Westerbeke 8.0KW, 10.0KW, 12.0KW Operator's Manual

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PUBLICATION N .046221

FIRST

EDITION

JULY

2001

GENERATORS

WESTERBEKE

WESTERBEKE CORPORATION· MYLES STANDISH INDUSTRIAL PARK

150

JOHN HANCOCK

FAX (508)884-9688' WEBSITE: Www.WESTERBEKE.COM

ROAD'

TAUNTON MA

02780-7319'

TEL.

(508)823-7677

CALIFORNIA

PROPOSITION

65

WARNING

Exhaust

gas

from

diesel

and

gasoline

engines

(and

some

of

its

constituents)

are

known

to

the

State

of

California

to

cause

cancer,

birth

defects,

and

other

reproductive

harm.

AWARNING:

Exhaust

gasses

contain

Carbon

Monoxide,

an

odorless

and

colorless

gas.

Carbon

Monoxide

is

poisonous

and

can

cause

unconsciousness

and

death.

Symptoms

of

Carbon

Monoxide

exposure

can

include:

-

Dizziness

-Nausea

-Headache

-

Weakness

and

Sleepiness

•

Throbbing

in

Temples

-

Muscular

Twitching

•

Vomiting

• Inability

to

Think

Coherently

IF

YOU

OR

ANYONE

ELSE

EXPERIENCE

ANY

OF

THESE

SYMPTOMS,

GET

OUT

INTO

THE

FRESH

AIR

IMMEDIATELY.

If

symptoms

persist,

seek

medical

attention.

Shut

down

the

unit

and

do

not

restart

until

it

has

been

inspected

and

repaired.

A

WARNING

DECAL

is

provided

by

WESTERBEKE

and

should

be

fixed

to a bulkhead

near

your

engine

or

generator. WESTERBEKE

also

recommends

installing

CARBON

MONOXIDE

DETECTORS

in

the

living/sleeping

quarters

of

your

vessel.

They

are

inexpensive

and

easily

obtainable

at

your

local

marine

store.

.

Engines

& Generators

SAFETY

INSTRUCTIONS

INTRODUCTION

Read

this safety

manual

carefully. Most accidents are

caused by failure

to

follow fundamental rules and precautions. Know when dangerous conditions exist and take the necessary precautions to protect yourself,

YOllr

personnel,

and

your

machinery. The following safety instructions are in compliance with the

American Boat

and

Yacht Council (ABYC) standards.

PREVENT

ELECTRIC

SHOCK

A

WARNING:

00

not

touch

AC

electrical

connections

while

engine

is

running.

or

when

connected

to

shore

power.

Lethal

voltage

is

present

at

these

connections!

•

Do

not operate this machinery without electrical

enclosures and covers in place.

• Shut off electrical power before accessing electrical

equipment.

• Use insulated mats whenever working on electrical

equipment.

• Make sure your clothing and skin are dry, not damp

(particularly shoes) when handling electrical equipment.

• Remove wristwatch and all jewelry when working on

electrical equipment.

•

Do

not connect utility shore power to vessel's AC circuits, except through a ship-to-shore double throw transfer switch. Damage to vessel's AC generator may result

if

this procedure is not followed.

• Electrical shock results from handling a charged capacitor. Discharge capacitor by shorting terminals together.

PREVENT

BURNS -HOT

ENGINE

A

WARNING:

00

not

touch

hot

engine

parts

or

exhaust

system

components. A running

engine

gets

very

hot!

•

Always check the engine coolant level at the coolant recovery tank.

A

WARNING:

Steam

can

cause

injury

or

death!

•

In case

of

an engine overheat, allow the engine to cool

before touching the engine or checking the coolant.

PREVENT

BURNS -FIRE

A

WARNING:

Fire

can

cause

injury

or

death!

• Prevent flash fires. Do not smoke or permit flames or sparks to occur near the carburetor, fuel line, filter, fuel pump, or other potential sources

of

spilled fuel or fuel vapors. Use a suitable container to catch all fuel when removing the fuel line, carburetor,

or

fuel filters.

•

Do

not operate with a Coast Guard Approved flame arrester removed. Backfire can cause severe injury or death.

• Do not operate with the air cleaner/silencer removed. Backfire can cause severe injury

or

death.

• Do not smoke or permit flames

or

sparks to occur near the fuel system. Keep the compartment and the engine/generator clean and free

of

debris to minimize the chances

of

fire.

Wipe up all spilled fuel and engine oil.

•

Be

aware - diesel fuel will burn.

PREVENT

BURNS -EXPLOSION

A

WARNING:

Explosions

from

fuel

vapors

can

cause

injury

or

death!

• Follow re-fueling safety instructions. Keep the vessel's hatches closed when fueling.

Open and ventilate cabin after fueling. Check below for fumes/vapor before running the blower. Run the blower for four minutes before starting your engine.

• All fuel vapors are highly explosive. Use extreme care

•

~

•

when handling and storing fuels. Store fuel in a well-ventilated area away from spark-producing equipment and out

of

the reach

of

children. Do not fill the fuel tank(s) while the engine is running. Shut off the fuel service valve at the engine when servicing

the fuel system. Take care in catching any fuel that might spill.

DO NOT allow any smoking, open flames, or other

sources

of

fire

near the fuel system or engine when servicing. Ensure proper ventilation exists when servicing the fuel system.

Do not alter or modify the fuel system. Be

sure all fuel supplies have a positive shutoff val

ve.

Be

certain fuel line fittings are adequately tightened and

free

of

leaks.

Make sure a fire extinguisher is installed nearby and

is

properly maintained.

Be

familiar with its proper use.

Extinguishers rated ABC by the

NFPA are appropriate

for all applications encountered

in this environment.

Engines & Generators

SAFETY

INSTRUCTIONS

ACCIDENTAL

STARTING

A

WARNING:

Accidental

starting

can

cause

injury

or

death!

• Disconnect the battery cables before servicing the engine! generator. Remove the negative lead first and reconnect it last.

• Make celtain all personnel are clear

of

the engine before

stalting.

•

Make certain all covers, guards, and hatches are reinstalled before starting the engine.

BATTERY

EXPLOSION

A

WARNING:

Battery

explosion

can

cause

injury

or

death!

• Do not smoke or allow an open flame near the battery being serviced. Lead acid batteries emit hydrogen,

a.

highly explosive gas, which can be

ignite~

by

elec~cal

arcing or by lit tobacco products. Shut off all electncal equipment in the vicinity to prevent electrical arcing during servicing.

• Never connect the negative

(-)

battery cable to the posi-

tive

(+) connection terminal

of

the starter solenoid. Do not test the battery condition by shorting the tenninals together.

Sparks could ignite battery gases or fuel vapors. Ventilate any compartment containing batteries to prevent accumulation

of

explosive gases.

To

avoid sparks, do not disturb the battery charger connections while the battery is being charged.

• Avoid contacting the terminals with tools, etc., to prevent bums

or

sparks that could cause an explosion.

Remo~e

wristwatch, rings, and any other jewelry before handlIng the battery.

• Always tum the battery charger off before disconnecting the battery connections. Remove the negative lead first and reconnect it last whenservicing the battery.

BATTERY

ACID

A

WARNING:

Sulfuric

acid

in

batteries

can

cause

severe

injury

or

death!

• When servicing the battery or checking the electrolyte level, wear rubber gloves, a rubber apron, and eye

p~otec

tion. Batteries contain sulfuric acid which

is

destructIve.

If

it comes in contact with your skin, wash

it

off at once

with water. Acid may splash on the skin

or

into the eyes

inadvertently when removing electrolyte caps.

TOXIC

EXHAUST

GASES

A

WARNING:

Carbon

monoxide

(CO)

is a deadly

gas!

• Ensure that the exhaust system is adequate to expel gases discharged from the engine. Check the exhaust system

regularly for leaks and make sure the exhaust manifold!

water-injected elbow

is

securely attached.

• Be sure the unit and its surroundings are well ventilated. Run blowers when running the generator set

or

engine.

•

Don't

run the generator set or engine unless the boat

is equipped with a functioning marine carbon monoxide detector that complies with ABYCA-24. Consult your boat

builder or dealer for installation

of

approved detectors.

• For additional information refer to ABYC T-22 (educational information on Carbon Monoxide).

A

WARNING:

Carbon

monoxide

(CO)

is

an

invisible

odorless

gas.

Inhalation

produces

flu-like

symptoms,

nausea

or

death!

• Do not use copper tubing in diesel exhaust systems. Diesel

fumes can rapidly destroy copper tubing in exhaust systems.

Exhaust sulfur causes rapid deterioration

of

copper tubing

resulting in exhaust/water leakage.

• Do not install exhaust outlet where exhaust can be drawn through portholes, vents,

or

air conditioners.

If

the engine exhaust discharge outlet is near the waterline, water could enter the exhaust discharge outlet and close or restrict the flow

of

exhaust. Avoid overloading the craft.

• Although diesel engine exhaust gases are not as toxic as exhaust fumes from gasoline engines, carbon monoxide gas is present

in

diesel exhaust fumes. Some

of

the

symptoms

or

signs

of

carbon monoxide inhalation or

poisoning are: Vomiting

Dizziness Headache Nausea

AVOID

MOVING

PARTS

Inability to think coherently Throbbing in temples Muscular twitching Weakness and sleepiness

A

WARNING:

Rotating

parts

can

cause

injury

or

death!

• Do not service the engine while it is running.

If

a situation

arises in which it

is

absolutely necessary to make operating adjustments, use extreme care to avoid touching moving parts and hot exhaust system components.

