation.
Proper ventilation is a must for the performance of the engine. Adequate ventilation in the engine room
must be provided for the combustion air requirements of the Pathfinder engine:
Model 50/55MF 2.5 m/min (89 CFM)
Model 65MF 3.0 m3/min (106 CFM)
Model 70 3.0 m/min (106 CFM)
Model 85/85MF 3.8 m/min (134 CFM)
Due to the high temperatures generated in the engine compartment, it is recommended
to install suction fans to remove the hot air.
Important:
Additional air supply must be provided for Pathfinder engines equipped with high-output alternators.
3 ) MOUNTING ALIGNMENT
The major factor influencing shaft and bearing alignment is the hull deflection(stress/temperature).
Alignment of propeller shaft to the marine transmission output flange must be within tolerances for
satisfactory transmission service life. The first shaft bearing position is important to avoid extra forces on
the transmission thrust bearing. Minimum distance should be 12 times, possibly 20 times, shaft diameter
from engine flange. Direct coupling can only be accomplished provided the bore and angular alignment
are perfect. Deviation due to changes in the operating environment will cause failure of transmission
0 bearings and counter shaft.

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INSTALLATION GUIDE
SECTION: 4
4 J PROPELLER SHAFT
The shaft must be strong enough to transmit engine torque to the propeller as well as propeller thrust.
Additional strength should be reserved for stresses arising from the propeller hitting underwater
obstructions and for a small reduction in effective diameter caused by local wear in the bearings.
Tailshaft size recommendations are slightly larger than the intermediate shaft because of these factors.
5 J CONTROL CABLES
Shift and throttle bracket assemblies are set up for MORSE 33C type cables. If throttle return spring
overcomes throttle cable friction, spring may be disengaged from throttle arm.
Do not remove throttle arm or loosen nut that holds it down.
6 ] INSTALLATION OF HURTH TRANSMISSION
(HBW = MARINE REVERSING GEARBOX)
POSITION OF TRANSMISSION IN THE BOAT
For continuous use, the inclination of the
engine/transmission assembly in the direction of
I
the shafts should not exceed an angle of 15°.
The transmission can also be mounted with the
output shaft in the upward position, i.e. upside
down. In this case the dipstick and the oil drain
plug are interchanged and the gearbox filled to
9
the index mark on the dipstick (as described in
section 3 page 6).
SUSPENSION OF ENGINE TRANSMISSION ASSEMBLY IN THE BOAT

The transmission should be protected from harmful stress and loads, especially if the engine/transmission
assembly is installed without flexmounts.
The transmission should be accessible for maintenance and regular oil changes. The oil can be siphoned
out (when warm) through the filler hole, should the drain plug be difficult to reach or if the available space
does not allow a catch pan to be placed for the drained oil. In this case, a pre-installed drain hole
connected pump-out kit is recommended.
CONNECTION OF TRANSMISSION WITH PROPELLER
The installation of a flexible coupling between the transmission and propeller shaft will compensate for
angular deflection, absorb vibration and shock-loading, prevent electrolysis, protect the engine as well as
the transmission and reduce noise.
The output shaft should be protected from additional loads. Special care should be taken to prevent
torsional vibration. When using a universal joint shaft, the manufacturer's instructions must be observed.
NOTE: Normal operation of the Hurth transmission (HBW) requires a right-hand turning propeller.

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5/40 SECTION: 4
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INSTALLATION GUIDE
OWNERS' MANUAL PAGE: 2.1
COUPLING TO SHAFT ASSEMBLY AND ALIGNMENT
The propeller shaft coupling must be keyed to the propeller shaft. The key should be a close fit with
keyway sides, but should not touch the top of the keyway in the coupling hub. The coupling should be a
light press fit on the shaft and may be warmed in hot oil to permit easier assembly.
Vibration, gear noise, loss of RPM and premature oil seal and bearing failure can be caused by
misalignment of the transmission and propeller shaft coupling.
Preliminary alignment of the coupling faces should be made prior to installing the engine and
transmission hold-down bolts.
A final alignment check should be made after the boat has been placed in the water. The fuel tanks
should be filled and a normal load should be in position when making the final shaft alignment check.
Without rotating either coupling, check with feeler gauge in at least four places as shown in the
illustration.
'
Alignment is satisfactory when shafts and couplings are on the same

line of centers and the coupling faces are within .003 inch (0.076 mm)
of parallel.
CAUTION
Do not lift or pry against the transmission coupling to move the engine as this can distort the coupling.
When boats are trailered or dry docked the coupling should be disconnected to prevent shaft from
bending.
NOTE: For the installation of a flexible coupling, refer to the respective Pathfinder Service Bulletin or the
instructions issued by the manufacturer of the coupling.

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.9 OWNERS' MANUAL
INSTALLATION GUIDE
PAGE: 4
7] LUBRICATING AND COOLING
REFER TO SECTION 3 (OPERATION) FOR THE CORRECT·TYPE AND QUANTITY OF LUBRICANT AND COOLANT AS WELL AS THE
INITIAL OPERATION OF THE ENGINE. ALWAYS VERIFY FLUID LEVELS PRIOR TO OPERATING THE ENGINE.
7.1 Engine Oil: Fill the oil filter with oil prior to filling the engine to prevent oil starvation at start-up. Verify the
upper (full) mark on the dipstick and correct the level reading if required by filing a small notch at the side
of the dipstick.
7.2 Transmission Oil: Fill specified quantity of Automatic Transmission Fluid (ATF).
7.3 Coolant: CAUTION: NEVER OPEN PRESSURE CAP WITH COOLANT HOT
Pre mix coolant prior to filling engine cooling system. Never mix type or brand of anti-freeze. Always use
a mixture of 50% water and 50% anti freeze. Do not overfill cooling system. Level should not exceed
2/3 height in the heatexchanger expansion tank. Allow coolant to settle and verify level.
Note:
If a domestic water heater is connected to the engine fresh water/coolant circuit, shut-off valves must be
installed on the feeder and return line as close as possible to the engine to isolate the circuit. This will
allow for removal or repair of the domestic water heater without interrupting engine operation.
The absence of a top bleeder valve in combination with a low point inlet/outlet can easily cause an airlock
and interfere with the engine cooling system. Trapped air must be bled from the system according to the
0 manufacturers instructions to avoid engine cooling problems.
7.4 Observe initial start-up of engine. Run engine at idle with pressure cap removed until the water
temperature reaches about 150°F. The engine will purge itself of air in this manner. Stop engine.
Re-install pressure cap. With engine stopped verify level after 1 hour. Add coolant if required.
7.5 After engine has remained stopped for a few minutes, verify oil level with the engine oil dipstick and add
the required quantity of oil to reach the upper (full) mark on the engine oil dipstick.
ENGINE COOLANT CIRCUIT DIAGRAM
1 EXPANSION TANK
2 HEATEXCHANGER
t 3 ENGINE COOLANT PUMP

WITH THERMOSTAT
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INSTALLED

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INSTALLATION GUIDE
OWNERS' MANUAL PAGE: 4.1
8] RAW WATER SYSTEM
Use only high quality reinforced hose of the correct size to connect the Raw Water Pump to the
Strainer outlet. Do not use wire reinforced hose unless a neutralizing connector is installed to prevent
electrolysis. Do not install any other cooler or condenser in line between strainer and pump. Due to
the low inlet and discharge temperature differential, it is recommended to install equipment coolers
after the heatexchanger. If engine is installed at or below water line, it is very important that an anti-
siphon valve or "siphon-break" be installed in the return raw water line (hose between aft side of heat
exchanger and where raw water enters exhaust at elbow). Failure to install a siphon break may allow
water pressure to force water past the water pump impeller through the system and back into the
engine. The volume of water delivered by the Raw Water Pump requires a direct over board 1/2"
discharge hose to avoid excessive build up of back pressure against the pump as well as the exhaust
system. Excessive back pressure can impede proper engine performanc.e.
Make certain that the raw water supply is open

and that the pump has been primed prior to starting the engine
0
9 ] EXHAUST SYSTEM
The purpose of any exhaust system is to allow the exhaust gases, by-products of the combustion
process, to exit. In the marine engine application it is necessary to cool the exhaust after it leaves the
exhaust manifold. This is accomplished by injecting raw water (sea water) that has passed through
the heat exchanger to cool the engine, into the exhaust stream.
It is important that this system does not restrict the flow of exhaust gases. It is equally important that
the exhaust system is installed in such a way that the injected raw water used to cool the engine
cannot build up in the system and drain back into the exhaust manifold and the engine when the
engine is shut off. At the same time, raw water must be prevented from entering the system by
looping the exhaust hose to a higher than waterline level.
Water not required to cool the exhaust must be discharged directly over board via a12"by pass hose
or equivalent pipe.
Provisions should be made to collect the residual water in the system by installing a "wet-lift" type
accumulator large enough to accommodate the water remaining in the system after engine shut-down.
Many different types and styles are available in various materials such as: steel, rubber, plastic and
fiberglass.
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"� PIPE SIZE, 3/4"
Capacity Water at 6OF
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Pump
Model
301M
RPM
800
1750
2500
Feet Hd.
PSI
GPM
Hp
GPM
HP
GPM
0
0
5.3
1/4
12.0
1/3
160
20
8.7
4.2
1/4
10.5
1/3
14.5
40
17.3
2.50
1/4
9.2
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6.7
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Hp 1/2 1/2 3/4 3/4 3/4
3000 GPM 19.0 17.8 15.5 12.7 9.3
HP 3/4 3/4 3/4 3/4 3/4
3450 GPM 20.5 19.5 18.8 17.5 12.5
c HP
GPM = Gallons Per Minute

3/4 3/4 1 1 1
RPM = Revolutions Per Mintue

PSI = Lbs. Per Square Inch Pressure
Feet Hd = Feet Head Pressure
• Bronze Construction - Corrosion Resistance HP = Horsepower
• Large Suction and Discharge Ports
• Teflon()' Barrier Seals Protecting Ball Bearings
• Mechanical Carbon Ring, Ceramic Face Main Liquids compatible with neoprene can be pumped including
Pump Seal Standard, Optional Buna N Lip Seal fresh and salt water solutions and mild chemicals. Do not pump
• Two Sealed Ball Bearings Spaced for Maximum severe solvents or acids. When possible, flush pump with fresh water
Load Ability after each usage. Buna N impellers can handle oil contaminated
0 • Large Vent & Drain Openings Separate Seal

& Bearing Areas
water and kerosene at reduced impeller service life.
Extremes of cold and heat will affect impeller life. Limits of 40°
• Shaft Slinger for Additional Bearing Protection to 140 F should be observed. Do not allow liquid in pump to freeze.
• Neoprene Impeller Standard, Drain pump by loosening cover screws. Use methyl alcohol based
Buna N Impeller Optional anti-freeze compounds such as Zerex, Shell Zone, Pyro Permanent,
Permagard, Dowgard.
• High Chrome Nickel Stainless Steel Shaft
• Extra Capacity Ball Bearings plus
Rugged Construction for Prolonged Service Life Suction lift of 15 feet is possible when impeller is wet. Suction
• Impeller & Cam Easily Replaced lines must be air tight in order for pump to self prime. A foot valve at
• Buna N O-ring Between Body and Cover beginning of suction line is recommended.
Eliminates Gasket Problems
The impeller must be replaced if it is worn out or has been

Direction of shaft rotation determines inlet and outlet
ports (see line drawing) damaged by debris or by running the pump dry. Symptoms of a
defective impeller are low pumping pressure and low flow causing
overheating of the boat engine. Poor pump performance can also be
caused by slippage of V-belts, so belts should be checked for tight-
Pump will operate satisfactorily when mounted in any ness.
position. DO NOT RUN DRY. Rubber impeller pumps gener-
ate high rubbing friction unless lubricated by liquid pumped. To replace the impeller remove screws and cover. Pull out the
Lack of liquid will cause impeller to burn up. impeller with nose pliers or two screwdrivers. Be careful not to dent
the pumping chamber with these tools. When inserting new impeller,
line up key slot in impeller with the key in the shaft. Use oil on shaft
Either direct drive with flexible coupling or pulley drive and avoid forcing the impeller onto the shaft.
can be used. Make sure both flexible coupling halves are The impeller should also be removed for storage periods to
o properly aligned. When using pulley, do not overtighten belt. prevent the blades from taking a permanent set.
'Teflon(R) is a registered trademark of DuPont. Teflon(RH) or equivalent PTFE will be used
SB346 ADG
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Pathfinder@pathfindermarine
DESCRIPTION/FUNCTION:
Pathfinder Marine Diesel Engines are powered on and
down by the fuel shut-off solenoid on the injection pump. WIRE CONNECTION
Current is supplied to the fuel shut-off solenoid whenever

MAGNETIC COIL
the power is switched "on".
The magnetic coil pulls the solenoid plunger up against SPRING
the spring, opening the filling port. INTAKE PORT

When the power is switched off, the solenoid plunger
closes the filling port, cutting the supply of fuel for
SOLENOID PLUNGER
injection from the vane pump.
The engine will not run if the fuel shut-off solenoid sticks
closed or does not receive current; if the fuel shut-off
solenoid sticks open, the engine will continue to run after
the power is switched off.
A sudden unintended engine stop could be caused by the malfunctioning of the fuel shut-off solenoid.
The solenoid needs to be energized for the engine to run.
Once energized the solenoid plunger, which at rest shuts off the fuel supply (power switched off/plunger de-
energized) will now be pulled up and allow fuel to flow.
Problems with the power supply or solenoid can result in the sudden shut-down of the engine.
TROUBLE SHOOTING THE FUEL SHUT-OFF SOLENOID
e 1) THE PROBLEM IS IN THE WIRING/POWER SUPPLY

Check power suply to solenoid (original wire = purple) connected to the solenoid.
Switch panel to "on" position. A pronounced "click" sound should be present at the solenoid.
Connect one lead of a 12V test light to the solenoid wire connection.
Connect the other lead to engine ground.
The light should come on.
The problem is in the wiring if the testlight does not come on.
As an emergencty fix, run a 14 gauge wire from the panel connected to any gauge at the "I" terminal
(usually marked "I" for instrument) direct to the solenoid wire connection.
2) THE PROBLEM IS WITH THE SOLENOID
If the light comes on under test 1 but there is no click at power "on", the problem is with the solenoid.
The solenoid needs to be replaced. Removal tool required is a 24 mm open end wrench.
Prior to the removal of the solenoid make absolutley sure that the surrounding area is perfectly clean to
prevent any contamination when removing the solenoid.
When removing the solenoid be careful not to loose the plunger and the spring seated within the
plunger.
Emergency fix: Failure of the solenoid will prevent the plunger from opening the fuel passage in the
pump (plunger is not being pulled up). Removal of the plunger with the spring and re-installation of the
solenoid body without plunger and spring will allow the engine to operate.
I
.
Caution: This will make the engine run, but the engine cannot be stopped by turning the power off at
the panel.
3) STOPPING THE ENGINE
o There are only two methods to safely stop the engine:

A) Backing off the idle adjustment screw on the injection pump
B) Cutting the air supply
by following the procedures as described in Service Bulletin SB 365-1
103
9 pATHFINDER SB 365
l!II/JDndeil...FR VICEBULLET,
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STOPPING THE ENGINE: EMERGENCY PROCEDURE
A) STOPPING THE ENGINE BY BACKING OFF THE IDLE ADJUSTMENT SCREW ON THE INJECTION PUMP
1. Tools required: 10 mm wrench and a small screw driver

2. Loosen the nut on the idle adjustment screw and turn back the idle screw until the engine stops.
3. Reset the idle adjustment screw to the original position and with the engine running adjust the setting to
900 RPM idle speed. Tighten the nut to lock the idle adjustment screw into position.
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B) STOPPING THE ENGINE BY CUTTING THE AIR SUPPLY
0 1. Have all the required material prepared prior to starting the engine without the plunger and spring in the
fuel shut off solenoid
2. The engine must be at idle speed.
3. Stay clear of any moving components.
4. Never attempt to close the air supply with your hand.
5. Use a clean heavy towel or similar strong material folded to size.
6. Use the shut-off method that applies to the air intake configuration of your engine.
EMERGENCY SHUT-DOWN PROCEDURE
PATHFINDER 4 CYLINDER ENGINES:
a. STANDARD MANIFOLD WITH PLASTIC COVER (RECTANGULAR ELEMENT).
Close the intake hole with a heavy towel, folded to size.
b. LOW PROFILE MANIFOLD (OVAL ELEMENT)
Wrap heavy towel around intake cover and cover the intake assembly with a heavy plastic bag.
C. SEMI-LOW SLIM MANIFOLD (65MF ROUND HIGH-FLOW ELEMENT ATTACHED TO AIR INTAKE)
Carefully remove filter and close opening with heavy towel folded to size.
PATHFINDER 5 AND 6 CYLINDER ENGINES:
d. WITH ROUND HIGH-FLOW FILTER ATTACHED TO MANIFOLD.
Carefully remove filter and close opening with heavy towel folded to size.
e. WITH CANISTER AND PAPER ELEMENT
Close intake with heavy towel folded to size.
Once engine has come to a stop, remove towel and check that the intake passages are clear and no part of
0 the material used to close the air intake has been pulled into the engine during the emergency shut-down
procedure.
103
O pATHFINDER SB365-1
1002 SECTION: 4
INSTALLATION GUIDE
9.1] EXHAUST ROUTING
• The exhaust exits the engine at the exhaust manifold where a "wet elbow" or water injected exhaust
elbow or similar component is fitted. This allows injection of the raw water to cool the system a few
inches after the exhaust leaves the engine. The raw water is aimed downstream in such a manner
that the raw water spray cannot possibly re-enter the engine through the existing exhaust route.
IMPORT ANT: Some installations require special configuration exhaust systems. The possible additional
weight of such exhaust systems require extra support, since the exhaust manifold is not designed to
support other than standard exhaust components.
• The exhaust system is routed down to a wetlift or water trap. The wet lift or water trap will catch and
contain any water left in the entire exhaust system when the. engine is shut down. Subsequently this is
the lowest point in the system to trap water and prohibit _that water from getting "up-hill" into the
engine. In a single engine installation in a sailboat it is therefore imperative that this low point in the
system be in the center line of the boat. This is in order that while under sail, the angle of heel cannot
0 place the trap or low point above the engine of either tack. Powerboats do not have the same set of
conditions as they normally do not "heel" as far over as sail boats. The amount of pitch and roll
should be taken into account in any instance since salt water intrusion into an engine can have
disastrous as well as very expensive results.
CAUTION: It is also extremely important that the "column" or amount of water in the entire system
never exceeds the capacity of the water trap/wetlift/low point in the system. When the engine is shut f,
.
off, the water in the system has to go somewhere - make sure that it does not go into the engine.
• After the water trap/wetlift, the exhaust system should be routed aft towards the outlet at the transom
or out the side as the case may be. Use a top quality steam/exhaust hose or fiberglass. Copper or
stainless tubes are appropriate, provided a flexible hose section is used as connection to the engine.
DO NOT USE SPIRAL WIRE WRAP HOSE WITHOUT ISOLATOR TO AVOID ELECTROLYSIS.
• Before connecting to the outlet it is necessary to route the tube or hose into a loop as high above the
water line as is physically possible. A loop up high and then down to the outlet will prevent water
sloshing over the top of the loop and downhill into the engine in a following sea. Secure the loop or
the water lock up in place so that they cannot fall down.
• Double clamping all connections of the exhaust system

wit·ith alljl] stainless steel hose clamps is
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0 recommended.
© PATHFINDER MARINE INC • MONTREAL • CANADA

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•
SECTION: 4
4/70
' -<8
INSTALLATION GUIDE
10] FUEL SYSTEM
The fuel injection pump is the heart of any diesel engine. It is a very sophisticated device built to
extremely close tolerances (as described in section 2). The Bosch fuel injection pump on all
Pathfinder diesel engines has a built-in fuel transfer pump which is responsible for drawing fuel from
the fuel tank, eliminating the need for an external fuel pump. The fuel injection pump in addition
distributes the fuel to the individual injectors. It pressurizes the fuel, forcing the injectors open to
spray the fuel into the combustion chamber. Most of the fuel pumped to the injectors does not
however get sprayed into the combustion chamber. Instead, it cools and lubricates the fuel injection
pump and the individual injectors and is then by-passed back into the fuel tank via the "RETURN" line.
The two most important points to remember with any diesel fuel injection system as a whole is:
1) CLEAN FUEL AND 2) DO NOT TAMPER WITH IT.
As long as the fuel reaching the injection system is free of impurities, a long dependable life can be
expected of the system.
AREAS TO BE A WARE OF
10.1 ) FUEL INJECTION PUMP
• Never tamper with any adjustment on the fuel injection pump or remove the throttle arm .
0
• The injection pump is self-bleeding, meaning that it cannot become air-bound or air-locked as with
most diesel engines. It swallows air (air bubbles are returned to the fuel tank via the return line).
However, if an excessive volume of air is in the fuel line (i.e. caused by an air leak in the fuel supply
system between the tank and the engine), the engine may run erratically, or even stop, until the air
passes through. Make sure the injection pump receives only a solid stream of fuel.
• If the injection pump will not pull fuel, the pump is probably too dry to create suction or fuel is
siphoning back into the tank (see Tanks). This is easily rectified by removing the return line banjo
stamp "OUT" after cleaning the area. Be careful not to lose or displace the metal crush or sealing
washers. Pour a small amount of perfectly clean fuel into the pump through the threaded return fitting
hole and replace the fitting and crush washers. The pump will now pull fuel. If the engine runs for a
short period and then stalls, the pump is not getting fuel. This can be caused by:
a) A kinked fuel line
d) Plugged fuel filter
c) Air leaks in fuel supply filter
d) Fuel line (tank to engine) too long.
NOTE:
An electric fuel pump is not required for the Pathfinder engine except when the fuel tank is very low
• or far from the injection pump. If an electric fuel pump is being installed as a priming device for the
fuel system, a by-pass must be provided with shut-off valves and switch for the electric fuel pump
circuit. The pump pressure must not exceed 2 pounds.
0

1/90 SECTION: 4
OWNERS' MANUAL
r-----------'----------'----�
INSTALLATION GUIDE
PAGE: 7 CJ
10.2] FILTRATION
• Fuel in many ports of the world, especially those in under-developed nations, could contain water, rust,
dirt, algae or many other contaminants. Fuel/water separators are inexpensive insurance for the
protection of the fuel injection system. Such separators are available from various manufacturers.
Place the separator in-line ahead of the VW filter provided with the engine (the VW filter being the
closest filter to the engine). Make sure all the fittings are secure and do not leak fuel out or air in. Drain
and service frequently.
• Carry ample supply of spare filter elements on board!
• NEW BOATS/ NEW CONSTRUCTION:

Unfortunately contaminants find their way into the fuel tank while the tank is being built or while the boat
is being constructed. It is common therefore to have several rapid fuel filter changes in a new boat.
This is evidenced by an engine gradually loosing RPM's even though the throttle is advanced.
Fiberglass dust, wood chips, metal slivers etc. gradually plug the filter and allow less and less fuel to
pass through the filter forcing the engine to run slower and slower. This situation will exist until all the
contaminating material is filtered out or the tank has been thoroughly cleaned.
0
10.3] TANKS
• Never use galvanized tanks or fittings for diesel fuel!

Aluminum steel, stainless steel or approved plastics are all acceptable.
• The return line into the tank must extent to the bottom in a similar fashion to the pick-up tube. Be sure
that the return tube is at least four to six inches away from the pick-up to prevent air bubbles coming
through the return-line from recirculating into the the pick-up tube. The Bosch injection system used on
Pathfinder diesels does not have a check valve and therefore there is nothing to stop fuel from
siphoning back out of the injection pump into the tank when air is allowed to enter the return-line after
engine shut-down (see 10.5). A return tube extended into the body of fuel within the fuel tank
eliminates this possibility. Starting difficulty will be encountered when fuel is allowed to siphon back into
the fuel tank.
If the fuel tank is mounted within ten feet of the engine, do not use an auxiliary fuel pump. In extreme
•
cases where tanks are located extended distances from the engine it may be necessary to initially prime
the fuel supply system with an auxiliary fuel pump.
However, never run an auxiliary fuel pump while the engine is running since you may over-pressure the
fuel injection pump on the engine and damage the seals.
0

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1/90 SECTION: 4
5s
INSTALLATION GUIDE
10.4] FUEL LINES
• Use copper tubing or an approved diesel fuel compatible hose or tubing.

• Beware of tubing that disintegrates in the presence of diesel!
• Always have a flexible coupling such as rubber hose, see-thru plastic hose or stainless steel braided
hose between the engine and rigidly supported fuel system components to eliminate damage caused
by vibration.
• Whenever taking on fuel, use a top quality biocide in the fuel such as BIOBOR JF, not just a diesel
treatment but an Algaecide/Biocide. Algae, if allowed to grow in the system can plug and damage the
fuel injection system components, leading to expensive repairs.
10.5] FUEL CONNECTIONS
• Connect Feed Line (1) from fuel tank to forward lower banjo fitting on fuel injection pump.
• Connect Return Line (6) from top, middle banjo fitting marked "OUT" (5) to return fitting on tank .
o •
•
Use hose with minimum 1/4" I.D ..
DO NOT INTERCHANGE FITTINGS. THE "OUT" FITTING HAS A BUILT-IN FLOW RESTRICTION .
• Do not lose or destroy crush washers on Banjo bolt above and below fuel fittings on fuel injection
pump.
1. FUEL INLET (FUEL FROM TANK)

2. THROTTLE CABLE END FITTING
3. THROTTLE SPRING
4. FUEL RETURN FROM INJECTORS
5. STAMPED "OUT"
6. FUEL RETURN TO TANK
7. THROTTLE CABLE HOUSING CLAMP
• Install fuel filter provided between tank and engine. Arrows stamped on filter indicate flow direction .
The use of RACOR or DAHL fuel filter/water separator units in addition to the standard filter is approved
by PATHFINDER when installed between the fuel tank and the original fuel filter.
IMPORTANT: THE FUEL RETURN LINE MUST EXTEND TO THE BOTTOM OF THE TANK OR BE EQUIPPED WITH A
ONE-WAY CHECK
€ VALVE WITH TANK INSTALLATIONS BELOW THE FUEL PUMP LEVEL TO PREVENT FUEL DRAINING FROM THE
AND THE FEEDER LINE.
INJECTION PUMP
@ PATHFINDER MARINE INC. • MONTREAL • CANADA

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102 SECTION: 4
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INSTALLATION GUIDE
(l�_o_w_N_E_R_s•_
_MAN_u_A_L ___.___P_A_G_E: 9_
__ L 1
11 ] BATTERY
The automotive type starting battery should have a Cold Starting Capacity (CCA) of 625 to 970A.
The cable msut be sized to be capable to carry the amperage over the distance .
Ventilation is important to avoid build-up of explosive gases from a lead-acid battery.