Engines & Generators

ii

SAFETY

INSTRUCTIONS

• Do not wear loose clothing

or

jewelry when servicing

equipment; tie back long hair and avoid wearing loose jackets, shirts, sleeves, rings, necklaces or bracelets that could be caught in moving parts.

• Make sure all attaching hardware is properly tightened. Keep protective shields and guards in their respective places at all times.

• Do not check fluid levels or the drive belt's tension while the engine

is

operating.

• Stay clear

of

the drive shaft and the transmission coupling

when the engine

is

running; hair and clothing can easily

be caught

in

these rotating parts.

HAZARDOUS

NOISE

A

WARNING:

High

noise

levels

can

cause

hearing

loss!

• Never operate an engine without its muffler installed.

• Do not run an engine with the air intake (silencer) removed.

• Do not run engines for long periods with their enclosures open.

A

WARNING:

Do

not

work

on

machinery

when

you

are

mentally

or

physically

incapaCitated

by

fatigue!

OPERATORS

MANUAL

Many

of

the preceding safety tips and warnings are repeated

in your

Operators Manual along with other cautions and notes to highlight critical information. Read your manual carefully, maintain your equipment, and follow all safety procedures.

ENGINE

INSTALLATIONS

Preparations to install an engine should begin with a thorough examination

of

the American Boat and Yacht Council's

(ABYC) standards. These standards are a combination

of

sources including the USCG and the NFPA. Sections

of

the ABYC standards

of

particular interest are:

H-2 Ventilation P-l

Exhaust systems P-4 Inboard engines E-9

DC

Electrical systems

All installations must comply with the Federal Code

of

Regulations (FCR).

ABYC,

NFPA

AND

USCG

PUBLICATIONS

FOR

INSTALLING

DIESEL

ENGINES

Read the following ABYC, NFPA and USCG publications for safety codes and standards. Follow their recommendations when installing your engine.

ABYC (American Boat and Yacht Council) "Safety Standards for Small Craft"

Order from:

ABYC 3069

Solomon's Island Rd.

Edgewater,

MD

21037

NFPA (National Fire Protection Association) "Fire Protection Standard for Motor Craft"

Order

from:

NFPA

11

Tracy Drive Avon Industrial Park Avon, MA 02322

USCG

(United States Coast Guard)

"USCG 33CFR183" Order

from:

U.S. Government Printing Office Washington, D.C. 20404

Engines & Generators

iii

INSTALLATION

When installing WESTERBEKE engines and generators it is important that strict attention be paid to the following information:

CODES

AND

REGULATIONS

Strict federal regulations, ABYC guidelines, and safety codes must be complied with when installing engines and generators

in

a marine environment.

SIPHON-BREAK

For installations where the exhaust manifold/water injected exhaust elbow is close

to

or

will be below the vessel's waterline, provisions must be made to install a siphonbreak in the raw water supply hose to the exhaust elbow. This hose must be looped a minimum

of

20" above the vessel's waterline. Failure to use a siphon-break when

the exhaust manifold injection port is at or below the load waterline will result in raw water damage to the engine

and

possible flooding

of

the boat.

If

you have any doubt about the position

of

the water-injected exhaust elbow relative

to the vessel's waterline under the vessel's various operating conditions,

install a

siphon-break.

NOTE:

A siphon-break requires periodic inspection

and

cleaning to ensure proper operation. Failure to properly maintain a siphon-break can result in catastrophic engine damage. Consult the siphon-break manufacturerfor proper maintenance.

EXHAUST

SYSTEM

The exhaust hose must be certified for marine use. The system must be designed to prevent water from entering the exhaust under any sea conditions and at any angle of

the vessels hull.

A

detailed

40

page

Marine

Installation

Manual

covering

gasoline

and

diesel,

engines

and

generators,

is

available

from

your

WESTERBEKE

dealer.

Engines & Generators

.

IV

TABLE

OF

CONTENTS

Parts

Identification

....................................................................................

.2

Introduction

..................................................................................................

3

Warranty Procedures ........................................................................... 3

Serial Number Location ...................................................................... 3

Fuel,

Engine

Oil

and

Engine

Coolant...

..................................................

5

Preparations

for

Initial

Start·Up

............................................................

6

Operating

Instructions

...........................................................................

7

Operating

Instructions

(Remote

Panels)

...............................................

8

Break·ln

Procedure

(Daily

Operation)

....................................................

9

Safety

Shutdown

Switches

...................................................................

1 0

High

RPM

Shutdown

Switch

...........................

......................................

10

Maintenance

Schedule

........................................................................

12

Cooling

System

..................................................................................... 14

Changing Coolant ............................................................................. 14

Thermostat ........................................................................................

15

Heat Exchanger .................................................................................

15

Raw Water Pump .............................................................................. 16

Raw Water Intake Strainer ................................................................ 16

Engine

Lubricating

Oil

.......................................................................... 17

Oil Change ........................................................................................ 17

Remote

Oil Filter .............................................................................. 18

Oil Pressure ....................................................................................... 19

Fuel

System

..........................................................................................

20

Fuel Lift Pump .................................................................................. 20

Carburetor

Adjustments

........................................................................

21

Engine

Adjustments ...................................................................................

22

Spark

Plugs ........................................................................................ 22

High Tension Cords ........................................................................... 22

Drive Belt Adjustments ..................................................................... 22

High Speed (Hertz) Adjustments ...................................................... 23

Governor Adjustments ....................................................................... 23

Timing Belt Inspection

and

Replacement ......................................... 24

Engine Compression Test .................................................................. 27

Ignition Tirning .................................................................................. 27

Engine

Troubleshooting

........................................................................

28

DC

Electrical

System

............................................................................

30

Battery Care .......................................................................................

31

Generator

Wiring

Diagram

(#46094)

....................................................

32

Generator

Wiring

Schematic

(#46094)

.................................................

33

Remote

Panel

Wiring

(#035698)

..........................................................

34

Remote

Panel

Wiring

(#035706)

..........................................................

35

Remote

Panel

Wiring

(#043912)

..........................................................

36

Starter

Motor

.........................................................................................

37

Generator

Information .........................................................................

.39

BE

Generator

.................................

.......................................................

.40

Generator

AC

Voltage

Connections .....................................................

.41

BE

Troubleshooting

.............................................................................. .42

Lay·up

and

Recommissioning

...............................................................

43

Generator

Specifications

....................................................................

.45

Metric

Conversions

.............................................................................. .46

Standard

Hardware

and

Sealants

.......................................................

.47

Shorepower

Transfer

Switch

...............................................................

.48

Suggested

Spare

Parts

........................................................................

.49

Engines & Generators

1

START

MOTOR

20A

DC

BREAKER

PARTS

IDENTIFICATION

CARBURETOR

DISTRIBUTOR

CONTROL

PANEL

GENERATOR

WATER

INJECTED

EXHAUST

ELBOW

TEMPERATURE

HEAT

EXCHANGER

SWITCH

LEFT

SIDE

CONTROL

PANEL~

HOURM

START/STOP

WATER

TEMPERATURE

SWITCH

ZINC

ANOD

NTROL

BOX

HEAT

EXCHANGER

OIL

DRAIN

HOSE

RIGHT

sIDe

Engines & Generators

2

COOLANT FILL

OIL

FILL

DIPSTICK

BLOCK

COOLANT

DRAIN

DRIP

TRAY

MOUNTS

INTRODUCTION

This WESTERBEKE Generator is a product

of

WESTERBEKE'S long years

of

experience and advanced technology. We take great pride in the superior durability and dependable perfonnance

of

our engines and generators.

Thank you for selecting WESTERBEKE. In

order to get the full use and benefit from your generator,

it

is important that you operate and maintain it correctly. This

manual is designed to help you do this.

Please read this manual carefully and observe all the safety precautions throughout.

Should your generator require servicing, contact

your nearest

WESTERBEKE dealer for assistance.

This is your Operators Manual. A

Parts Catalog is also provided and a Technical Manual is available from your WESTERBEKE dealer.

If

you are planning to install this

equipment yourself, contact your

WESTERBEKE dealer

for

WESTERBEKE'S Installation Manual.

WARRANTY

PROCEDURES

Your WESTERBEKE Warranty is included in a separate folder.

If

you have not received a customer identification

card registering your warranty

60 days after submitting the warranty registration form, , please contact the factory in writing with model information, including the unit's serial number and commission date

I~'WESTERBEKE

I Engines & Generators

Customer Identification

WESTERBEKE OWNER MAIN STREET HOMETOWN,

USA

Model

BEG

Ser.

#D703XXXX

Expires

9/20/02

PRODUCT

SOFTWARE

Product software (tech data, parts lists, manuals, brochures and

catalogs) provided from sources other than

WESTERBEKE

are not within WESTERBEKE'S CONTROL.

WESTERBEKE CANNOT

BE

RESPONSIBLE FOR THE

CONTENT

OF

SUCH SOFTWARE, MAKES NO WARRANTIES

OR REPRESENTATIONS WITH

RESPECT

THERETO, INCLUDING ACCURACY, TIMELINESS OR COMPLETENESS

THEREOF

AND

WILL

IN

NO

EVENT

BE

LIABLE

FOR

ANY

TYPE OF DAMAGE OR

INJURY

INCURRED

IN

CONNECTION WITH OR

ARISING

OUT OF THE

FURNISHING OR USE OF SUCH SOFTWARE.

WESTERBEKE customers should also keep in mind the time span between printings ofWESTERBEKE product software and the unavoidable existence

of

earlier WESTERBEKE manuals. In summation, product software provided with WESTERBEKE products, whether from WESTERBEKE or other suppliers, must not and cannot

be

relied upon exclu-

sively as the definitive authority on the respective product.