The battery should be located in a compartment separate from the engine, accessible and vented.
12 1 ELECTRICAL CONNECTIONS
• Connect the engine ground to the engine block (steel) and not to any aluminum
component
• Scrape off paint to obtain good connection .
0 • Connect positive from battery to starter solenoid terminal on starter.

CAUTION: OTHER RED WIRES PRESENT AT SAME
CONNECTION
• Connect engine harness to panel harness.

DO NOT FORCE CONNECTORS.
OPERATING TEST WITH ENGINE

RUNNING
• Observe all ~
connections and fit
tings.
• Check all functions with transme , ,
Ssion in "neutral"
• Verify read
out of engine oil pressur
·
• Compare readings with

e, coolant temperature
~ and charging system
engine unde 1 t
er load during trrial

• Pun engine under light load not, _
y run
?
exceeding 2800 RPM ¢, _

or the first 10 hours of
operation.
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SECTION: 5
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SERVICE AND MAINTENANCE
-... INDEX
SUBJECT (BULLETINS ARE INSERTED IN NUMERICAL ORDER) BULLETIN
INTRODUCTION TO SECTION 5 SERVICE AND MAINTENANCE
IMPORTANT INFORMATION - NEW ENGINE SM651
REPLACEMENT PARTS, RECOMMENDED SM651
SERVICE AND MAINTENANCE SCHEDULE SM651
MAINTENANCE TOOLS AND MATERIALS SM652
TIGHTENING TORQUE VALUES SM653
APPLICABLE SERVICE BULLETINS:
AIR FILTER, HIGH FLOW- INSTALLATION AND SERVOCE SB511
ALTERNATOR, HIGH-OUTPUT, REMOVING AND INSTALLATION S8508

EMERGENCY PROCEDURE, STOPPING THE ENGINE S8365
FLEXIBLE SHAFT COUPLING "PATHFINDER - COMBI FLEX INSTALLATION S8319
FUEL SHUT-OFF SOLENOID - TROUBLESHOTTING S8365
0 FUEL SYSTEM SERVICE AND MAINTENANCE
GLOWPLUGS AND PREHEAT SYSTEM, CHECKING

S8505
S8366
HEATEXCHANGER FUNCTION, SERVICE AND MAINTENANCE S8320
HEATEXCHANGER-EXHAUST MANIFOLD, REMOVAL AND INSTALLATION S8368
HEATEXCHANGER: FUNCTION, SERVICE AND MAINTENANCE S8320
INJECTORS, CHECKING S8367
LAY UP PREPARATION S8316
OIL AND OIL FILTER SERVICE AND MAINTENANCE S8506
RAW WATER AND EXHAUST SYSTEM S8504
RAW WATER PUMP BELT, REPLACEMENT
• S8502
RAW WATER PUMP, OBERDORFER , MANUFACTURERS INSTRUCTIONS S8346
RAW WATER PUMP, REMOVAL S8502
SERPENTINE BELT, REMOVAL AND REPLACEMENT S8501
TENSIONER ROLLER, REPLACING S8503
TIMING BELT COVER, REMOVAL AND INSTALLATION S8507
TIMING BELT, REPLACEMENT PAGES 1-3 S8509
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@he @en anmanments 5far {atrier
arie Riese1 fine maintenance [~
"tnil
tl!i n• l)la tl!fi nll•r JEngi n•, i t.11 air, uil anll i t.11 f utl, fi lttr .11
belts, clean an~ in gua~l ajustment, that th life in it's cmnpan
shall te lung.
2 {Kau e uell thine Zlathfiner Engine an all it's many parts an
fnctinns, else thu maest fall smun frmm the state af benign grace
intu the pit uf slut~uuun espair.
3 {le mat full af thine aune cunceit. 7Remember the [athfiner
instructinns an~ keep them fjal, lest breakaus an~ repairs be thine
mouing.
{Keep th cursel un Riesel matters, an fursuear the eliuerance uf
ubtuse caursel, fur mu man kpueth all aluut Diesels. Che truly uuise
absurbeth much kraule~ge frmm the Zathfiner instruction manual an
exceebeth little, far uuhp euer su bueth, shall gain uuie repute anung
their fella achtsmen.
e' @ake mu hee uf uffere uurs frum the inexperience masses.

Inasmuch as uice frum the mltit~e custeth e muthirg, it is
suall uurth less than that.
i Cake lee~ uf the cunmans in the (reat Instructiun @lunks, but listen
ye also tu the lluice af xperience, uuhat ta ~u an~ ulen, fur unly
experience may tell thee uulg, an~ huu, else ye shall tut plague the
firmament uuith snuke an much nuise.
Z 5a~ maketh the (uu~ Earth tu rutate enlessl, uithut any bearings,
ar lube uil, tut rut su th Zathfin~er. Heep the cuuenant uf bipstick,
an~ filtratiun checking, that ye shall be saue? frum ruing af tearing.
8 Curse nut thine athfin~er Engine, uhen it trneth nut; tut curse
rather thine uuun carelessness am kruu thy transgressiuans. e ma be
fargiuen, euentuall!
Steam cuntraptians an~ gasoline engines may lung turn uuer, thuugl
full slapp an~ slack; a athfin~er Engine mat sun. Allith filters am~
'1t.s be t(lou euer busy an~ uigilant.
J'upon it as tu thy Zathtiner fngime. Chine uuun igilance is the rice

ttu payest fur thine enjoyment af a great arine Riesel fzngie. f
SECTION: 5
INTRODUCTION TO SERVICE AND MAINTENANCE

65MF
This section gives you information pertaining to the basic requirements of your new engine and also
addresses some of the "in the event of" issues.
The Service and Maintenance section for the older Pathfinder engines is the most comprehensive, since
extensive Service and Maintenance is critical for the old engines.
For now it is the Service Bulletins that make up this section.
Your new engine needs very little.

Observe the instructions pertaining to the installation and operation of your engine.
Observe the instructions for the regular 100 hour or once a season (whichever comes first) service.
The recommended maintenance and replacement parts kit includes a few items, which do not need to be
replaced at regular intervals. However, bizarre things can happen (like little animals chewing through belts
0 etc.) and therefore we have therefore included the Serpentine Belt and the Timing Belt. All parts are always
packaged with the respective installation instructions.
Typical service/maintenance/replacement parts kit:
3 X OIL FILTER
3 X FUEL FILTER
1X RAW WATER PUMP IMPELLER (OBERDORFER PART NUMBER 6620)
2X RAW WATER PUMP BELT 10 X 850
1X HIGH FLOW AIR FILTER ELEMENT (IT IS WASHABLE, BUT BEST TO HAVE A SPARE)
1X SERPENTINE BELT
1X TIMING BELT
LONG-RANGE CRUISING KITS ARE PREPARED ON INDIVIDUAL REQUIREMENTS AND ENGINE EQUIPMENT.
NOTE: OBERDORFER RAW WATER PUMP MODEL 301M

WE HAVE INCLUDED THE MANUFACTURERS INFORMATION IN THIS SECTION FOR YOUR INFORMATION.
IT IS MORE ECONOMICAL TO OBTAIN IMPELLERS FROM AN OBERDORFER DISTRIBUTOR (DEPCO 800-446-1656) OR FROM
A LOCAL MARINE RETAILER.
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SERVICE AND MAINTENANCE INFORMATION

IMPORTANT: NEW ENGINE

DO NOT RETORQUE CYLINDER HEAD BOLTS
DO NOT ADJUST VALVES. ENGINE IS EQUIPPED WITH HYDRAULIC VALVE LIFTERS.
USE ONLY VW/PATHFINDER SUPPLIED HIGH-PRESSURE OIL FILTER.
THE OIL FILTER USED ON ALL PATHFINDER ENGINES MUST HAVE THE SPECIAL FEATURES AS DESCRIBED IN THE
INCLUDED INFORMATION.
PATHFINDER ENGINES ARE DESIGNED NOT TO REQUIRE ZINC ANODES. WIRE REINFORCED HOSE MUST BE ISOLATED
FROM ENGINE TO AVOID CONDUCTIVITY TO THE ENGINE.

VISUALLY CHECK THE CONDITION OF THE BELTS (INSTALLATIONS WITH V-DRIVE WHEE VIEWING THE FRONT OF THE
ENGINE IS DIFFICULT A REFLECTIVE PLATE WILL ALLOW AN OVERALL VIEW OF THE BELT SYSTEM).
0 VISUALLY CHECK OVERALL CONDITION OF ENGINE.
AFTER 100 HOURS OF OPERATION OR EACH SEASON WHICH EVER COMES FIRST:
CHANGE ENGINE AND TRANSMISSION OIL.
REPLACE OIL FILTER AND FUEL FILTER.
CLEAN OR REPLACE AIR FILTER ELEMENT.
REPLACE RAW WATER PUMP IMPELLER (IF REMOVED IMPELLER IN ACCEPTABLE CONDITION, MARK ACCORDINGLY AND
KEEP AS EMERGENCY SPARE.
CHECK TIMING BELT AND SERPENTINE BELT CONDITION.
CHECK COOLANT LEVEL AND TOP UP WITH SAME TYPE IF REQUIRED.
MAINTENANCE PARTS:
OIL FILTERS, VWOR MANN FILTERS· STOCKED BY PATHFINDER
FUEL FILTERS
RAW WATER PUMP IMPELLERS
RAW WATER PUMP SERVICE KIT
RAW WATER PUMP BELTS
0 PATHFINDER STOCKS ALL PARTS REQUIRED FOR YOUR ENGINE TO ASSURE THAT ALWAYS THE CORRECT PARTS ARE
USED ON YOUR NEW ENGINE.
PATHFINDER SM 651
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HEATEXCHANGER FUNCTION, SERVICE AND MAINTENANCE
PATHFINDER MODEL 50/55/65MF (4 CYLINDER) PATHFINDER MODEL 85MF ( 6 CYLINDER ENGINE )
1. ENGINE COOLANT CONNECTION (IN) FROM ENGINE

2. ENGINE COOLANT CONNECTION (OUT) TO THERMOSTAT
3. RAW WATER - IN
4. RAW WATER - DISCHARGE
5. ENDBOOT (2)
6. EXPANSION TANK
7. PRESSURE CAP (13 TO 16 LBS.)
8 HOSECLAMP: ENDBOOT SEAT AROUND TUBESTACK
9 HOSECLAMP: ENDBOOT SEAT AROUND HOUSING
10. TUBESTACK (WITHIN HEATEXCHANGER HOUSING)
IMPORTANT: 11. OPENINGS IN TUBESTACK JACKET (4 AT EITHER END)
TUBESTACK MUST BE CENTERED
(9)
AND OPENINGS/'1 1)WITHIN HE ATEXCHANGER 12. TUBE BUNDLE
0
HOUSING(13)WHEN INSTALLING ENDBOOTS(5) 13 HEATEXCHANGER HOUSING
Function of the Heatexchanger/Water Cooled Exhaust Manifold Combination Unit:
A) Raw Water Circuit

Raw Water supplied via the raw water pump is pushed directly (3) through the tubes (12) of the
tubestack (11) and discharged (4) via the endboot at the opposite end.
The endboots (5) have 3 functions:
1) separate the raw water circuit from the engine coolant (fresh water) circuit (smaller clamp (8)).
2) Sealing of the engine coolant circuit ( larger clamp (9)).
3) providing for the in and outlet of the raw water.
Therefore, the correct positioning and clamping of the endboots is critical. Improper installation of the
endboots prevents the separation of the two circuits.
B) Fresh Water Circuit within Heatexchanger

Engine coolant enters into the chamber of the heatexchanger housing via connection (1) and absorbs
the heat from the exhaust passage prior to entering the openings (11) in the tubestack jacket. The
exposure of the flowing engine coolant around the outside of the tubes (12) causes the absorption of
heat which is transmitted to the passing raw water. This lower temperature coolant is expelled into the
forward chamber providing additional cooling to the exhaust system and leaves the heatexchanger via
the forward lower connection ( (2) = front of engine) with the flow being controlled by the thermostat
(must be 80 ·C) at the end of the coolant pipe/ hose.
The expansion tank (6) is exposed to the forward chamber of the Heatexchanger Housing (13) providing
for expansion, contraction and proper coolant level.
Overflow and system pressure is controlled by a 13 t0 16 lbs. pressure cap.
Refer to Page 2 of this bulletin for Service and Maintenance.
903
O PATHFINDER SB 320-1
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c HEATEXCHANGER SERVICE AND MAINTENANCE
MAINTENANCE:
ALWAYS REPLACE ALL DAMAGED OR WORN COMPONENTS.
Check condition of endboots (5). Never operate the engine with damaged end boots.
Check that the endboots are seated correctly and that the hose clamps are tight and positioned properly .
Check hose/pipe connections (1,2,3,4) and pressure cap.
On 4 cylinder units, check for leaks/damaged gaskets at the heatexchanger elbow/connection (2 + 3).
When draining the heat exchanger in cold weather, ensure that the raw water side is completely empty. A
partially filled unit can be subject to corrosion. It is important that the heat exchanger is kept clean on both
the housing side and tubestack side. A clogged tubestack will not provide proper cooling. Deposits or debris
.in the heat exchanger housing can enter the cooling circuit and damage the engine. If there is any sludge or
contamination on the housing side or if the tubestack is chocked, it should be removed and thoroughly
cleaned.The amount of cleaning depends on how well the system has been maintained.
DISASSEMBLY:
Drain the engine coolant circuit and disconnect the raw water pump. Remove endboots (5).
The tubestack (10) is seated in the opening (towards the exhaust side) of the separation wall of the two
chambers within the heatexchanger housing. Since the tubestack tends to get stuck in the opening, it should
be removed with a twisting motion towards the front of the housing which is the shortest distance for the
tubestack to be pulled through the opening. If the tubestack is jammed, care must be taken not to damage
the unit during the removal. Use a soft piece of wood against the tubestack and a hammer to unseat and
remove the tubestack (always towards the front). Contact Pathfinder in case the tubestack cannot be
0 removed by using the above method.

CLEANING:
Never use muriatic acid which is not only very toxic and dangerous to use but it can also severely damage
the heatexchanger components. "MARSOLVE " from Marsolve International (www.marsolve.com) claims to be a
safe and biodegradable marine solvent that can be used to clean the heatexchanger components.
Depending on the level of build-up the tubestack can also be immersed and allowed to soak in a solution of
warm water with baking soda or vinegar to loosen any foreign matter within and around the tubes. Excessive
deposits around the tubebundle and jacket of the tubestack will prevent proper cooling of the engine coolant
which has to flow around the tubes through the openings of the tubestack jacket. Use a thin rod (3mm dia.)
to carefully push through the tubes to remove any obstructions or deposits. Rinse thoroughly with fresh ,
warm water. Prior to installing the tubestack, check the inside of the housing for slush or salt deposits
especially in corners. Remove deposits from inside the housing and flush thoroughly to prevent debris from
entering the engine cooling circuit.
REASSEMBLY:
If the tubestack jacket shows a deep mark from the opening it had been seated in, it should be "reversed"
when reinstalling, by inserting the tubestack from the front with the mark towards the front.
Great care must be taken that the tubestack is in centered position and that the openings are within the
housing (mark position with felt pen) to assure proper seating of the endboot and the separation of the fresh
water circuit from the raw water circuit (carried through the tubestack). Put a small amount of pipe sealant
inside the rim of the endboots. The first endboot must be seated to its full depth against the housing by
turning left and right whilst pushing the boot onto the heat exchanger housing and holding the tubestack on
the opposite end to prevent it from moving. Place hose clamps in their respective position and tighten
0 securely. To prevent damage to the endboot, do not over tighten. Check that hose clamp does not cut into
the material. Verify position (previously marked) and install second boot. Connect discharge and restore raw
water supply. Be careful, that the connector/copper tube into and out of the endboot is not inserted too far,
thereby obstructing the flow of water in and out. Restore engine coolant circuit and fill coolant as described
in section 3. 903
PATHFINDER SB 320-2
MODEL
301M
PIPE SIZE: 3/4"

Capacity Water at 6OF
Pump RPM Feet Hd. 0 20 40 60 80
Model PSI 0 8.7 173 26.0 34.6
800 GPM 5.3 4.2 2 50 ...
HP 1/4 1/4 1/4 - - ---
1750 GPM 12.0 10.5 9.2 6.7 3
Hp 1/3 1/3 1/2 1/2 1/2
3301M 2500 GPM 16.0 14.5 1.5 93 6
Hp 1/2 1/2 3/4 3/4 3/4
3000 GPM 19.0 17.8 15.5 127 9.3
HP 3/4 3/4 3/4 3/4 3/4
3450 GPM 20.5 19.5 18.8 17.5 12.5
HP 3/4 3/4 1 1 1
GPM = Gallons Per Minute

RPM = Revolutions Per Mintue
PSI = Lbs. Per Square Inch Pressure
Feet Hd = Feet Head Pressure
• Bronze Construction - Corrosion Resistance HP = Horsepower
• Large Suction and Discharge Ports
• Teflon() Barrier Seals Protecting Ball Bearings
• Mechanical Carbon Ring, Ceramic Face Main Liquids compatible with neoprene can be pumped including
Pump Seal Standard, Optional Buna N Lip Seal fresh and salt water solutions and mild chemicals. Do not pump
• Two Sealed Ball Bearings Spaced for Maximum severe solvents or acids. When possible, flush pump with fresh water
after each usage. Buna N impellers can handle oil contaminated
Load Ability
water and kerosene at reduced impeller service life.
0 • Large Vent & Drain Openings Separate Seal
& Bearing Areas
Extremes of cold and heat will affect impeller life. Limits of 40
to 140 F should be observed. Do not allow liquid in pump to freeze
• Shafi Slinger for Additional Bearing Protection Drain pump by loosening cover screws. Use methyl alcohol based
• Neoprene Impeller Standard, anti-freeze compounds such as Zerex, Shell Zone, Pyro Permanent,
Buna N Impeller Optional Permagard, Dowgard.
• High Chrome Nickel Stainless Steel Shafi
• Extra Capacity Ball Bearings plus
Rugged Construction for Prolonged Service Life Suction lift of 15 feet is possible when impeller is wet. Suction
• Impeller & Cam Easily Replaced lines must be air tight in order for pump to self prime. A foot valve at
• Buna N O-ring Between Body and Cover beginning of suction line is recommended.
Eliminates Gasket Problems
The impeller must be replaced if it is worn out or has been

Direction of shaft rotation determines inlet and outlet damaged by debris or by running the pump dry. Symptoms of a
ports (see line drawing) defective impeller are low pumping pressure and low flow causing
overheating of the boat engine. Poor pump performance can also be
caused by slippage of V-belts, so belts should be checked for tight-
Pump will operate satisfactorily when mounted in any ness.
position. DO NOT RUN DRY. Rubber impeller pumps gener- To replace the impeller remove screws and cover. Pull out the
ate high rubbing friction unless lubricated by liquid pumped. impeller with nose pliers or two screwdrivers. Be careful not to dent
Lack of liquid will cause impeller to burn up. the pumping chamber with these tools. When inserting new impeller,
line up key slot in impeller with the key in the shaft. Use oil on shaft
and avoid forcing the impeller onto the shaft.
Either direct drive with flexible coupling or pulley drive The impeller should also be removed for storage periods to
can be used. Make sure both flexible coupling halves are prevent the blades from taking a permanent set.
" ooey aligned. When using pulley, do not overtighten belt.
\..4 'Teflon(R) is a registered trademark of DuPont Teflon() or equivalent PTFE will be used
SB346 ADG
l!,111nndei:l.. RR VICE BULLETIN
Pathfinder@pathfindermarine.co�
f] CHECKING PREHEAT SYSTEMANDGLOWPLUGS

'--fllL------------------;
All Pathfinder engines are equipped with glow plugs as a
preheating provision to aid in cold starting.
When the glow plug is supplied with voltage the heating element
reaches temperatures over 1000°C (1800°F).
The actual time required for preheating depends on the cylinder
head temperature.
The colder the engine, the longer the preheat time.
CHECKING GLOW PLUGS

Defective glow plugs cause hard starting and rough running of the engine during warm-up.
A test light and an ammeter are required to check the pre-heat system
FIGURE 1: To check pre-heating system

1. Connect the test light clip to ground
2. Touch test light probe to any glow plug connection
3. Activate preheat on instrument panel.
If the test light lights up on a cold engine, the power supply and solenoid
are working properly
FIGURE 2: To check glow plugs
1. Connect an ammeter to the power lead for the glow plugs.
2. Activate pre-heat on instrument panel. Initial power draw may be as
high as 140 amps but will stabilize to a steady value after a short
period of time.
0 Quick glow system: fast type glow plugs with brass nut draws
approximately 12 amps each.
Normal glow system: slow type glow plug with silver/aluminum nut
draws approximately 9 amps each.
0 amps reading indicates that all glow plugs are bad. Increments of 12
for the quick glow or 9 for the normal glow indicates the number of glow
(-+)owen LEAo ro Low Puuas plugs that are bad.
To locate bad glow plugs, disconnect the bus bar from the glow plugs. Connect a test light between the
positive (solenoid) and each glow plug. If the test light does not light, the glow plug is bad.
FIGURE 3: Damaged glow plug electrode

Carbon deposits can insulate the heating element. If the systems seems to work properly, but the engine is
hard to start, the glow plugs can be removed for cleaning.
When the glow plugs are in operation they become red hot. Use caution when removing the glow plugs.
Burnt electrodes are frequently caused by faulty injectors. When damage of this nature is found, the glow
plug must be replaced and the injectors tested for condition of needle tip, breaking pressure and leakage.
INSTALLING GLOW PLUGS:
Always ensure that all glow plugs are of the same type.
Never mix slow (silver nut) with fast (brass nut) type glow plug.
Carefully insert glow plug taking care not to damage the thread. Do not
exceed the tightening torque of 25Nm (18 ft/lbs.) since the ring gap
between the glow pin and thread will be squeezed together which will
0 lead to premature failure of the glow plug. In addition, exceeding the
max. tightening torque could strip the thread in the cylinder head and
also might make it difficult to remove the glow plugs again.
© PATHFINDER SB 366
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: REMOVING AND INSTALLING INJECTORS
Diesel injectors operate for years without maintenance. However contaminated or improper fuel or
incompatible fuel additives can cause injectors to become faulty. Faulty injectors can cause misfiring,
knocking in one or more cylinders, overheating; loss of power, excessive black smoke, high fuel
consumption as well as damage to the electrodes in the glowplugs. Defective glowplugs in turn result in hard
starting and rough running during warm-up. Such damage to the glowplug not only requires replacing the
glowplug but also testing the injectors for condition of needle tip, breaking pressure and leakage.
) .
A faulty injector can be identified by loosening the pipe union (with an open end wrench) individually on
each injector with the engine running at a fast idle. If the engine speed does not change it indicates that the
particular injector is faulty and should be replaced. Replace faulty injectors only with BOSCHIVW injectors.
Do not substitute injectors with "like" units. Bosch factory rebuild injectors are available from Pathfinder.
1J REMOVING INJECTORS
• Remove flexible fuel return lines between injectors and injection pump.
• Clean fuel connections and area around injectors.
• Loosen injector line clamps to allow for movement. Do not bend or change the
UPPER PART
e. shape or length of the injector lines.

Remove injector lines using a 17 mm open ended wrench and store injector lines in
a clean place to prevent contamination. Cover injection pump outlets.
suM
¢
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• Remove injectors using a 27 mm deep socket. p THRUST PIN
«'
• Carefully remove heat shields with pencil magnet or long nose pliers .
(@i. vozzue
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2) INSTALLING HEAT SHIELDS AND INJECTORS

]a
• Check that openings are clean prior to installing new heat shields and injectors .
Position of heat shield must be observed.
• Use a small blade long screwdriver or suitable rod to slide the heat shield into
position.
• Carefully screw in injectors not to damage thread .
Torque injectors to 70 Nm (51 ft.lbs.)
NOTE: always use new heat shields when installing injectors. Compression leaks «4"Er sets
can occur if heat shields are re-used or if injectors are torqued improperly.
• Install new fuel return lines and stop plug at last injector .
INJECTOR
ASSEMBLY
• Install injector lines. Carefully observe the proper position and hand tighten pipe
unions. Never "bend" pipes into position.
• Torque injector lines to 25 Nm (18.5 ft.lbs.). J
INJECTOR
Caution: overtighten will result in fuel leaks. =m

• Tighten injector line clamps . res..ev
0 • Start engine and check for leaks .
POSITION OF
HEAT SHIELD
303
ihated..terr«criss a..o
PATHFINDER 4 CYLINDER ENGINES
REMOVAL AND INSTALLATION OF INTAKE MANIFOLD AND HEATEXCHANGER/EXHAUST MANIFOLD
IMPORTANT:
Do not use lock washers when installing aluminum components such as the intake manifold or
heatexchanger unit. If components were previously mounted with lock washers, discard and do not reuse.
Use shims only were required.
A) INTAKE MANIFOLD:
1) REMOVAL:
Remove the support bracket between heatexchanger and intake manifold (3 bolts - 13mm tool).
Spray loosener between bolt head and manifold.
A 6 mm long allenhead driver or extension is required to remove the retainer bolts.
Note: Bolts will not clear heatexchanger. Remove the manifold with the bolts loose.
Carefully remove gasket material and neutralize the mounting surface.
New engines: If the intake manifold has to be removed to install the engine,
gasket can be left in place and re used.
2) INSTALLATION:
Apply slight amount of grease to intake manifold ports to prevent gasket from moving.
Carefully position manifold and insert bolts. At first, tighten bolts by hand.
Make sure gasket remains in the correct position.
0 Tighten all bolts starting at the center, crosswise towards each end of the manifold.
Connect support bracket between heatexchanger and intake manifold.
Low profile engine:
Install airfilter element and cover. Do not secure with wingnuts - use locknuts only.
Later versions use bolts only. See also Service Bulletin $8 314.
B) HEATEXCHANGER EXHAUST MANIFOLD COMBINATION