It

not only makes good sense but is imperative that appropriate representatives ofWESTERBEKE

or

the supplier in question

be consulted to

deternline the accuracy and currentness

of

the

product software being consulted by the customer.

SERIAL

NUMBER

LOCATION

The generator serial number and model number are located on a decal on the generator housing. Take the time to enter the information on the blank decal provided. This will

provide a quick reference when seeking technical information and/or ordering repair parts.

SPECIFICATION

MODEL

_______

_

RPM

__________

_

KW

___________

_

KVA

__________

_

VOLTS

________

_

AMPS

________

_

ENG.

HP

______

_

ENG.

SER.

NO.

GEN.

SER.

NO.

PF

IPHASE

___

_

WIRES

________

_

RATING

_______

_

INSUL

CLASS

__

TEMP.

RISE

___

_

BAITERY

_____

_

C.I.O.

_________

_

50

HZ.

I

Fill

in

the

information for your

reference.

Engine

1.0.

Plate

60 HZ.

Engines & Generators

3

INTRODUCTION

ORDERING

PARTS

Whenever replacement parts are needed, always provide the generator and engine model and serial numbers. In addition, include a complete part description and part number for each part needed (see the separately furnished

Parts Catalog). Also

insist upon WESTERBEKE packaged parts because

will

fit

or

generic parts are frequently not made to the same specifi-

cations as original equipment.

NOTES,

CAUTIONS

AND

WARNINGS

As this manual takes you through the operating procedures, maintenance schedules, and troubleshooting

of

your genera-

tor, critical information will

be

highlighted by NOTES,

CAUTIONS, and WARNINGS.

An

explanation follows:

NOTE:

An

operating procedure essential

to

note.

A

CAUTION:

Procedures,

which

if

not

strictly

observed,

can

result

in

the

damage

Dr

destruction

of

the

engine

Dr

generator.

A

WARNING:

Procedures,

which

if

not

properly

followed,

can

result

in

personal

injury

or

loss

of

life.

NOTE:

A carbon monoxide warning decal has been provided by WESTERBEKE. Affix this decal in a visable location in the engine room.

SPARES

AND

ACCESSORIES

Certain spare parts will be needed to support and maintain your WESTERBEKE generator

or

engine when cruising (see

SUGGESTED SPARE PARTS). Often even simple items such

as proper fuel and oil filter can be difficult

to

obtain along the way. WESTERBEKE will provide you with a suggested spares and accessories brochure to assist you in preparing an on-board inventory

of

the proper WESTERBEKE parts.

PROTECTING

YOUR

INVESTMENT

Care at the factory during assembly and thorough testing have resulted in a WESTERBEKE generator capable

of

many thousands

of

hours

of

dependable service. However the manufacturer cannot control how or where the generator is installed in the vessel or the manner in which the unit is operated and serviced in the field. This is up to the buyer/owner-operator.

NOTE:

Six important steps to ensure long generator lije:

•

Proper engine

and

generator installation

and

alignment.

•

An

efficient well-designed exhaust system that includes

an anti-siphon break to prevent water

from

entering the

engine.

• Changing the engine oil

and

oil filters every 100 operat-

ing hours.

• Proper maintenance

of

all engine

and

generator components according to the maintenance schedule in this manual.

• Use clean, filtered unleaded fuel.

• Winterize

your

engine according to the "Lay-up

and

Recommissioning" section in this manual.

UNDERSTANDING

THE

GASOLINE

GENERATOR

The gasoline engine driving an AC generator is in many

ways similar

to

a gasoline automobile engine. The cylinders are verticle in-line, and the engine's cylinder head has an overhead camshaft which is chain-driven. The engine utilizes a solid-state distributor which is horizontally mounted and camshaft-driven. The engine incorporates a pressure type lubrication system, and a fresh water-cooled engine block which is thermostatically-controlled.

To

a large degree, the generator's engine requires the same preventive maintenance that is required

of

a gasoline automobile engine. The most important factors to the generator's longevity are proper ventilation, maintenance

of

the fuel system, ignition system,

cooling system and the generator backend.

Engines & Generators

4

FUEL,

ENGINE

OIL

AND

ENGINE

COOLANT

CARE

OF

THE

FUEL

SUPPLY

A

CAUTION:

Only

use

unleaded

fuel

with

an

octane

rating

of

89

or

higher.

Leaded

fuel

will

cause

serious

harm

to

your

engine

and

violate

your

warranty.

Use only clean fuel!

It

is important to buy clean fuel, and

keep

it

clean. The best fuel can be rendered unsatisfactory by careless handling or improper storage facilities. To assure that the fuel going into the tank for your engine's daily use is clean and pure, the following practice is advisable:

Purchase a well-known brand

of

fuel.

Install and regularly service a good, Coast

Guard approved metal bowl type filter/water separator between the fuel tank and the engine.

This filter rating must be 24 microns or

smaller.

ENGINE

OIL

Use a heavy duty engine oil with an

API

classification

~f

SJ.

Change the engine oil after an initial

50 hours ofbreak-m

operation, and every 100 hours

of

operation thereafter. For

recommended oil viscosity, see the following chart:

Operating

Temperature

Oil

Viscosity

Above

68° F (20°

C)

SAE

30,

10W-30

or

15W-40

41

° -

68° F (5°-20°

C)

SAE

20

or

10W-30

Below

41

° F

(5°

C)

SAE

1

OW-3~

A

CAUTION:

Do

not

allow

two

or

more

brands

of

engine

oil

to

mix.

Each

brand

contains

its

own

addi-

tives;

additives

of

different

brands

could

react

in

the

mixture

to

produce

properties

harmful

to

your

engine.

ENGINE

COOLANT

Westerbeke recommends a mixture

of

50% antifreeze and 50% distilled water, when possible. Distilled water is free from the chemicals that can corrode internal engine surfaces.

The antifreeze performs double duty, as it allows the engine to run at proper temperatures

by

transferring heat away from

the engine to the coolant.

It

also lubricates and protects the

cooling circuit from rust and corrosion.

Use a good quality antifreeze that contains supplemental cooling additives (SCAs) that keep the antifreeze chemically balanced, crucial to

long term protection.

The water and antifreeze should

be

pre-mixed before being

poured into the cooling circuit.

NOTE:

Use

the new environmentally-friendly long lasting

antifreeze that is now available.

ANTIFREEZE

PROTECTION

CHART

Antifreeze

concentration

23%

30%

35%

50%

Freezing

Temperature

14°

F

8°

F

_4°

F

-40°

F

(-10°C)

(-13°C) (-20°C) (-40°C)

COOLANT

RECOVERY

TANK

A coolant recovery tank kit is supplied with each generator. The purpose

of

this recovery tank is to allow for engine

coolant expansion and contraction during engine operation,

without the loss

of

coolant and without introducing air into

the cooling system.

Engines & Generators

5

PREPARATIONS

FOR

INITIAL

START-UP

PRESTART

INSPECTION

Before starting your generator for the first time or after a prolonged layoff, check the following items:

• Check the engine oil level: add oil to maintain the level at the full mark on the dipstick.

• Check the fuel supply and examine the fuel filter/separator bowls for contaminants.

• Check the DC electrical system. Inspect wire connections and battery cable connections.

• Check the coolant level in both the plastic recovery tank and at the manifold.

NOTE:

After the initial running

of

the generator; the air in

the engine's cooling system will be purged to the coolant

recovery tank.

Open the air bleed petcock to ensure that

the cooling system is purged

of

air.

After shutdown and after the engine has cooled, the coolant from the recovery tank will be drawn into the engine's cooling system to

replace the purged

air.

Before subsequent operation

of

the generator;

the

engine's

manifold should be topped off,

and

the coolant recovery

tank may need

to

be filled to the

MAX

level.

• Visually examine the unit. Look for loose

or

missing parts, disconnected wires, unattached hoses, and check threaded connections. Search for any gasoline leaks.

• Check load leads for correct connections as specified in

the wiring diagrams.

• Examine the air inlet and outlet for air flow obstructions.

• Be sure no other generator or utility power is connected to the load lines.

• Be sure that in power systems with a neutral line that the neutral is properly grounded (or ungrounded) as the system requires, and that generator neutral is properly connected to the load neutral. In single phase systems an incomplete or open neutral can supply the wrong line-to-neutral voltage on unbalanced loads.

• Make certain the raw water thru-hull is open.

A

CAUTION:

When

starting

the

generator,

it

is

recommended

that

all

AC

loads,

especially

large

motors,

be

switched

OFF

until

the

engine

has

come

up

to

speed

and,

in

cold

climates,

starts

to

warm

up.

This

precaution

will

prevent

damage

caused

by

unanticipated

operation

of

the

AC

machinery

and

will

prevent a cold

engine

from

stalling.

TO

HEAT

EXCHANGER

AIR

BLEED

PETCOCK

Engines & Generators

6

OPERATING

INSTRUCTIONS

GENERATOR

CONTROL

PANEL

Starting

the

Generator

Press up the

ON

switch and hold

it

up

and press

up

the

START switch (both switches are held

up

together). After approximately one second, the starter will engage and the engine will crank .

Once the engine

is

running, the starter

will disengage, and the

START

switch may then

be

released

to return to its center

(run mode) position. Continue holding

the

ON

switch until the engine has sufficient oil pressure,

then release it to its center position.

NOTE:

Should the engine fail to start, release both switches.

wait

20

seconds,

and

try again. Never run the starter more

than

20

seconds at a time.

CONTROL

PANEL

AND

BOX

START/STOP

SWITCH

/?