1) REMOVAL:
Drain engine of coolant and disconnect hoses and/or pipes.
Remove intake manifold as described under A) 1.
Remove heatexchanger exhaust port retaining nuts (either 12 mm or 13 mm wrench).
Remove heatexchanger unit with up/down slide motion. Be careful not to damage exhaust ports.
Carefully remove all gasket material from the surface of the exhaust ports.
Refer to Service Bulletin SB 320 for Service and Maintenance of Heatexchanger unit.
2) INSTALLATION:
Position new exhaust port gaskets onto studs.
Note: Gaskets have left / right position to clear the intake manifold, i.e.
upper recess facing towards center.
Carefully position heatexchanger unit onto exhaust manifold studs.
Install nuts fingertight only. Make sure gaskets are in place.
Tighten nuts starting at the center, crosswise towards each end of the manifold.
Install intake manifold as described under A) 2.
0 Refer to Service Bulletin SB 320 for installation of tube stack and heatexchanger end boots.
404
O pATHFINDER S 368
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8,//,HndeW.9KR VICEBULLETIN
Pathfinder@pathfindermarinecomj
0 REPLACING SELF TENSIONING SERPENTINE ACCESSORY BELT

WITH SELF TENSIONING SERPENTINE ACCESSORY
BELT DRIVE TO ASSURE PROPER TRANSMISSION OF
POWER TO THE HIGH-OUTPUT ALTERNATOR
1 TENSIONER ARM
2 TENSIONER ROLLER
3 SERPENTINE ACCESSORY BELT

4 RAW WATER PUMP BELT
5 CRANKSHAFT PULLEY
6 CRANKSHAFT DAMPER
7 FRESH WATER PUMP PULLEY
8 HIGH-OUTPUT ALTERNATOR WITH INTERNAL FAN
(120A BOSCH ALTERNATOR SHOWN)

9 ALTERNATOR PULLEY
10 RAW WATER PUMP BRACKET
11 RAW WATER PUMP
12 RAW WATER PUMP PULLEY
0 USE ONLY ORIGINAL VW OR PATHFINDER SUPPLIED BELTS. DO NOT SUBSTITUTE
IF THE SPECIAL TOOL IS NOT AVAILABLE, A 12 ADJUSTABLE WRENCH CAN BE USED, TO HOLD THE TENSIONER ARM.
USE A PIECE OF NON-SLIP MATERIAL TO PROVIDE PROPER GRIP FOR THE WRENCH AND TO PROTECT THE ARM FROM
SCRATCHES. FOLLOW THE PROCEDURE CAREFULLY, SINCE THE TENSIONER ARM IS UNDER SUBSTANTIAL PRESSURE.
HAVE THE REPLACEMENT SERPENTINE READY FOR INSTALLATION PRIOR TO REMOVING SERPENTINE BELT.
1. REMOVE RAW WATER PUMP BELT (4) AS PER SERVICE BULLETIN SB 502.
2. HOLD THE TENSIONER ARM (1), WITH THE SPECIAL TOOL OR 12" ADJUSTABLE WRENCH AND CAREFULLY TURN THE
TENSIONER (2) IN CLOCKWISE DIRECTION (UP) TO RELEASE THE PRESSURE ON THE SERPENTINE BELT.
3. REMOVE THE SERPENTINE (3) BELT WHILE HOLDING THE TENSIONER ARM IN THE UP POSITION AND INSTALL THE
NEW SERPENTINE BELT EXACTLY AS SHOWN IN FIG. 2.
4. SLOWLY RELEASE THE TENSIONER ARM.
5. INSTALL PREVIOUSLY REMOVED RAW WATER PUMP BELT AS PER SERVICE BULLETIN SB 502.
6. VERIFY THAT ALL COMPONENTS ARE PROPERLY INSTALLED PRIOR TO STARTING THE ENGINE.
FOR LONG-TERM STORGAE (NON-USE OF THE ENGINE) IT IS RECOMMENDED THAT THE RAW
WATER PUMP BELT AND SERPENTINE BELT BE PARTIALLY REMOVED.
FIG.2
1 TENSIONER ARM
2 TENSIONER ROLLER (SHOWN "RELAXED")
4
5
7
RAW WATER PUMP BELT
CRANKSHAFT PULLEY
FRESH WATER PUMP PULLEY
c%
8 ALTERNATOR
0 9
12
ALTERNATOR PULLEY
RAW WATER PUMP PULLEY
.,
R 1002
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e REPLACINGRAWWATERPUMPBELT/SERVICINGRAWWATERPUMP
TENSIONER ARM
2 TENSIONER ROLLER
4 RAW WATER PUMP BELT
5 CRANKSHAFT PULLEY
6 CRANKSHAFT DAMPER
8 HIGH-OUTPUT ALTERNATOR
9 ALTERNATOR PULLEY
10 RAW WATER PUMP BRACKET
11 RAW WATER PUMP
12 RAW WATER PUMP PULLEY
A RAW WATER "IN" (SUCTION)
B RAW WATER "OUT"
C HEATEXCHANGER END BOOT
The Raw Water Pump is mounted with two M10 bolts on a steel bracket (10) which in turn is mounted with
two M8 bolts to the engine block. The lower M8 hole is elongated for belt adjustment. The complete pump
assembly and belt can be removed to service the pump (Service Bulletin SB 346).
Note: Removing the M10 bolts could change the pump alignment.
To prevent damage to the impeller rotate the pump/pulley only in the direction of operation (RH) when
looking at the shaft/pulley of the pump).
1. When removing the pump assembly for servicing shut off water supply prior to removing the suction hose
0 ("A" ). Disconnect the raw water "out" hose ("B") at the heatexchanger endboot ("c). The assembly can
now be removed by removing the two M8 bolts that hold the assembly to the engine block.
Always put bolts and shims in a secure place.
The large SST shims must be used when reinstalling the pump assembly.
After servicing the pump, install the assembly with the two M8 bolts previously removed.
Keep the two M8 bolts "loose" until the belt has been installed as described below.
2. To remove the raw water pump belt, loosen the upper and lower M8 Bolt and slide the bracket towards
the centre of the engine. Remove the belt. Always replace with the same type and size (10 x 850) belt.
Install the new belt and leave a minimum of 1/2 inch deflection (very important).
DO NOT OVER TIGHTEN. Excessive pressure on the Belt will cause too much pull on the water pump, i.e. too
much pressure on the water pump bearings.
The large contact surface for the belt on both the water pump pulley and crankshaft pulley allows for the
belt to be kept safely on the loose side. The proper belt tension of 1/2 inch deflection (all engines are
shipped with the belt properly tensioned) will provide for the pump to flex and the belt to slip should a
pump failure occur (at which point the engine must be stopped immediately).
Install (if previously removed) and tighten the two M8 bolts to 15 ftlbs
3.If the whole assembly had been removed, be sure to reconnect the suction hose "in" to the pump and to
reconnect the "out" hose to the heatexchanger boot. Re-establish water supply to the pump.
4. Prior to starting engine, make sure that all components have been properly installed
and that the pump is primed
Note: The impeller is the hardest working external component on the engine by turning between 12 and 15
million revolution during 100 hours of operation. The passage of impurities will reduce the life of the
0 impeller. It is therefore very important that the impeller is checked for damage and that the impeller is
replaced every 100 hours of operation. The impeller should be removed during lay-up or winter storage.
203
O pATHFINDER 502
,;,/hHndedsER VICEBULLETIN
pathfinder@pathfindermarinecon]
REPLACING TENSIONER ROLLER

0 PATHFINDER MODEL 65
WITH SELF TENSIONING SERPENTINE BELT
1 TENSIONER ARM 2 TENSIONER ROLLER
3 DUST CAP 4 BOLT, MS
5 SERPENTINE BELT (SHOULDER BOLT OR BOLT WITH SHIM)
6 ALTERNATOR PULLEY 7 AL TERNA TOR
THE TENSIONER ROLLER PROVIDES FOR CONSTANT CORRECT TENSION OF THE SERPENTINE BELT TO ASSURE THE
PROPER TRANSMISSION OF POWER TO THE HIGH-OUTPUT ALTERNATOR AND THE HIGH VOLUME FRESH WATER PUMP.
A) REPLACING TENSIONER ROLLER (2):
1. PARTIALLY REMOVE SERPENTINE BELT (5) AS PER SERVICE BULLETIN SB 501. IT WILL BE SUFFICIENT TO REMOVE
THE BELT ONLY FROM THE AL TERNA TOR PULLEY (6). HOWEVER, IF THE SERPENTINE BELT IS BEING REPLACED AT
THE SAME TIME, REMOVE RAW WATER PUMP BELT (AS PER SERVICE BULLETING SB502) AND SERPENTINE BELT.
0 2. THE TENSIONER ROLLER IS HELD IN PLACE BY ONE MS BOLT (REQUIRES 13 mm WRENCH). VERIFY THE SIZE OF THE
RETAINER NUT UNDER THE PROTECTIVE PLASTIC COVER (REAR OF THE TENSIONER ROLLER) TO DETERMINE
WHETHER A 17 PR 19 mm TOOL IS REQUIRED.
3. ROTATION OF THE ROLLER SHAFT CAN BE PREVENTED BY REMOVING THE PROTECTIVE PLASTIC COVER AT REAR
(TOWARDS ENGINE) AND USING AN EITHER 17 OR 19mm WRENCH TO HOLD THE NOW EXPOSED RETAINER NUT.
4. REMOVE THE TENSIONER ROLLER.
B) INSTALLING TENSIONER ROLLER:
1. OBSERVE POSITION OF TENSIONER ROLLER. THE LARGE RETAINER NUT (UNDER PLASTIC COVER) MUST POINT
TOWARDS THE ENGINE.
2. SECURE ROLLER WITH MS BOLT. IT IS RECOMMENDED TO APPLY A SMALL AMOUNT OF LOCTITE MEDIUM STRENGTH
THREADLOCK (242-BLUE) ON THE BOLT THREAD.
3. TIGHTEN BOLT TO 25 Nm (19 ftlbs).

SHOULD THE SHAFT TURN DURING TIGHTENING OF THE BOLT, THE ROTATION CAN BE PREVENTED BY HOLDING THE
RETAINER NUT (UNDER THE PROTECTIVE PLASTIC CAP) WITH A 17 OR 19 mm WRENCH.
4. REPLACE PROTECTIVE PLASTIC COVER IF PREVIOUSLY REMOVED.
5. INSTALL SERPENTINE BELT AS PER SERVICE BULLETIN SB 501.
6. VERIFY THAT ALL COMPONENTS HAVE BEEN PROPERLY INSTALLED PRIOR TO STARTING THE ENGINE
1002
O PATHFINDER 503
8,111nndl!il.9'ER VICEBULLETIN
Pathfinder@pathfindermarine.co�
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C603 The purpose of any exhaust system is to allow
the exhaust gases, by-products of the
combustion process, to exit. In the marine engine
application it is necessary to cool the exhaust
after it leaves the exhaust manifold. This is
accomplished by injecting raw water that has
passed through the heat exchanger to cool the
engine, into the exhaust stream.
It is important that this system does not restrict
the flow of exhaust gases. It is equally important
that the exhaust system is installed in such a
way that the injected raw water used to cool the
engine cannot build up in the system and drain
back into the exhaust manifold and the engine
when the engine is shut off. At the same time,
raw water must be prevented from entering the
system by looping the exhaust hose to· a higher
than waterline level.
Water not required to cool the exhaust must be
0 discharged directly over board via a12 by-pass
hose as shown in the diagram.
Provisions should be made to collect the residual
water in the system by installing a "wet-lift" type
accumulator large enough to accommodate the
water remaining in the system after engine shut-
down. If the engine is installed at or below water
line, it is very important that an anti-siphon valve
or "siphon-break" be installed in the return raw
water line (hose between aft side of heat
exchanger and where raw water enters exhaust
at elbow). Failure to install a siphon break may
allow water pressure to force water past the
water pump impeller through the system and
back into the engine. The volume of water
<
rr delivered by the raw water pump requires a
< U
5
0 5 direct overboard 1/2" discharge hose to avoid
Lu
z%% excessive build up of back pressure against the
g ¢
3a pump as well as the exhaust system.
o'
%
0 Excessive back pressure can impede proper
z
< engine performance.
¢ Pathfinder Model 65MF exchange engine installation: Due to the increased capacity of the raw
water
system, the 1/2" hose by-pass must be installed to discharge the additional volume of raw water and
to
prevent back pressure in the exhaust system to allow the new engine to perform to it's full
potential.
9 pATHFINDER SB 504
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.... Diesel fuel systems operate reliable as long as the fuel is free from any contaminants, such as dirt and
water. The precision moving parts inside the injection pump can be damaged by a small amount of dirt or
corrosion caused by water. The diesel fuel filter for the engine is designed to stop dirt and water before it
reaches the injection pump. The filtering media of the approved fuel filter is designed to allow sufficient flow
while maintaining maximum filtering capacity.
The fuel system requires careful maintenance to assure proper engine at all times. Engine starting and
running problems are mostly caused by contaminated or poor quality fuel.
Broken and blocked fuel lines or defective seals could cause engine operating problems. Excessive quantity
of air entering the system may cause the engine to stall and the fuel to drain back to the tank.
Starting difficulties after a 12 t0 24 hour engine shut-down are frequently caused by the fuel being syphoned
out of the system and back to the tank via the fuel return line. This condition will occur when the return line
does not extend to the bottom of the tank, allowing air to enter when the engine is shut-down.
If the existing fuel return line cannot be modified, a one-way check valve should be installed in the return
line to prevent the back-flow of fuel to the injection pump to correct the problem.
SERVICING THE FUEL SYSTEM
Replace the fuel filter every 100 hours of engine operation or sooner if contaminated with dirt or watery fuel.
Remember, the fuel filter is protecting a considerable investment and your safety at sea. Change it often and
keep spares aboard. A plugged fuel filter will cause engine running difficulties. Since the Pathfinder engine
is equipped with the Bosch self bleeding fuel injection pump, changing the fuel filter is a simple operation.
Always close the fuel tank valve(s) and provide a container for spilled fuel when servicing the fuel system.
SERVICING THE FUEL Fil TER REPLACING THE FUEL Fil TER
0 TO INJECTION PUMP
Use only fuel filters approved for the engine. The wrong
' fuel filter can impaire the performance of the engine and
''¼,,.._,, 25 Nm (18 lb/ft)
could cause damage to the fuel system.
·�
>
To change the fuel filter, have the new filter ready for
VENT SCREW SEAL RING
LOOSEN TO
�C;{�-�,--'=R=EP"'-LA"-'-C=E=--- installation. Open the vent screw and turn the filter counter-
DRAIN WATER IF DAMAGED
clockwise until removed from the filter mounting flange.
Be sure not to loose any of the fittings or seals.
Lubricate the rubber seal of the new filter with clean diesel
fuel and install filter unit turning clockwise until it touches
the flange. Rotate the element and additional 1/2 turn to
assure proper sealing of the gasket.
Close the vent screw and open the previously closed tank
valve(s). Run the engine and check for leaks.
FUEL FILTER DRAINING THE FUEL Fil TER
LOOSEN WITH
SPANNER WRENCH;
TIGHTEN HAND-TIGHT
A small amount of fuel should be drained from the filter
frequently to check for and remove accumualted water.
FROM TANK • Loosen vent screw on filter flange with a screwdriver or
10 mm wrench about 1/4 turn first.
• Loosen drain screw .
• Drain fuel into a container until clean fuel appears .
WATER DRAIN PLUG • Check the drained fuel for presence of water and dirt .
41
LOOSEN AND DRAIN ABOUT
1oo cm? (4 ft/oz) OF FLUID
• Close/tighten the drain and then the vent screw .
'+ • Run engine and check for leaks . 604
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OIL AND OIL FILTER SERVICE AND MAINTENACE