START

ON

SWITCH

HOURMETER:

THE

HOURMETER

RECORDS

ELAPSED

TIME

OF

ENGINE

USAGE

THE

TOTAL

NUMBER

OF

HOURS

SHOULD

BE

USED

AS

A

GUIDE

FOR

MAINTENANCE

SCHEDULING.

",,,""''''/,,,,''

("

/'

UH~--

OFF/RUN

IH...:;'---

OFF/RUN

Starting

under

Cold

Conditions

Make certain the lubricating oil conforms with the ratings

for

the prevailing temperature. Check the table under ENGINE

LUBRICATING

OIL. The battery should be fully charged to

minimize voltage drop.

Stopping

the

Generator

To

stop the generator, press the

STOP

switch down then

release it to the center (normal) position.

EMERGENCY

STOPPING

If

the generator does not stop using the

STOP

switch,

remove the 8 amp fuse

or

disconnect the battery.

A

CAUTION:

Prolonged

cranking

intervals

without

the

engine

starting

can

result

in

the

engine

exhaust

system

filling

with

raw

water.

This

may

happen

because

the

pump

is

pumping

raw

water

through

the

raw

water

cooling

system

during

cranking.

This

raw

water

can

enter

the

engine's

cylinders

by

way

of

the

exhaust

manifold

once

the

exhaust

system

fills.

Prevent

this

from

happening

by

closing

the

raw

water

supply

through-hull

shut-off.

draining

the

exhaust

muffler,

and

correcting

the

cause

of

the

excessive

engine

cranking.

Engine

damage

resulting

from

raw

water

entry

is

not

a

warrantable

issue;

the

owner/operator

should

keep

this

in

mind.

8A

FUSE----

'sTART/STOP/ON

SWITCHES

Abnormal

Stop

(refer to

SAFETY

SHUTDOWN

SWITCHES)

An

abnormal stop

is

one

in

which the generator ceases to run

and comes to a stop as a result

of

an operating fault which may cause damage to the engine, the generator, or create an unsafe operating condition. The fault stop conditions are:

1.

Overspeed condition.

2. High engine temperature.

3. Low oil pressure.

4. High exhaust temperature.

5. Electrical overload.

a. Fuse at the control panel. b.

20A breaker

on

the engine.

c. Main circuit breaker.

Should a fault condition occur, the engine will shutdown.

On

the remote panel the green LED light will

tum

off indicating

an engine shutdown.

Once detected, the fault should be

located and corrected (see

ENGINE

TROUBLESHOOTING).

Engines & Generators

7

OPERATING

INSTRUCTIONS

(OPTIONAL

PANELS)

NOTE:

Remote panels cannot be inter-connected. Only one panel can be used.

REMOTE

PANEL

Starting

the

Generator

To start the generator, hold the

ON

switch

in

the up position

(the green light will come on), then hold the

START/STOP

switch in the up (start) position (both switches are held up together). After approximately one second, the starter will engage and the engine will crank (the green light will dim). Once the engine is running (the green light will brighten), the starter will disengage, and the

START/STOP

switch may

then be released to return to its center

(run mode) position.

Continue holding the

ON

switch until the engine

has

suffi-

cient oil pressure, then release it to its center position.

NOTE:

Should the engine Jail to start, release both switches,

wait

20

seconds,

and

try again. Never run the starter more

than

20 seconds

at

a time.

START/STOP

SWITCH

/:)

START

;0'

............

1'

....

<'

/'

r1<..-:"---

OFF/RUN

I.. ' ....

--

"-

----~

STOP

OFf

Stopping

the

Generator

ON

SWITCH

/;>

START

<

............ : .........

.tH.,;_._--

OFF/RUN

To stop the generator, move the

START/STOP

switch

to

the

down

(stop) position then release it to the center (offlrun

mode) position.

REMOTE

START/STOP

PANEL

(HARDWIRED)

An

optional remote start/stop panel is available for

controlling the generator from a remote location. This panel has the same

ON,

START

and

STOP

functions previously described. Also included is a green LED light which glows once the engine/generator has reached

600

rpm's. The purpose

of

the

LED

is to alert the operator to

release the

START

switch.

It

is also an indication that the

engine/generator is running.

REMOTE

INSTRUMENT

PANEL

(HARDWIRED)

An optional remote in,strument panel is available which includes a water temperature gauge, oil pressure gauge, DC charging voltmeter, operating hourmeter, and start/stop switches.

REMOTE

INSTRUMENT

PANEL

INSTALLATION

The remote instrument panel has two sending units to be

installed on the engine block, a

water temperature sender

and

an

oil pressure gauge sender. Plugged ports for each are

located on the engine. The water temperature sender

is

installed

in

the thermostat housing and the oil pressure sender

is

adjacent

to

the oil pressure switch. Use sealing compound

on the threads

of

both senders. Electrical connections for each sender are tied off next to the senders location (in the wiring harness).

The blue wire is for the oil pressure sender and the tan wire is for the water temperature sender.

If

there is a jumper between terminal board connections TBI-I and TBI-2, it should

be

removed. Refer to the

REMOTE

INSTRUMENT

WIRING DIAGRAM in this manual.

NOTE:

When insialling the optional remote panels,

it

is the

installers responsibility to comply with the

U.S. Coast Guard

standards

33 CFR part 183.

REMOTE STOP/START PANEL (PLUG CONNECTER)

This stop/start remote panel is available with either a 15'

or

30'

harness that plugs directly into the generators control

panel.

Operating instructions are the same as the remote

panel

to

the

left

Engines & Generators

8

BREAK-IN

PROCEDURE/DAILY

OPERATION

BREAK-IN

PROCEDURE

After the generator has been started, check for proper operation and then encourage a fast warm-up. Run the generator

between

20% to 60%

of

full load for the first 10 hours.

A

CAUTION:

00

not

attempt

to

break-in

your

genera-

tor

by

running

without a load.

After the first 10 hours

of

the generators' operation, the load can be increased to the full-load rated output; then periodically vary the load.

Avoid overload at all times. An overload is signaled by a smoky exhaust with reduced output voltage and frequency. Monitor the current being drawn from the generator and keep it within the generators' rating. Since the generator operates

at

1800 rpm to produce

60

hertz, or at 1500 rpm to produce

50 hertz, control

of

the generator's engine break-in is gov-

erned by the current drawn from the generator. To

protect against unintentional overloading

of

the generator,

the generator's output leads should be routed through a cir-

cuit breaker that is rated at the rated output

of

the generator.

NOTE:

Be aware

of

motor starting loads and the high

current drawn required

for

starting motors. This starting

amperage drawn can be

3 to 5 times normal running amper-

age.

See GENERATOR INFORMATION in this manual.

CHECK

LIST

Follow this checklist each day before starting your generator.

• Record the hourmeter reading in your log (engine hours

relate to the maintenance schedule).

• Visually inspect the engine for fuel, oil, or water leaks.

• Check the oil level (dipstick).

• Check the coolant level in the coolant recovery tank.

• Check your fuel supply.

• Check the starting batteries (weekly).

• Check the drive belt for wear and proper tension (weekly).

• Check for abnormal noise such as knocking, vibration and

blow-back sounds.

• Confirm exhaust smoke:

When the engine is cold - White Smoke. When the engine is warm - almost Smokeless. When the engine is overloaded - some Black Smoke.

NOTE:

Some unstable running may occur

in

a cold engine.

This condition should abate as normal operating temperature

is reached

and

loads are applied.

A

CAUTION:

00

not

operate

the

generator

for

long

periods

of

time

without a load

being

placed

on

the

generator.

STOPPING

THE

GENERATOR

Remove the major AC loads from the generator one at a time.

Allow the generator to run for a few minutes to stabilize the operating temperature and press the

STOP switch down, (see

CONTROL PANELS).

NOTE:

After the first 50 hours

of

generator operation check

the maintenance schedule

for

the 50 hour service check.

GENERATOR

ADJUSTMENTS

Once the generator has been placed in operation, there may be adjustments required for engine speed (hertz) during the engine's break-in period (first

50 hours) or after this period

(see ENGINE

SPEED (HER1Z) ADJUSTMENT under

ENGINE

ADJUSTMENTS). A no-load voltage adjustment

may also be required in conjunction with the engine's speed adjustment (see GENERATOR INFORMATION).

Engines & Generators

SAFETY

SHUTDOWN

SWITCHES

SAFETY

SHUTDOWN

SWITCHES

The engine

is

protected by five automatic shutdown

switches. Should a shutdown occur, do

not

attempt to restmt

without

finding

and

correcting the cause. Refer to the

heading Engine starts, runs

and

then shuts down

in

the

ENGINE TROUBLESHOOTING section

of

this manual.

The following

is

a description

of

these automatic shutdown

switches:

High

Exhaust

Temperature

Switch

An exhaust temperature switch

is

located on the exhaust elbow. Normally closed, this switch will open and interrupt the

DC voltage (shutting off the engine) should the switch's

sensor indicate an excessive exhaust temperature (an inadequate supply

of

raw water causes high exhaust temperatures).

This switch opens

at

260-270°F (127-132°C). This switch

resets at approximately

225°F (107°C).

~j

TO

SIPHON

.

BREAK

Low

Oil

Pressure

Switch

I,

"

EXHAUST

A low

oil

pressure shutdown switch

is

located off the

engine's oil gallery. Nonnally open

in

a static state, this switch's sensor monitors the engine's oil pressure. Should the engine's oil pressure

fall

to 5-10 psi, this switch will open

interrupting the

DC voltage thereby shutting off the engine.

ENGINE

BLOCK

High

Water

Temperature

Switch

A high water temperature switch

is

located at the thermostat housing. Nom1ally closed, this switch, should the fresh water coolant's operating temperature reach approximately

210°F

(99°C), will open and inten'upt the

DC

voltage thereby

shutting off the engine. This switch resets

at

195°F (107°C).

20

AMP

CIRCUIT

I

BREAKER

Engine

Circuit

Breaker

The generator's engine

is

protected by an engine mounted

manual reset circuit breaker

(20 amps DC). Excessive current

draw or electrical overload anywhere

in

the instrument panel

wiring or engine wiring will cause the breaker to trip.

In

this event the generator will shut down because the opened breaker interrupts the

DC circuit. If this should occur, check

and repair the source

of

the problem. After repairing the

fault, reset the breaker and restart the generator.

Engines & Generators

10

HIGH

RPM

SHUTDOWN

SWITCH

DESCRIPTION

An overspeed switch

in

the DC circuit shuts off the

generators engine by grounding out the ignition system

if the engine's speed reaches 2175 rpm (approximately). After correcting the problem, this switch can be reset by momentarily depressing the stop switch. Refer to the

WIRING DIAGRAMS in this manual.

If

the overspeed switch is faulty, (resetting with the stop switch fails to reset the circuit), lift the white/yellow wire off the T5 terminal and connect

it with the redJpurple wire

on the

T4

terminal. Now restart the generator.

If

this

bypa8.s

is successful, replace the faulty overspeed

switch.

NOTE:

Overspeed switches draw a small amount

of

amperage

(25 milliamps)

at

all times once the generator is connected to its starting battery. This amounts to approximately 18 amp-hours in a month. It is

not

necessary to be concerned with this slight amperage draw during normal seasonal operation. However,

if the generator set is to be unused

for

i many months, it is best to either remove the 8 amp ignition

I

fuse from the control

panel

on the generator

or

tum

off

the

generator's starting battery switch.

·

•.

\~/OVERSPEED

'/"

CIRCUIT

BOARD

A

CAUTION:

It

is

very

important

that

the

overs

peed

shutdown

always

be

installed

and

functioning.

Any

tampering

with

the

overs

peed

shutdown

module,

which

would

cause

it

to

malfunction.

could

be a cause

of

injury

should

the

generator's

belt-driven

governor

fail

and

cause

the

generator

to

run

away.

Engines.&

Generators

11

SCHEDULED

MAINTENANCE

Fuel

Supply

Fuel/Water

Separator

Engine

Oil

Level

Coolant

Level

Drive

Belts

MAINTENANCE

SCHEDULE

A

WARNING:

Never

attempt

to

perform

any

service

while

the

engine

is

running.

Wear

the

proper

safety

equipment

such

as

goggles

and

gloves,

and

use

the

correct

tools

for

each

job.

Disconnect

the

battery

terminals

when

servicing

any

of

the

engine's

DC

electrical

equipment.

NOTE:

Many

of

the

following maintenance procedures

are

simple

but others

are

more

difficult and may

require

the

expert

knowledge

of

a service

mechanic.

CHECK

HOURS

OF

OPERATION

EXPLANATION

OF

SCHEDULED

MAINTENANCE

EACH

DAY

50

100

250

500

750

1000

1250

0

Unleaded

gasoline

with

octane

rating

of

89

of

higher

0

Check

for

water

and

dirt

in

fuel

(drain/replace

filter

if

necessary)

.

0

Oil

level

should

indicate

between

MAX.

and

LOW

on

dipstick.

0

Check

at

recovery

tank;

if

empty,

check

at

manifold.

Add

coolant

if

needed.

0

Inspect

for

proper

tension

(3/8"

to

1/2"

deflection)

weekly

and

adjust

if

needed.

Check

belt

edges

for

wear.

Visual

Inspection

of

Engine

0

NOTE:

Keep

engine

surface

clean.

Dirt

and

Check

for

fuel,

oil

and

water

leaks.

Inspect

wiring

and

oil

will

inhibit

the

engine's

ability

to

remain

electrical

connections.

Keep

bolts & nuts

tight.

Check

cool.

for

loose

belt

tension.

Sparks

Plugs

0 D D 0 D 0

Check

gap,

inspect

for

burning

and

corrosion.

Starting

Batteries

0

Every

50

operating

hours

check

electrolyte

levels

(and

House

Batteries)

weekly

and

make

sure

connections

are

very

tight.

Clean

off

excessive

corrosion.

Engine

Oil

0 0 0

0

0 0 0

Initial

engine

oil & filter

change

at

50

hours.

Then

change

both

every

100

hours.

Generator

0

0 0

0

D 0

Check

that

AC

connections

are

clean

and

secure

with

no

chafing-see

GENERATOR

INFORMATION

for

additional

information.

Fuel

Lift

Pump

0

Periodically

inspect

for

leaks.

and

Gasdenser

Air

Screen

(Flame

Arrester)

0

Clean

at

50

hours,

then

every

100

hours.

Exhaust

System

0 D 0 0 0 0

Initial

clleck

at

50

hours,

then

every

250

hours.

Inspect

for

leaks.

Check

anti-siphon

valve

operation.

Check

the

exhaust

elbow

for

carbon

and/or

corrosion

buildup

on

inside

passages;

clean

and

replace

as

necessary.

Check

that

all

connections

are

tight.

Engine

Hoses

0 0

D 0 0 0 0

Hose

should

be

hard & tight.

Replace

if

hoses

become

spongy.

Check

and

tighten

all

hose

clamps.

Raw

Water

Pump

0 D 0

0

Hose

should

be

hard

and

tight,

Replace

if

soft

or

spongy.

Check

and

tighten

all

hose

clamps.

Belt

Driven

Governor

D 0 0

0 0

Change

governor

oil

every

250

hours.

Adjust

governor

operation

as

needed.

REVISED

MARCH

2005

Engines & Generators

12

SCHEDULED MAINTENANCE

Heat

Exchanger

Raw

Water

Pump

Coolant

System

*

Starter

Motor

Distributor

*Engine

Cylinder

Compression

and

Valve

Clearance

*Exhaust

Elbow

MAINTENANCE

SCHEDULE

NOTE:

Use the engine hourmeter gauge to log

your

engine hours

or

record

your

engine hours by running time.

CHECK

HOURS

OF

OPERATION

EACH

EXPLANATION

OF

SCHEDULED

DAY

50

100

250

500

750

1000 1250

MAINTENANCE

0

0 0 0 0 0

0

Clean

or

replace

anode.

Open

heat

exchanger

end

cap

and

clean

out

debris.

Remove

every

1000

hours

for

professional

cleaning

and

pressure

testing.

0

0 0

Remove

pump

cover

and

inspect

impeller

for

wear;

replace

if

needed.

Also

replace

gasket.

Lubricate

both

wilen

reassembling.

0

Drain,

flush,

and

refill

cooling

system

with

appropriate

antifreeze

mix.

0 0

Cileck

solenoid

and

motor

for

corrosion.

Remove

and

lubricate.

Clean

and

lubricate

the

start

motor

pinion

drive.

0 0

Check

ignition

timing.

Check

condition

of

distributor

cap

and

rotor.

0 0

Incorrect

valve

clearance

will

result

in

poor

engine

performance;

check

compression

pressure

and

timing,

and

adjust

valve

clearances.

0

Test

exhaust

elbow

for

casting

integrity.

Replace

if

casting

is

corroded

or

deteriorated.

WARNING:

A

defective

exhaust

elbow

can

cause

carbon

monoxide

leakage!

Carburetor

Fuel

Filter

Screen

0

0 0

Test

exhaust

elbow

for

casting

integrity.

Replace

if

casting

is

corroded

or

deteriorated.

WARNING:

A

defective

exhaust

elbow

can

cause

carbon

monoxide

leakage!

*Engine

Timing

Belt

at

3000

Operating

Hours

Remove

and

replace.

*WESTERBEKE

recommends

this

service

be

performed

by

an

authorized

mechanic.

Engines & Generators

13

COOLING

SYSTEM

FRESH

WATER

COOLING

CIRCUIT

NOTE:

Refer to the ENGINE COOLANT section

for

the

recommended antifreeze and water mixture to be used as the

fresh water coolant.

Fresh water coolant is pumped through the engine by a circulating pump, absorbing heat from the engine. The coolant then passes through the thermostat into the heat exchanger where it

is

cooled, and returned to the engine

block via the suction side

of

the circulating pump.When the

engine

is

started cold, external coolant flow

is

prevented by

the closed thermostat (although some coolant flow

is bypassed around the thermostat to prevent the exhaust manifold from overheating). As the

engine'watms

up,

the

thennostat gradually opens, allowing full flow

of

the engine's

coolant to flow unrestricted to the external portion

of

the

cooling system.

Coolant

Recovery

Tank

A coolant recovery

tank

allows for engine coolant expansion and contraction during engine operation, without any significant loss

of

coolant and without introducing air into the cool-

ing system. This tank should be located at

or

above the

engine manifold level and should be easily accessible.

~"'-L'IJ'I'

\f

NOTE:

Periodically check the condition

of

the manifold pres-

sure cap. Ensure that the upper and lower

ntbber seals are

in good condition and check that the vacuum valve .opens and closes tightly.

Carry a spare cap.

SEAL

MANIFOLD PRESSURE CAP

CHANGING

COOLANT

The engine's coolant must be changed according to the

MAINTENANCE

SCHEDULE.

If

the coolant

is

allowed to

become contaminated, it can lead to overheating problems.

A

CAUTION:

Proper

cooling

system

maintenance

is

critical; a substantial

number

of

engine

failures

can

be

traced

back

to

cooling

system

corrosion.

Drain the engine coolant by removing the drain plug on the engine block and opening the manifold pressure cap. Flush the system with fresh water, then reinstall the drain and start the refill process.