1 ] OIL AND Fil TER
Change engine oil and filter at least every 100 operating hours or once a year, whichever comes first.
Consult section 3 of this manual for the proper weight and quality of oil. Drain the oil when warm
NOTE: If the boat will be out of commission for a while, the oil should be changed before storing the boat.
1.1 OIL FILTER

The oil filter removes dirt particles and contaminants from the passing oil and only letting through non-
harmful elements. The only approved oil filter as described in this Service Bulletin is a full-flow filter
designed to remove all particles large enough to cause possible damage to the engine.
Due to the high internal pressure, use of the proper oil filter is of prime importance for the performance of
your Pathfinder engine. Use of the incorrect oil filter or improper installation can result in engine failure.
Replacement oil filters must have special features which include:
By-pass valve functions (FIG. 1 and 2) and return shut-off functions (non-return valves, FIG. 3 and 4).
In addition, a strong steel housing being capable of withstanding a pressure several times the oil pressure to
prevent oil loss and provide operational safety. A strong filter casing to support the filter paper at
high
differential pressures to prevent damage to and malfunctioning of the filter.
The correct oil filter is available from any VW dealer (Part # 068 115 561
B).
The MANN oil filter (Part # W940/25) is stocked and supplied by Pathfinder (Part #
204011).
FIG 1: BYPASS VALVE CLOSED
0 Normal state of filter with all the oil

passing through the filter paper being
thoroughly cleaned.
FIG. 2: BYPASS VALVE OPEN
[.:772:777.zz:..Zerr.s-sea.a
ii»?%,~Wh[a,s;";","";""°
bypass vale may open beri since goeatoresr an@ a ii@n how voome. me
fine pored filter paper. e entire amount of oil cannot flow through the
FIG. 3: NON-RETURN VALVE CLOSED
This means that the oil filter cannot run em ty c · ·
immediate build-up of oil pressure is achie/h [,"?"enty, fast lubrication of the engine and an
running dry. ter e engine is started. This prevents the engine from
FIG 4: ENGINE RUNNING:
Non-return valve open.
SOURCE MANN + HUMMEL

1. 2 OIL FILTER INSTALLATION
0 : : sllpeciahl
fi!ter wre_nch or "strap wrench" is required to safely remove the oil
0low the instructions on the oil filter. filter
• Make sure filter is filled with engine oil. Do not overtighten filter.
@ PATHFINDER SB 506
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co TIMING BELT COVER REMOVAL & INST ALLATI ON
The upper timing belt cover has to be removed to

inspect the timing belt. Although a simple procedure,
it does require patients and practice to remove and
install the cover.
CAUTION: DO NOT APPLY FORCE AT ANY TIME

<
}
1 UPPER BELT COVER (PLASTIC)
2 LOWER BELT COVER (PLASTIC)
3 REAR COVER PLATE (METAL)
4 CENTER HOLDING SCREW AND BUSHING (PLASTIC)
5 RETAINER CLIPS (METAL)
6 ALIGNMENT MARKS
7 RETAINER LATCH/NOSE
8 FOR RETAINER LATCH #7
9 LOWER REAR NOSES
0 REMOVING UPPER BELT COVER (1):
1) Remove the plastic screw (4) only and put a piece of ta e over . .
loss (bushing has the tendency to i
he pe the special plastic bushing to prevent

2) Release the retainer
~.
Jump when released).
clips (5).
3) Hold the lower edge f h
e ot the cover and carefully pull fo
the edge of the backing plate (3). 2rward and up to clear cover away from and over
INSTALLING UPPER BELT COVER.
DO NOT APPLY FORCE AT ANY TIME

Observe the instructions step by ste
~ii"""avoid
installed cover wit intertere owe misalignment and
damage to e
theo bel�
operation and can cause damage to cover. An improperly
1) Position cov
er over
c backing ]
2) Assure that cover s_late (alignment marks
ocks into pl: 4s) '
3)
Line up lower frame of cover w�ce over edge of backing plate
9) Carefully push into, mak "Upper edge of lower cover
5) Check that the te Sure that the lower rear no¢ '
6) With top cover in P P��1t,on,ng /nose (7) latches into ses (9) latch into position.
0 cAuno. oo%,5",""" Pe=s e oastc
th
rate»%.~~",
""eoua open «
7) Secure co IERRTIGHTEN Shing into place and screw i
ver with retainer clips In the plastic screw.
(5)
° S8 507
C1205
com
/1,/hHndedsER VICEBULLETIN
Pathfinder@pathfindermarine
REMOVING AND INSTALLING HIGH OUTPUT ALTERNATOR
SERPENTINE ACCESSORY BELT DRIVE SYSTEM

FOR HIGH OUTPUT ALTERNATOR
A HIGH OUTPUT ALTERNATOR UNIT

( BOSCH 90A OR 120 A)
B UPPER RETAINING BOLT
C LOWER RETAINING BOLT
1 TENSIONER ARM
2 TENSIONER ROLLER (SHOWN "RELAXED")
4 ALTERNATOR PULLEY
6 CRANKSHAFT PULLEY
IMPORTANT: PLEASE READ ALL INSTRUCTIONS PRIOR TO REMOVING THE HIGH-OUTPUT ALTERNATOR.
CUT BATTERY POWER AND FOLLOW EACH STEP OF THE INSTRUCTIONS TO REMOVE AND INSTALL THE
ALTERNATOR.
REMOVING THE AL TERNA TOR:
1. RELEASE BELT TENSIONER IN UPWARD DIRECTION AS DESCRIBED IN SERVICE BULLETIN

501.
2. REMOVE SERPENTINE BELT (3) FROM ALTERNATOR PULLEY (4) ONLY.
0 3. REMOVE WIRES CONNECTED TO THE ALTERNATOR. THE PLUG CONNECTED TO THE

ALTERNATOR IS SECURED IN
PLACE WITH A "SNAP" TYPE RETAINER. THE TENSION ON THE RETAINER HAS TO BE
THE PLUG. DO NOT REMOVE BY FORCE. RELEASED PRIOR TO REMOVING
4. LOOSEN THE 2 ALTERNATOR RETAINING BOLTS (B + C). MOVE THE TENSIONER

ARM (1) UPWARD TO
LOWER ALTERNATOR RETAINING BOLT AND REMOVE CLEAR TE
THE LOOSE BOLT.
4. RELEASE THE TENSIONER ARM (1) AND WHILST HOLDING THE ALTERNATOR
(CAUTION: 120A = 15
LBS.) REMOVE THE UPPER RETAINING BOLT. REMOVE LBS., 90A - 45
ALTERNATog
5. SCREW THE RETAINING BOLT BY ABOUT 5 TURNS INTO THE ALTERNATOR
WAS INSTALLED. CAREFULLY KNOCK ON THE BOLT TO
CLEARANCE
INSTALLATION FOR EASY INSTALLATION. REMOVE
MOVE THE
SLEEye
MOUNTING SLEEVE THE
SLIGHTLY
: OUTWARD.
SAME w ,%
Bour THIS WILL
PRO\yipe
1. HOLD ALTERNATOR IN THE TO BE INSTALLED

POSITION wJug7¢
CAREFULLY LET ALTERNATOR REST A640gr "INSERTING THE UPPER
2.
· MOVE THE TENSIONER AM (1) UPWARDS ¢
THE BRACKET TO AVOID
?DAMAGE TO
RETAINING Botte
INSE 'PROVIDE CLEARANCE PAINTED SUprAce _
T THE BOLT AS FAR AS POssgte rOg + THE
LOWER RETAINING
3. RELEASE THE TENSIONER BOLT (c) A
ARM,
4. TIGHTEN ALTERNATOR RETAINING
BO[re
5. MOVE TENSIONER ARM (1) IN UPWARD DIRECTION
App,
S PROPERLY SEA TED 1N TE RESPEcTive oao6_,_"!SERPENTINE BELT «3)
MAKING suRE r-Ar
6. INSTALL PREVIOUSLY REMOVED wA OF THE PULLEYS AND rae %e,
RELEASE TENSIONER
INTO P0sno NOTICE THE INSTALLATION POSITION OF A¢
o
O.
THE PLUG AND

7. DOUBLE CHECK POSITION OF THE Pus me«
BELr A
8. ESTABLISH BATTERY POWER y ND THAT ALL WIRES ARE
EN REOUIRED. SECURED
1103
PATHFINDER SB50e
j
'Sile THIS IS YOUR NEW PATHFINDER ENGINE
EQUIPMENT/PRODUCTION RECORD
PATHFINDER EXCHANGE ENGINE MODEL 65MF
ENGINE SERIAL NUMBER
PRODUCTIONISUPPUED APRIL 29, 2006
AS REPLACEMENT FOR PATHFINDER MODEL 50, 1.5L, SN 068.2-03274 DECEMBER 1979 PATHFINDER CALIFORNIA PRODUCTION
ENGINE MODEL TYPE VW INDUSTRIAL 4CYL,1.9L PATHFINDER SPECIFICATION/CONFIGURATION
INJECTION PUMP BOSCH VE-TYPE, VARIABLE SPEED, SELF BLEEDING S/N 563135
INJECTORS BOSCH, TYPE ADG
GLOWPLUGS BOSCH, FAST TYPE \:

ALTERNATOR 90A BOSCH, HIGH-OUTPUT, IR, 2 INTERNAL HIGH-SPEED FANS
ALTERNATOR DRIVE BELT SERPENTINE ACCESSORIES DRIVE BELT SYSTEM, SELF TENSIONING
STARTER MOTOR
FRESH WATER PUMP

BOSCH, HIGH-TORQUE WITH EDUCTION GEAR, 1.8 Kw
HIGH VOLUME, ADG, DOMESTIC WATER HEATER CONNECTOR HOSE

.
THERMOSTAT 70° C WITH RELIEF HOLE
FRESH WATER PUMP PULLEY STANDARD ADG, SERPENTINE ACCESSORY DRIVE BELT SYSTEM
TIMING BELT SELF TENSIONING IDLER PULLEY .