NOTE:

The drain petcock on the heat exchanger should also

be used to help drain engine coolant.

A

WARNING:

Beware

of

the

hot

engine

coolant.

Wear

protective

gloves.

Refilling

the

Coolant

After replacing the engine block drain plug, close the heat exchanger's coolant petcock. Then run the engine at idle and slowly pour clean, premixed coolant into the manifold.

Monitor the coolant in the manifold and add as needed. Fill the manifold to the filler neck and install the manifold pressure cap.

Remove the cap on the coolant recovery tank and

fill

with

coolant

mix

to halfway between LOW and MAX and replace the cap. Run the engine and observe the coolant expansion flow into the recovery tank.

After checking for leaks, stop the engine and allow

it

to cool.

Coolant should draw back into the cooling system

as

the

engine cools down. Add coolant to the recovery

tank

if

needed and check the coolant

in

the manifold. Clean up any

spilled coolant.

COOLANT

RETRACTION

COOLANT

EXPANSION

TO

COOLANT

RECOVERY

TANK

Engines & Generators

14

COOLING

SYSTEM

HEAT

EXCHANGER

Cool

raw

water

flows

through

the

inner

tubes

of

the

heat

exchanger.

As

the

engine

coolant

passes

around

these

tubes

the

heat

of

the

internal

engine

is

conducted

to

the

raw

water

which

is

then

pumped

into

the

exhaust

system

and

discharged.

The

engine

coolant

(now

cooled)

flows

back

through

the

engine

and

the

circuit

repeats

itself

The

engine

coolant

and

raw

water

are

independent

of

each

other,

this

keeps

the

engine's

water

passages

clean

from

the

harmful

deposits

found

in

raw

water.

Heat

Exchanger

Service

After approximately 1000 hours

of

operation, remove, clean

and

pressure test the engine's heat exchanger.

(A

local auto-

motive radiator shop should be able

to

clean and test the heat

exchanger. )

NOTE:

Operating in silty and/or tropical waters may require

that a heat exchanger cleaning be

peiformed more often than

every

1000 hours.

ZINC

ANODE

__

~

HEAT

EXCHANGER

SEALING

O-RING

If

the zinc anodes need replacement, hold the hex boss into which the zinc anode is threaded with a wrench while loosening the anode with another wrench. This prevents

the

hex

boss from possibly tearing off

the

exchanger shell.

If

the

zinc

is

in poor condition, there are probably a lot

of

zinc

flakes

within the exchanger. Remove the end of the heat

exchanger and clean the inside of

all

zinc debris. Always

have a spare heat exchanger end gasket

in

case the present

one becomes damaged when removing the end cover.

Replace the gasket (refer to your engine model's heat exchanger end gasket part number),

O-ring and cover, and

install a new zinc anode.

NOTE:

The threads

of

the zinc anodes are pipe threads and

do not require sealant. Sealant should not

be

used as it

may insulate the zinc from the metal

of

the heat exchanger

housing preventing electrolysis action on the zinc.

THERMOSTAT

A thermostat, located near the manifold

at

the

front of the

engine, controls the coolant temperature

as

the coolant

continuously

flows

through

the

closed cooling circuit. When

the

engine

is

first started, the closed thennostat prevents

coolant from flowing (some coolant

is

by-passed through a

hole

in

the

thermostat

to

prevent

the

exhaust manifold from

overheating).

As

the

engine

warms

up,

the

thennostat

gradually opens. The thermostat

is

accessible and can

be

checked, cleaned, or replaced

easily.

Carry a spare thennostat

and

gasket.

Replacing

the

Thermostat

To

avoid spilling coolant, drain

the

coolant down below

the

manifold level (REFER TO CHANGlNG COOLANT).

COOLANT

Remove the cap screws and disassemble

the

thermostat

DRAIN

housing

as

shown.

When

installing

the

new

thermostat and

gasket, apply a thin coat

of

sealant

on

both sides

of

the

CLEAR

OUT

gasket before pressing

it

into

place.

Do

not over-tighten

the

ZINC

DEBRIS

cap

screws. Replace the coolant

in

the manifold.

Run

the

ZINC

ANODE

engine and check for nonnal temperatures and that there are

~

zi~c

~o~e,

or pencil,

is

located

in

the

raw water

c~oling

~

leaks

~l

the thermostat housing.

CIrcUIt

wIthm

the heat exchanger. The purpose of

havmg

- - .

zinc

anodes

is

to

sacrifice

them

to

electrolysis

action

taking

place

in

the

raw

water cooling circuit, thereby reducing

the

. effects of electrolysis on other components

of

the

system. \

The condition

of

the zinc anode should

be

checked monthly

and

the anode cleaned or replaced

as

required. Spare anodes .

should

be

carried

on

board.

NOTE:

Electrolysis action is the result

of

each particular

installation and vessel location; not that

of

If!e

engine.

CLEAN & REUSE

aREPLACE

NEW

ZINC

ANODES

Engines & Generators

15

GASKET

APPLY

SEALANT

AT

ASSEMBLY

THERMOSTAT ASSEMBLY

COOLING

SYSTEM

RAW

WATER

PUMP

The raw water pump is a self-priming, rotary pump with a non-ferrous housing and a neoprene impeller. The impeller has flexible blades which wipe against a curved cam plate within the impeller housing, producing the pumping action.

On

no

account should this pump be run

dry

as

water

acts

as

a

lubricant for the impeller.

There should always be a spare impeller and impeller cover gasket (an impeller kit) aboard. Raw water pump impeller failures occur when lubricant (raw water)

is

not present during engine operation. Such failures are not warrantable, and operators are cautioned to make sure raw water flow is present at start-up. The neoprene impeller has a limited lifetime and must be inspected regularly.

NOTE:

Should a failure occur

with

the

pump's intemal parts

(seals

and

bearings),

it may

be

more

cost effective

to

purchase

a

new

pump and rebuild

the

original pump

as a spare.

Inspecting/Changing

the

Raw

Water

Pump

Impeller

Close the raw water intake valve. Remove the pump cover and, with the proper size impeller tool, carefully pry the

impeller out

of

the pump (the impeller can be pried out using

a pair

of

screwdrivers

if

an impeller puller is unavailable. Take

care not to tear the impeller). Install the new impeller and

gasket. Move the blades to conform to the curved cam plate and push the impeller into the pump's housing. When assembling, apply a thin coating

of

lubricant to the impeller

and gasket.

Open

the

raw

water

intake

valve.

Run the engine and check for leaks around the pump. Also check for water discharge at the stern tube. Absence

of

water

flow indicates the pump has not primed itself properly.

NOTE:

Never allow

the

pump

to

run

dry.

Even

a short period

of

dry

running

may

destroy

the

impeller.

GREASE

THE

BLADES

AND

THE

PUMP

CHAMBER

WITH

PETROLEUM

JELLY

TO

PROVIDE

LUBRICATION

FOR

THE

FEW

SECONDS

THE

PUMP

HAS

TO

RUN

DRY.

RAW

WATER

PUMP

.A

CAUTION:

If

any

of

the

blades

have

broken

off

the

impeller,

they

must

be

located

to

prevent

blockage

in

the

cooling

circuit.

They

often

can

be

found

in

the

heat

exchanger

RAW

WATER

INTAKE

STRAINER

NOTE:

Always install the strainer at or

below

the

waterline

so

the

strainer will always

be

self-priming.

A clean raw water intake strainer

is

a vital component

of

the

engine's cooling system. Include a visual inspection

of

this strainer when making your periodic engine check. The water in the glass should

be

clear.

Perform the following maintenance after every

100 hours

of

operation:

1.

Close

the

raw

water

seacock.

2.

Remove and clean the strainer filter.

3. Clean the glass.

4. Replace the sealing washer

if

necessary.

5. Reassemble and install the strainer.

6.

Open

the

seacock.

7. Run the engine and check for leaks.

NOTE:

Also follow

the

above

procedure

after having

run

hard

aground.

If

the engine temperature gauge ever shows a higher than

normal reading, the cause may be 'that silt, leaves or grass

may have been caught up in the strainer, slowing the flow

of

raw water through the cooling system.

STRAINER FILTER

.WASHER

V

RAW

WATER

INTAKE

STRAINER

(OWNER

INSTALLED)

DRAINING

THE

COOLING

SYSTEM

When

freezing

temperatures are

expected,

the

cooling

system

can

be

drained

by

unscrewing the

pump

cover.

The

raw

water coolant

will

then

flush

back

down

the inlet

line.

Engines & Generators

16

ENGINE

LUBRICATING

OIL

GRADE

Use a heavy duty engine oil with an API classification

of

SJ. Change the engine oil after an initial

50

hours

of

break-

in operation and every

100 hours

of

operation thereafter.

For

recommended oil viscosity see the following chart:

Operating

Temperature

Oil

Viscosity

Above

68° F (20°

C)

SAE

30,

1

OW-3D

or

15W-40

41

° -

68° F (5°-20°

C)

SAE

20

or

10W-30

Below

41° F (5°

C)

SAE

10W-30

A

CAUTION:

Do

not

allow

two

or

more

brands

of

engine

oil

to

mix.

Each

brand

contains

its

own

addi·

tives;

additives

of

different

brands

could

react

in

the

mixture

to

produce

properties

harmful

to

your

engine.

CHANGING

THE

ENGINE

OIL

The engine oil should be warm. Remove the oil drain hose from its attachment bracket and lower

it

into a container and allow the oil to drain, or attach a pump to the end of the drain hose and pump the old oil out. Make sure the oil drain hose is properly secured in its holder after all

of

the old oil has

been drained.

Always observe the old oil

as

it is removed. A yellow/gray

emulsion indicates the presence

of

water in the oil. Although

this condition

is

rare,

it

does require prompt attention

to prevent serious damage. Call a competent mechanic if water is

present

in

the oil. Raw water present

in

the oil

can

be the result

of

a fault

in

the exhaust system attached to the

engine and/or a siphoning through the raw water cooling

circuit into the exhaust, filling into the engine.

OIL

DRAIN

WARM

THE

ENGINE,

SHUTDOWN

AND

DRAIN

THE

OIL

INTO

A

SUITABLE

CONTAINER

._~_-·1/4"

NPT

\\

FOR

ADDING

AN

EXTENSION

A

WARNING:

Used

engine

oil

contains

harmful

contaminants.

Avoid

prolonged

skin

contact.

Clean

skin

and

nails

thoroughly

using

soap

and

water.

Launder

or

discard

clothing

or

rags

containing

used

oil.

Discard

used

oil

properly.

Replacing

the

Oil

Filter

When removing the used oil filter, you may find it helpful to punch a hole in the upper and lower portion

of

the old filter to drain the oil into a container before removing it. This helps to lessen spillage. An automotive filter wrench should

be

helpful in removing the old oil filter. Place some paper towels and a plastic bag around the filter when unscrewing it to catch any oil that's in the filter. Inspect the old oil filter

as

it

is removed to make sure that the rubber sealing gasket comes off with the old oil filter.

If

this rubber seal ing gasket remains sealed against the oil filter adapter, gently remove it. When installing the new oil filter element, wipe the filter gasket's sealing surface on the oil filter adapter free

of

oil and apply a

thin coat

of

clean engine oil to the rubber sealing gasket on the oil filter. Screw the filter onto the threaded oil filter stub, and tighten the filter firmly by hand.

NOTE:

Use genuine WESTERBEKE oil filters. Generic filters

are not recommended.

.

REFILLING

THE

OIL

SUMP

Add fresh oil through the valve cover. After refilling the oil, run the engine

for

a few moments while checking the engine's

oil pressure. Make sure there

is

no leakage around the

new oil filter or from the oil drain system, and then stop the engine. Then check the quantity

of

oil with the lube oil

dipstick.

Fill

to, but not over, the FULL mark on the dipstick.

~

.

\i~--

\\

\ \ \

\

\~\

\

~

'\;,

.

:~~

','

'\

(§

\~\0

/~~

/:::1:3-'

,

,~

{"

/-

/

~~(i(irrlilll

,;~~

SPIN-ON OIL

FILTER

---

SEALING

GASKET

APPLY

CLEAN

OIL

WHEN

ASSEMBLING

NEW

FILTER

CHANGING

OIL

FILTER

Engines & Generators

17

REMOTE

OIL

FILTER

(OPTIONAL)

INSTALLATION

This popular accessory is used to relocate the engine's oil

filter from the engine to a more convenient location such as an engine room bulkhead.

NOTE:

Refer to ENGINE OIL CHANGE

in

this manual

for

instructions on removing the oil filter.

APPLY A THIN

COAT

OF

CLEAN

OIL

TO

THE

O-RING

WHEN

INSTALLING

THIS

KIT.

THREAD

THE

KIT

ON,

THEN

HAND

TIGHTEN

AN

ADDITIONAL

3/4

TURN

AFTER

THE

O-RING

CONTACTS

THE

BASE.

@'II

/

NOTE

THE

"IN"

AND

"OUT"

MARKINGS

ON

THE

ADAPTER

WHEN

THE

HOSES

ARE

REMOVED

FOR

INSTALLATION

SO

THEY

WILL

BE

RECONNECTED

CORRECTLY

THE

IN

CONNECTION

HOSE

MUST

ATTACH

TO

THE

OUT

CONNECTION

AT

THE

REMOTE

OIL

FILTER.

THE

OUT

CONNECTION

HOSE

MUST

ATTACH

TO

THE

IN

CONNECTION

AT

THE

REMOTE

OIL

FILTER.

To

install, simply remove the engine oil filter and thread on

WESTERBEKE's remote oil filter kit

as

shown. Always

install this kit with the oil filter facing down

as

illustrated.

Contact your WESTERBEKE dealer for more information

NOTE:

Westerbeke is not responsible

for

engine failure due

to

incorrect installation

of

the Remote Oil

Filter.

A

CAUTION:

It

is

vital

to

install

the

oi/lines

cor·

rectly.

If

the

oi/

flows

in

the

reverse

direction,

the

by·

pass

valve

in

the

filter

assembly

will

prevent

the

oil

from

reaching

the

engine

causing

an

internal

engine

failure.

If

there

is

no

oil

pressure

reading,

shutdown

immediately

and

check

the

hose

connections.

FASTEN

SECURELY

TO A BULKHEAD

ISCR~~WNrn

"PP"EDI

~~.qj

'~~

>:\

.....

"11

r-'

Q

~JLJ

r

APPLY A THIN

COAT

OF

CLEAN

OIL

TO

THE

FILTER

GASKET

WHEN

INSTALLING.

AFTER

THE

FILTER

CONTACTS

THE

BASE,

TIGHTEN

IT

AN

ADDITIONAL

3/4

TURN.

Engines & Generators

18

OIL

PRESSURE

NOTE:

WESTERBEKE recommends that the following engine

adjustments be

peiformed by a competent engine mechanic.

The infonnation below

is provided

to

assist the mechanic.

DESCRIPTION

The lubricating system is a pressure feeding system using an oil pump. The engine oil is drawn from the oil sump by the oil pump, which drives the oil, under pressure, through the oil filter, oil cooler and various lubricating points

in

the engine. The oil then returns to the oil sump to repeat the continuous cycle. When the oil pressure exceeds the specified pressure, the oil pushes open the relief valve

in

the

oil pump and returns to the oil sump, keeping the

oil

pressure

within its specified range.

TESTING

OIL

PRESSURE

To

test the oil pressure, remove the hex head plug from the oil manifold and install a mechanical oil pressure gauge in its place. After warming up the engine, set the engine speed at 1800 rpm and read the oil pressure gauge.

Oil

Pressure

Between

50

and

60

psi

at

1800

rpm.

Note:

A newly started (cold) engine may have an oil pres-

sure up to

70

or

80 psi. A warmed engine can have an oil

pressure as low as

30

psi. Oil pressure will vary depending

on the load placed on the generator.

TESTING

OIL

PRESSURE

LOW

OIL

PRESSURE

The specified safe minimum oil pressure is 4.3 + 1.4 psi (0.3

+ 0.1 kg/cm2). A gradual loss

of

oil pressure usually indicates worn bearings. For additional information on low oil pressure readings, see the

ENGINE TROUBLESHOOTING chart.

OIL

PRESSURE

SWITCH

The generator is fitted with an oil pressure sender and

an

oil pressure shutdown switch. Should the engine's oil pressure drop below the safe minimum, the switch will open and shut the engine down to prevent damage.

A

CAUTION:

OIL

PRESSURE

SWITCH-Do

not

use

lock

pliers,

vise

grips

or

pipe

wrenches

on

the

oil

pressure

switch.

Use

the

correct

socket

which

is

available

from

Snap-on,

Proto,

New

Britain

and

others.

Damage

to

the

switch

will

cause

oil

leaks

and/or

switch

failure.

+

OIL

PRESSURE

SWITCH

(NORMALLY

OPEN)

~

NORMALLY

OPEN

r---~

~

J

IGNITION

OIL

PRESSURE

Engines & Generators

.

19

FUEL

SYSTEM

GASOLINE

Use unleaded 89 octane

or

higher gasoline. When fueling,

follow

U.S. Coast Guard regulations, close off all hatches and companionways to prevent fumes from entering the boat, and ventilate after fueling.

NOTE:

The engine compartment should have a gasoline fume

detector/alarm properly installed

and

working.

GASOLINE/WATER

SEPARATOR

AND

FILTER

A primary fuel filter

of

the water separating type must be installed between the fuel tank and the engine to remove water and other contaminants from the fuel before they can be

carried to the fuel system

on

the engine.

Most installers include a type

of

filter/water separator with

the installation package as they are well aware

of

the problems

that contaminants

in

the fuel can cause.

These gasoline filters must have metal bowls (not

"see-

through")

to

meet

U.S. Coast Guard requirements.

The

metal

bowls have drain valves to use when checking for

water

and

impurities.

.

GASOLINE/WATER SEPARATOR & FILTER

(OWNER

INSTALLED)

AWARNING:

Shut

off

the

fuel

valve

at

the

tank

when

servicing

the

fuel

system.

Take

care

in

catching

any

fuel

that

may

spill.

00

NOT

allow

any

smoking,

open

flames

or

other

sources

of

fire

near

the

fuel

system

when

servicing.

Ensure

proper

ventilation

exists

when

servicing

the

fuel

system.

CARBURETOR

The

carburetor is a single barrel downdraft type with an electric

solenoid operated choke. Refer to CARBURETOR

ADJUSTMENTS

for more information.

FUEL

LIFT

PUMP

Periodically

check

the fuel connections to and out

of

the pump

and make sure that

no

leakage is present

and

that the fittings

are tight and secure.

The

DC

ground connection at one

of

the

pump's mounting bolts should

be

clean and well secured

by

the mounting bolt to ensure proper

pump

operation.

A

WARNING:

Fuel

leakage

at

the

fuel

pump

or

its

connections

is a fire

hazard

and

should

be

corrected.

Make

sure

proper

ventilation

exists

whenever

servicing

fuel

system

components.

The start sequence energizes the fuel lift pump as the piston

in

the pump operates,

it

creates an audible ticking sound.