ACCESSORY ORNE BELT SELF ADJUSTING SERPENTINE BELT
COOUNG PIPES PATHFINDER 65MF COPPER TUBING;, SPLIT FRONT (LOWEST POINT) AND REAR
AIR INTAKEIAIRFILTER ADG - SEMI LOW WITH K + N HIGH FLOW FILTER
HEATEXCHANGER ENBOOTS TYPE LARGE
HEATEXCHANGER UNIT (RIM) EXHAUST MANIFOLD/HEATEXCHANGER COMBINATION, MODIFIED FOR 65MF
TIMING BELT COVER 2 PIECE WITH SNAP-ON/OFF TOP COVER, PLASTIC, TYPE ADG;
1�
RAW WATER PUMP ASSEMBLY PATHFINDER ASSY WITH 301M EXHAUST SIDE MOUNTED, 7" WHEEL, HD 10X850 V-BELT
OILPAN
OILPAN GASKET
PATHFINDER LARGE CAPACITY ALU CAST; OILDRAIN : 1/8"-5/16" HOSE, ADAPTER TO 1/2" VALVE
TYPE ADG, RUBBER ON MACHINED OILPAN SURFACE

·l
ENGINE MOUNTS, FRONT PATHFINDER ALU. CAST
,
ENGINE MOUNTS, REAR PATHFINDER HD STEEL MOUNTS
FLEX MOUNTS 4 X DF100
BELLHOUSING ASSEMBLY (RIM) RREMACHINED, NEW SHIELD, CENTERING SLEEVES AND SPECIAL DUALSTARTER BUSHING
DAMPER DRIVE PLATE FS/FOR HURTH HBW10 ON STEEL DISH, PATHFINDER # 401 699 8 HOLE MOUNT
TRANSMISSION (REMAN) HURTH MODEL HBW 10-3RR SN 09-14973, HD SPECIAL SHIFT FORK, SST SHAFT SLEEVES
SHAFT COUPLNG PATHFINDER COMBI-FLEX FOR 1 1/8" SHAFT
PREHEAT SOLENOID 65A, MOUNTED ON BRACKET ABOVE STARTER

◄
OILPRESSURE AND ALARM SENDER ALARM AT REAR OF CYLINDER HEAD; PRESSURE 80 LBS AT OIL FILTER FLANGE
WATER TEMP. AND ALARM SENDER WATER TEMP. (ISOLATED) 250° AT REAR FLANGE
ENGINE WIRING NEW ENGINE HARNESS - HARD WIRED FOR CONNECTION TO PANEL / EXTENSION HARNESS
ENGINE FINISH HIGH-TEMPERATURE ENGINE ENAMEL - MATCHING ALPINE GREEN DUPLICOLOR # DE 1618
DOMESTIC WATER HEATER CONN. SPECIAL REDUCER HOSES INSTALLED
THIS IS A RECORD OF YOUR NEW EXCHANGE ENGINE CONFIGURATION. ONLY COMPONENTS INDICATED WITH (RIM) ARE FROM YOUR ORIGINAL
PATHFINDER ENGINE. THESE COMPONENTS HAVE BEEN RESTORED TO FACTORY SPECIFICATIONS AND MODIFIED FOR THE PATHFINDER 65MF
APPLCA TION PRIOR TO MOUNTING ONTO THE NEW ENGINE.

PATHFINDER MARINE pa thfinder@pathfindermarine.com
P. 0. BOX 1284 TEL: (514) 695-6676
CHAMPLAIN, NY 12919-1284 FAX: (514) 695-1080
«!
J!,IIJHndei!l.sKRVICEBlfLLETL "-----"p_ r@�pa_

athfi_1n_de_ thfi_m_
de_
rm_ari_
ne_
.co---1
m
ENGINE RAW WATER AND EXHAUST SYSTEM
C603 The purpose of any exhaust system is to allow

cr
w
z the exhaust gases, by-products of the
<i: combustion process, to exit. In the marine engine
I
% application it is necessary to cool the exhaust
after it leaves the exhaust manifold. This is
-
l
2
r
2
accomplished by injecting raw water that has
passed through the heat exchanger to cool the
r engine, into the exhaust stream.
r
• he
I It is important that this system does not restrict

the flow of exhaust gases. It is equally important
) that the exhaust system is installed in such a

way that the injected raw water used to cool the
engine cannot build up in the system and drain
back into the exhaust manifold and the engine
when the engine is shut off. At the same time,
raw water must be prevented from entering the
system by looping the exhaust hose to a higher
than waterline level.
Water not required to cool the exhaust must be
discharged directly over board via a12 by-pass
hose as shown in the diagram.
Provisions should be made to collect the residual
water in the system by installing a "wet-lift" type
accumulator large enough to accommodate the
water remaining in the system after engine shut-
down. If the engine is installed at or below water
line, it is very important that an anti-siphon valve
or "siphon-break" be installed in the return raw
water line (hose between aft side of heat
exchanger and where raw water enters exhaust
at elbow). Failure to install a siphon break may
allow water pressure to force water past the
water pump impeller through the system and
back into the engine. The volume of water
delivered by the raw water pump requires a
direct overboard 1/2" discharge hose to avoid
excessive build up of back pressure against the
pump as well as the exhaust system.
Excessive back pressure can impede proper
engine performance.
Pathfinder Model 65MF exchange engine installation: Due to the increased capacity of the raw water
system, the 1/2" hose by-pass must be installed to discharge the additional volume of raw water and to
prevent back pressure in the exhaust system to allow the new engine to perform to it's full potential.
O pATHFINDER SB 504
#kt/finder al MODEL: 65MF
ABOUT YOUR NEW ENGINE

SIN:
PATHFINDER MARINE DIESEL ENGINE MODEL 65MF
SPECIAL ENGINE FEATURES
VW FACTORY NEW, PATHFINDER SPECIFICATION 4 CYLINDER ENGINE.

MAINTENANCE FREE VALVE GEAR THROUGH HYDRAULIC TAPPETS.
VALVES OPERATED BY OVERHEAD CAMSHAFT AND SELF-TENSIONING TOOTHED BELT DRIVE.
SELF ADJUSTING ACCESSORY SERPENTINE BELT.
CLOSED CRANK CASE WITH PRESSURE REGULA TING VAL VE.
BOSCH VARIABLE SPEED, SELFBLEEDING VE FUEL INJECTION PUMP.
HIGH-OUTPUT BOSCH ALTERNATOR WITH SERPENTINE BELT FOR CORRECT POWER TRANSMISSION.
HIGH TORQUE BOSCH STARTER, L.8KW, WITH REDUCTION GEAR.
STARTING AID = HIGH-SPEED GLOW PLUG SYSTEM.
VACUUM PUMP FOR SPECIAL APPLICATIONS. THE ENGINE IS SHIPPED WITH VACUUM PUMP DISABLED.
HIGH VOLUME ENGINE FRESH WATER PUMP.
NON-CORROSIVE COVERS AND FLANGES.
CYLINDER HEAD BOLTS DO NOT NEED TO BE RETORQUED.
HD RAW WATER PUMP.
ENGINE FINISH: LEAD FREE HIGH TEMPERATURE CERAMIC ENGINE EN AMEL
DO NOT RETORQUE CYLINDER HEAD BOLTS

DO NOT ADJUST VALVES. ENGINE IS EQUIPPED WITH HYDRAULIC VALVE LIFTERS.
USE ONLY VWPATHFINDER SUPPLIED HIGH-PRESSURE OIL FILTER.
NEVER ENGAGE HIGH TORQUE STARTER WHEN ENGINE IS RUNNING.
DO NOT COME IN CONTACT WITH EXPOSED SERPENTINE BELT AND DRIVE BELTS WHILE ENGINE IS
RUNNING. KEEP AREA ABOVE FRONT OF ENGINE FREE OF ANY LOOSE OBJECTS.
PATHFINDER ENGINES ARE DESIGNED NOT TO REQUIRE ZINC ANODES. WIRE REINFORCED HOSE MUST BE
ISOLATED FROM ENGINE TO AVOID CONDUCTIVITY TO THE ENGINE.
PLEASE OBSERVE ALL INSTRUCTIONS AND RECOMMENDATIONS CONTAINED IN THE MANUAL.
IMPORTANT: BREAK-IN OF NEW ENGINE: VARY SPEED, DO NOT KEEP AT LOW RPM.

VERIFY THAT THE ACCESSORY BELT DRIVE SYSTEM IS CLEAR OF ANY FOREIGN OBJECTS.
VISUALLY CHECK THE CONDITION OF THE BELTS
Sima@e' NEW ENGINE INSTALLATION NOTES. SIN:
THIS IS A FACTORY NEW ENGINE

ALL COMPONENTS HAVE BEEN PRECISION INSTALLED AND SET TO FACTORY SPECIFICATIONS
DO NOT REMOVE ANY COMPONENT FROM THE ENGINE WITHOUT CONTACTING PATHFINDER FIRST.
IMPORTANT
ENGINE IS SHIPPED COMPLETELY DRY: NO OIL IN ENGINE OR TRANSMISSION. NO COOLANT IN ENGINE
OBSERVE ALL RECOMMEND A TIO NS AND INSTRUCTIONS GIVEN IN THE MANUAL FOR THIS NEW ENGINE.
FAILURE TO OBSERVE AND IMPLEMENT THE INSTRUCTIONS CAN CAUSE DAMAGE TO THIS NEW ENGINE.
PRIOR TO INSTALLING THE ENGINE PREP ARE FOR THE TASK AS PER THE INSTALLATION INSTRUCTIONS AND
CONSIDER THAT:
DO NOT REST ENGINE ON OILPAN WITHOUT SUPPORT.
OILPAN IS EQUIPPED WITH OIL DRAIN CONNECTION (HOSE SHIPPED LOOSE).
USING /ATTACHING LIFTING HOOKS ANYTIME ENGINE IS LIFTED
WHEN ATTACHING LIFTING HOOKS, TAKE CARE NOT TO DAMAGE ANY COMPONENTS CLOSE BY.
ENGINE HAS NO OIL:
FILL AS PER INSTRUCTIONS IN SECTION 3 OF THE MANUAL. OILFILTER HAS BEEN PREFILLED.
TRANSMISSION HAS NO OIL - FILL WITH ATF AS PER INSTRUCTIONS IN SECTION 3 ODF MANUAL.
NOTE: OLD ENGINE WAS SHIPPED WITHOUT SHIFT BRACKET. SHIFTLEVER INSTALLED UPSIDE DOWN
ENGINE HAS NO COOLANT:
50/50 MIXTURE OF PRESTON AND WATER. DO NOT MIX IN THE ENGINE. PREPARE MIXTURE PRIOR TO FILLING
COOLING SYSTEM. DO NOT USE A "PRE-MIXED" COOLANT OR "EXTENDED-LIFE" TYPE COOLANT.
IMPORTANT: DOMESTIC WATER HEATER CONNECTION PROVIDED. ASSURE THAT THE DOMESTIC WATER HEATER
CIRCUIT IS NOT CONTAMINATED AND OPERATING PROPERLY.
SHUT-OFF VALVES MUST BE INSTALLED AS PER INSTALLATION INSTRUCTIONS IN SECTION 4.
HIGH OUTPUT ALTERNATOR: SUFFICIENT AIRFLOW MUST BE PROVIDED.
RAWWATERPUMP: BY-PASSMUSTBEINSTALLEDASPERSB504
BE SURE THAT THE DISCHARGE ISMODIFIED AND CONFIGURED AS PER THE INSTALLATION INSTRUCTIONS AND
SERVICE BULLETIN SB504.
ASSURE THAT SEA WATER STRAINER IS PRESENT AND FUNCTIONING PROPERLY.
PRIOR TO START-UP, CHECK FITTINGS (IN AND OUT) FOR TIGHTNESS (HOT WEATHER CAN LOOSEN NEW BRASS
FITTINGS IN THREAD) RAW WATER PUMP MUST BE PRIMED PRIOR TO START-UP. OBSERVE MANUFACTURERS
INSTRUCTIONS. OBERDORFER RAW WATER PUMP MOUNTED ON THE HEATEXCHANGER SIDE. DRIVEN BY A 7" SPOKE
WHEEL TO PROVIDE FOR THE CORRECT VOLUME OF WATER DELIVERY. IN ADDITION THIS PULLEY PROVIDES
MOVEMENT OF AIR WHEN THE ENGINE IS RUNNING.
RAW WATER PUMP BELT:DO NOT TIGHTEN!
BELT IS PURPOSELY FITTED "LOOSE" WITH MINIMUM OF 1/2" DEFLECTION.
FUEL: MUST BE ABSOLUTELY CLEAN. FUEL PUMP MUST BE PRIMED PRIOR TO START-UP.
IT IS SUGGESTED TO INITIALLY START THE ENGINE WITH A SUPPLY OF FRESH FUEL FROM A PORTABLE TANK.
CAUTION:
UNDER NO CIRCUMSTANCES ENGAGE THE STARTER WHILE ENGINE IS RUNNING.
SERPENTINE ACCESSORY BELT AND RAW WATER PUMP BELT: THESE BELTS HAVE NO COVER AND ARE
EXPOSED. CARE MUST BE TAKEN THAT NOTHING CAN FALL INTO THE BELT/ PULLEY AREA WHEN THE ENGINE IS AT
REST AND MOST IMPORTANT WHEN THE ENGINE IS BEING OPERATED. ANY LOOSE MATERIAL NEAR THE BELTS
MUST BE REMOVED TO PREVENT MATERIAL TO BE SUCKED IN BY THE BELTS.
GROUND: ATTACH ONLY WHERE MARKED. DO NOT ATTACH GROUND TO ANY ALUMINUM COMPONENT!
FOR ASSISTANCE OR WHEN IN DOUBT CONTACT US AT (514) 695-6676

or by e-mail: pathfinder@pathfindermarine.com
Kurzbeschreibung
Die Bootswendegetriebe HBW sind mechanisch-kraftschl~ssig
schaltbare Stirnradgetriebe. Die Lamellenkupplungen benotigen
beim Schalten nur geringen Kraftaufwand.
Plotzliche Umschaltvorgange, z. B. Wendeman~ver im Gefahren-
moment k~nnen auch bei h~chster Drehzahl ausgef~hrt werden. Boots wendegetriebe HBW
Im ubertragbaren Drehmoment sind die Schaltkupplungen bent
abtriebsseitige Sto~belastungen haben keinen Einflu~ auf de'O' } "8W Marine Reversing Gearbox
Brief description
1 Bonte-i
nverseur pour bateaux HBW
HURTH HBW marine reversing gearbox units are equipped with
helical gear sets and shifted mechanically via a multiple-disc friction
clutch designed for minimum effort.
Rapid shifting motions, e.g. in emergency reversing manoeuvres,
are permissible at maximum engine speed.
The clutches are exactly rated to suit the nominal torque loading;
shock loads originating from the propeller will not be transmitted to
the engine. �
R~sum~ descriptif [
~
Les boites-inverseurs HBW sont des transmissions engrenages @
cylindriques, command~es par des embrayages mecaniques a
friction. Pour les renversements du sens de marche, les embrayages }
~ disques multiples ne demandent qu'un effort tr~s faible, de sorte
que, par exemple, les manoeuvres brusques de virement en cas
de danger peuvent ~tre effectu~es m~me aux vitesses de rotation
maxima.
Les embrayages pr~sentent un couple moteur transmissible limit~;
des chocs provenant du cot~ sortie ne se transmettent pas au
moteur.
Service-Handbuch vom Hersteller zu beziehen gegen Vorein-

sendung einer Schutzgeb~hr von DM 10,-.
A Service Manual is available from the manufacturer upon pre- Einbau - Bedienung - Wartung
payment of a protective fee of DM 10.00.
installation - Operation - Maintenance
Un manuel d'entretien peut ~tre obtenu du constructeur •
0M 10,- payables d'avance. ' 4ntage - Maniement - Entretien
I. bl: Getriebe ab Werk HURTH " Fig.I. ~lenge
ohne bf~flung Oil quantity
1.1 lsorte: Automatic Transmission Fluid (ATF) Type A Quantit~ dhuile
1.2 lmenge/~lstand: Fig. 1.
1.3 lwechsel: Erstmals nach ca. 25 Betriebsstunden.
Weitere Olwechsel mindestens j~hrlich. Q : 0
HBW5 (0.351)
HBWIO (0.55I)
• 1.4 ltemperatur: Maximal zul~ssig 130°C HBW 20 (0.751)
2. Schaltung:Fig.2. Geh~useoberflache
Housing surface
Face superieure du boitier
2.1 Schaltweg: Mindestschaltweg am Getriebeschalthebel
0-A =0-B-35mmf~r ~u~eren und.30 mm fr inneren
Anlenkpunkt mu~ sicher erreicht werden. Auf Leichtg~ngigkeit
Gest~nge/Seilzug ist zu achten.
2.2 Hebelstellung in Schaltstellung Null rechtwinklig zu Seilzug/
Gestange. Schalthebel mit Klemmschraube beliebig einstellbar.
Abstand Schalthebel/Schaltdeckel mindestens 0,5 mm. Losen
Schaltdeckel erfordert erneutes Einjustieren (nur durch Fach-
personal).
2.3 Kontrolle: Um langfristige Funktionsf~higkeit zu erhalten, ist
..
#
MeBstab
strikte Einhaltung des Punktes 2 zu beachten. Dipstick
Jauge
OlIspiegel
Oil level
Niveau d'huile
3.Einbau
3.1 Schr~glage Fig. 4: Neigung des Getriebes in Wellenrichtung
soll im Dauerbetrieb einen Winkel von 20 Grad mcht ~ber- ATF-~I Type A
ATF-Type A
schreiten. Zul~ssige seitliche Schr~aglage nach R~ckfrage beim
Hers teller. "re
\
3.2 Kupplungen: Motorseitig-torsionselastisch mit radialem Frei-
gang mindest. 0,5 mm. Gilt bis 20 Grad Neigung
Propellerseitig-biegeelastisch. in Wellenrichtung
Beide Kupplungen von HURTH lieferbar. Applicable to inclinations up to
2�ion t of shaft.
3.3 Motor-Getriebe-Verbindung: • V.
Zulassige Radial- und Planschlagwerte Fig. 3: J su
des inclinaisons
'squ'~ 20 degres
Fig. 2. Fig. 3.Motor-Getriebe-Verbindung
0
35 35 Mindestschaltweg f~r,, Engine-transmission connection
• Bowdenzug
Minimum l@ver travel for Raccordement moteur - boite \
Klemmschraube
Anzugsmoment
e control cable
Course utile minima
~
pour tirant c~ble Motorflansch
Schwungradgehiiuse
Flywheel housing
I
18 Nm Engine flange Boitier du volant
Clamping screw RaJmoteur
Torque 18 Nm
(13 lbf ft
Vis de serrage
moment de
serrage 18 Nm
Getriebeflansch
Schaltdeckel Schwungrad Transmission flange
nicht l~sen Flywheel Flasque de la boite
Do not open cover Volant
Ne pas d~monter
le couvercle
protecteur
X-
K
"
Olabla~schraube
Oil drain plug
Bouchon de vidange
Kupplung
Coupling
Embrayage
Zulassiger Radial- und Planschlag
Max radial and face runout
Voilures admissibles Getriebewelle
d'huile en directions radiale et axiale. Transmission shaft
X:B-01mm X:K -0,1mm X:P -0,1 mm Arbre de la transmission
QIme~stab und
Oleinf~llschraube Sw 17
Oil dipstick and
filler screw, 17 mm
Fig. 4 Schr~glage (
Jauge et bouchon
de remplissage
Inclination
d'huile (17 mm) A
Inclinaison
t
B
Schalthebelabstand
min. 0,5 mm
Control lever clearance
min 0.5 mm
Ecartement du levier:
0,5 mm au minimum
CARL HURTH Maschinen- und Zahnradfabrik

Moosacher Strasse 36· D-8000 M~nchen 40
Telex: 05/216021 Telephone (089) 35011
We reserve the right to change design and specifications
2/78/20.000/def Printed in the Federal Republic of Germany
I. Oil: Transmission supplied • I.HUILE: Les bo~tes sortent des
du
by HURTH without oil • usines HURTH

'
1.1 Oil grade: Automatic Transmission Fluid (ATF), Type A. sans la charge d'huile
1.2 Oil quantity, oil level: Fig. 1.
1.3 Oil change: for the first time after approx 25 hours of ogr n, 1.rs
1.
te:ilAutomatic Transmission Fluid (ATF), type A.
tit~/niveau d'huile: voir Fig. 1.
then at least once a year. v'.d 1.. lat ies: La premi~re vidange s'effectuera apr~s 25 heures
1.4 Max. admissible oil temperature 130°C de service environ. A la suite, faire la vidange au moins une fois
·par an. 1.4 Temperature maxi. admissible de l'huile 130C
2.Gear shift operation: Fig.2. 2.Systeme de commande:Fig.2.
2.1 Course utile: La course utile minima(0-A= 0-B) du levier de
2.1 Lever travel: minimum travel of gear shift lever (0-A - 0-8) commande, soit 35 mm pour le point de raccordement exterieur,
must be 35 mm (1 3/8") for outer pivot point and 30 mm soit 30 mm pour le point de raccordement int~rieur, doit
(1 3/16") for inner pivot point. Make certain that control rod or s'obtenir sans difficult~ et sans frottement interne notable dans
cable is easily movable. ~
les tringles ou le tirant c~ble. '
2.2 Lever position in neutral position perpendicular to control rod or 2.2 Orientation du levier de commande: En position neutre, le
cable. Control lever can be fixed in any position by means of levier doit ~tre perpendiculaire aux tringles ou au c~ble.
clamping screw. Minimum distance between gear shift lever ~
La facilit~ de mouvement du levier peut ~tre r~glee volont~, ~
and cover 0.5 mm (0.02). Opening or loosening of cover l'aide d'une vis de serrage. Respecter une distance minima de
requires renewed adjustment (by specialized personnel only). 0,5 mm entre le levier et le couvercle protecteur. Apr~s
2.3 Regular checks are required to ensure the strict observance d~montage et remontage de ce couvercle, faire proc~der un ~
of item 2. nouveau r~glage (~ effectuer par des specialistes seulement)
2.3 Controle: Afin de conserver le bon fonctionnement pendant des
p~riodes de temps prolong~es, suivre ~troitement les prescrip-
tions donn~es sous 2.
3. Installation 3. Montage
3.1 Inclinaison (Fig. 4): Veiller ace que, en service continu,
3.1 Inclined position: Fig. 4. Inclination of transmission in direction l'inclinaison de la boite sur l'arbre ne d~passe pas 20 degr~s.
of shaft should not exceed an angle of 20° in continuous ~
Quant l'inclinaison lat~rale admissible, pri~re de contacter le
operation. Permissible lateral inclination obtainable from manu- constructeur.
facturer on inquiry. 3.2 Accouplements: Du cot~ moteur: accouplement ~lastique la ~
3.2 Couplings: torsionally elastic with min 0.5 mm (0.02) radial torsion, pr~sentant un ~cart radial minimum de 0,5 mm; du cot~
clearance on engine side; flexurally elastic on propeller side. ~
h~lice: accouplement ~lastique la flexion. Les deux accouple-
Both couplings available from HURTH. ments sont livrables par HURTH.
3.3 Engine-transmission connection: for permissible radi.a 3.°cordement moteur - boite: Pour les voilures admissibles
face runout see Fig.3. " .ections radiale et axiale, voir Fig. 3.

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..

OWNER'S ENGINE MANUAL

PATHFINDER MODEL 65MF

FOR ENGINE SERIAL NUMBER

PATHFINDER TECHNICAL PUBLICATION • 9 PATHFINDER MARINE

PRINTED BY PATHFINDER MARINE. • MONTREAL • CANADA

(lit is neuer an accibent.

It is alus the result nf high intentiun, sincere effnrt,

intelligent birectiun an~ skillful executiun.

alit represents the ]athfiner chuice

ur ]athfin~er engine has been crafte~ far yuu

3lie hauue giuen cunnsieratinn tn the enuirarment,

functiun, seruice friendliness an reliability uf the engine

tu ensure uptinuu performance.

[Jar neuu engine incurpurates the latest technulug an

25 ears uf 2thfiner engine experience.

VW INSTRUCTION MANUAL AND ORIGINAL HURTH TRANSMISSION PAMPHLET

ABOUT THIS MANUAL

ENGINE DESCRIPTION • MODEL 65MF

APPLICABLE SERVICE BULLETINS • •

a ABOUT THIS MANUAL

CORRECT INFORMATION FROM PATHFINDER.

PLEASE BE SURE TO ALWAYS CHECK YOUR ENGINE PRIOR TO EACH START-UP.

AL WAYS USE THE CORRECT OIL FILTER.

MAILING ADDRESS: E-MAIL:

#finter'd MODEL: 65MF

ABOUT YOUR NEW ENGINE

SPECIAL ENGINE FEATURES

VWFACTORY NEW, PATHFINDER SPECIFICATION 4 CYLINDER ENGINE.

Q DO NOT RETORQUE CYLINDER HEAD BOLTS

PLEASE OBSERVE ALL INSTRUCTIONS AND RECOMMENDATIONS CONTAINED IN THE MANUAL.

PRIOR TO EACH START-UP OF THE ENGINE:

Simile i THIS IS YOUR NEW PATHFINDER ENGINE :

ENGINE SERIAL NUMBER

PRODUCTIONISUPPUED APRIL 29, 2006

ENGINE MODEL TYPE VW INDUSTRIAL 4 CYL, 1.9L PATHFINDER SPECIFICATION/CONFIGURATION

INJECTION PUMP BOSCH VE-TYPE, VARIABLE SPEED, SELF BLEEDING. SN 563135

INJECTORS BOSCH, TYPE ADG

GLOWPLUGS BOSCH, FAST TYPE

ALTERNATOR 90A BOSCH, HIGH-OUTPUT, 1/R, 2 INTERNAL HIGH-SPEED FANS,

STARTER MOTOR BOSCH, HIGH-TORQUE WITH REDUCTION GEAR, 18 Kw

THERMOSTAT 70 • C WITH RELIEF HOLE

TIMING BELT SELF TENSIONING IDLER PULLEY

ACCESSORY DRIVE BELT SELF ADJUSTING SERPENTINE BELT

AIR INTAKE/AIRFILTER ADG - SEMI LOW WITH K +N HIGH FLOW FILTER

HEATEXCHANGER ENBOOTS TYPE LARGE

HEATEXCHANGER UNIT (RIM) EXHAUST MANIFOLD/HEATEXCHANGER COMBINATION, MODIFIED FOR 65MF

a» TIMING BELT COVER

RAW WATER PUMP ASSEMBLY

OILPAN GASKET TYPE ADG, RUBBER ON MACHINED OILPAN SURFACE

ENGINE MOUNTS, FRONT PATHFINDER ALU. CAST

ENGINE MOUNTS, REAR PATHFINDER HD STEEL MOUNTS

FLEX MOUNTS 4 X DF 100

SHAFT COUPUNG PATHFINDER COMBI-FLEX FOR 1 1/8" SHAFT

PREHEAT SOLENOID 65A, MOUNTED ON BRACKET ABOVE STARTER

DOMESTIC WATER HEATER CONN. SPECIAL REDUCER HOSES INSTALLED