If

no

ticking is heard,

check

for 12 volts

at

the pump connections. Also check that the ground wire is properly connected to the ground.

GASDENSER

The

gasdenser cools the fuel to prevent vapor lock. There is

no

maintenance required except making certain the fuel

fittings are tight

and

secure.

TO

CARBURETOR

TO

HEAT

"

EXCHANGER~

FUEL

LIFT

PUMP

Engines & Generators

20

CARBURETOR

ADJUSTMENTS

CARBURETOR

The carburetor

is

a single barrel, down-draft type with a cleanable metal screen air intake filter/spark arrester. The choke

is

operated by a 12-VOLT solenoid activated when the

ON

switch

is

depressed.

Air

Screen/Flame

Arrester

The air screen/flame arrester can easily be removed

by

releasing the hold-down clamp. Clean after the

first

50 hours

of

operation, every

100

hours from then on. Clean the air

screen

in

a water soluble cleaner such as GUNK.

Carburetor

Filter

Screen

Clean this filter element after the first 50 hours

of

operation,

then clean and inspect every

250 operating hours. Replace

the screen

if

necessary. Tighten the plug and make certain

there are no leaks.

AIR

SCREEN

FLAME

ARRESTER

TO

ROCKER

COVER

THROTTLE LINKAGE

KEEP

LINKAGE

WELL

LUBRICATED

(GRAPHITE)

Engines & Generators

21

\

CARBURETOR FILTER

SCREEN

(FUEL)

CHOKE

HEX

PLUG

CHOKE

ASSEMBLY

COOLANT PUMP

ENGINE

ADJUSTMENTS

SPARK

PLUGS

The spark plugs should be cleaned and regapped after the first

50 hour break-in period, then inspected every 250 hours

thereafter and replaced as needed.

A

WARNING:~

Do

not

remove

the

spark

plugs

while

the

engine

is

hot.

Allow

the

engine

to

cool

before

removing

them.

SPARK

PLUG

GAP:

0.027 -0.031

in

(0.7 -O.Bmm)

SPARK

PLUG

TORQUE:

10

-15Ib-fl

(1.5 -2.31

kg-m)

NOTE:

£octite Anti-Seize applied

to

the

threaded portion

of

the

spark plugs will

retard

corrosion,

making future

removal

of

the

spark plugs

easier.

INSPECTING THE

SPARK

PLUGS

CHECK

FOR

CARBON

~

BUILD

UP

AND

BURNING

, }

.-

f

GAP

HIGH

TENSION

CORDS

(IGNITION

WIRES)

Check the ignition wires every 500 operating hours as engine compartment heat can deteriorate the wires.

Check the resistance

of

each wire. Do not pull on

the

wire because the wire connection inside the cap may become seperated or the insulator may be damaged. When removing the wires from the spark plugs, grasp and twist the moulded cap, then pull the cap off the spark plug.

The resistance value is 410 ohm

per

inch

of

wire.

CHECKING

RESISTANCE

DRIVE

BELT

ADJUSTMENT

The drive belt must

be

properly tensioned. Excessive drive

belt tension can cause rapid wear

of

the belt and reduce the

service life

of

the fresh water pump's bearing. A slack belt or

the presence

of

oil on the belt can cause belt slipping, result-

ing in high operating temperatures. The'

BEG generators have two ,drive belts, one

drives

the governor and alternator and the other'drives the raw water pump. The tension adjustment procedure for both belts

is

as

follows:

1.

Remove the belt guard.

2.

To

adjust the govemor drive belt, loosen the two governor

mounting bolts.

To

adjust the raw water pump/fresh water pump drive

belt, loosen the two raw water pump mounting bolts.

3. With the belt(s) loose, inspect for wear, cracks and frayed

edges, and replace

if

necessary.

4.

To

loosen or tighten the governor drive belt, slide the

governor in

or

out as required, then retighten its mounting

bolts.

To

loosen or tighten the raw water pump/fresh water

pump drive belt, slide the raw water pump in

or

out

as

required, then retighten

its

mounting bolts.

5. The drive belts are properly adjusted

if

it can be deflected

no less than 3/8 inch

(lOmm) and no more than

112

inch (12mm) as the belt is depressed with the thumb at the midpoint between the two pulleys on the longest span

of

the belt.

NOTE:

Maintain a

22

lb

pressure

to

the

belt's outer face

for proper belt operation.

Spare

belts should always

be

carried

on

board.

A

WARNING:

Never

attempt

to

check

or

adjust

a

drive

belt's

tension

while

the

engine

is

in

operation.

6. Operate the generator for about 5 minutes, then shut down the generator and recheck the belt(s) tension.

7. Replace the belt guard.

Engines & Generators

REVISED

AUGUST

2004

22

ENGINE

ADJUSTMENTS

NOTE:

WESTERBEKE recommends that the following engine adjustments be performed by a competent engine mechanic. The information below

is

provided to assist the mechanic.

ENGINE

SPEED

(HERTZ)

ADJUSTMENT

Governor

The belt-driven, mechanically operated governor maintains the engine's rpm under various load conditions. Engine speed determines the hertz and voltage output

of

the generator.

Governor

Adjustments

Operate the generator to bring the unit up to operating temperature before adjusting the governor.

NOTE:

If

the governor is severely out

of

adjustment, manually adjust the linkage at no-load to obtain a safe output voltage before proceeding with the adjustment.

There are three adjusting points on the governor (see illustration).

1.

IncreaselDecrease Speed Adjustment. This adjusting bolt

sets the no-load speed

of

the engine. (The linkage arm between the governor arm and throttle lever should be adjusted to hold the throttle full open when the engine is not running.) Make sure this linkage moves freely and that the ball joint connectors are properly lubricated.

Use graphite lube for this purpose. Disconnect the ball joint and apply graphite lube to the inside

of

the joint.

2. Hunting/Regulation Adjustment.

If

the variation in engine speed between no-load and full-load is too great, adjust this eye bolt to draw the spring closer to the lever hub. The increase/decrease speed bolt may need to

be

adjusted as well.

If

the governor surges under load, adjust this eye bolt to move the spring away from the lever hub (check speed adjustment) .

3.

Bumper

Screw Adjustment. This screw

is

used to remove

a no-load surge ONLY.

NEVER

tum the bumper screw

into the governor so far that

it

increases the no-load speed.

Governor

Maintenance

1. Periodically lubricate the linkage arm attaching points at the governor arm and throttle lever.

Use a graphite

lubricant or equivalent.

NOTE:

Free movement

of

this linkage arm is important

for

proper governor/throttle operation.

2. Governor

Oil Capacity: 3 ounces

SAE

lOW/30 oil.

(Synthetic oil is recommended).

NOTE:

Do not overfill the governor.

3. To change the oil, remove the oil fill plug.

Place a small container under the governor and remove the governor drain plug.

Allow the oil to completely drain. Replace the governor drain plug. Then remove the

alle~

head oil fill level plug

located on the back

of

the governor. Fill the governor

with three ounces

of

oil

or

more until oil starts to flow

out

of

the oil fill level opening. Replace the allen head

plug and the oil fill plug.

LINKAGE

ARM

KEEP

LINKAGE

..

WELL

LUBRICATED

I

NCREASIE/DE:CRI:ASIE/

SPEED

ADJUSTMENT

ORAl

(UNDER)

L

FILL

4. Periodically adjust the governor belt tension (see DRIVE BELT ADJUSTMENTS). Since belts stretch slightly, this stretching will, to some degree, affect the governor's action.

Engines & Generators

23

REVISED

AUGUST

2004

ENGINE

ADJUSTMENTS

NOTE:

WESTERBEKE recommends that the following engine

adjustments be

peiformed by a competent engine mechanic.

The information below is provided to assist the mechanic.

TIMING

BELT

INSPECTION

AND

REPLACEMENT

A

CAUTION:

Water

or

oil

on

the

timing

belt

severly

reduces

the

service

life

of

the

belt.

Keep

the

timing

belt

sprocket

and

tensioner

free

of

oil

and

greese.

These

parts

should

never

be

cleaned.

Replace

if

seri-

ously

contaminated

with

dirt

or

oil.

If

oil

is

evident

on

these

parts,

check

the

front

case,

oil

pump

oil

seals,

and

crankshaft

oil

seals

for a possible

leak.

\

TIMING

BELT

ASSEMBLY

7

SPROCKET

BOLT

5

BELT

TENSIONER

1

UPPER

COVER

. 2

LOWER

COVER

__

-4o-I

9

ENGINE SUPPORT BRACKET

8

CAMSHAFT

SPROCKET

6

CRANKSHAFT

PULLEY

10

BELT

REAR

COVER

TIMING

BELT

NUMBERS

INDICATE

THE

ORDER

OF

DISASSEMBLY

4

TENSIONER SPRING

TIMING

BELT

REMOVAL

Using pliers, grip the tensioner spring projection and remove it

from the oil pump case stopper. ll1en, remove the tensioner

spring and the timing belt tensioner.

NOTE:

If

the timing belt is to be reused, chalk

an

arrow on the

belt to indicate the direction

of

rotation before removing

it.

This will ensure the timing belt is fitted correctly when reused.

~

)

U}

TIMING

BELT

0 0

TENSIONER_

TENSIONER

\f7"'i"P-~ioU'/

SPRING

REMOVING THE

TIMING

.~

BELT

.

SPROCKET

BOLT

REMOVAL

(CAMSHAFT)

Using the special tools shown

in

the illustration, lock the

camshaft sprocket

in

position and then loosen the camshaft

sprocket bolt.

Engines & Generators

24

ENGINE

ADJUSTMENTS

NOTE:

WESTERBEKE recommends that the following engine

adjustments be

peiformed by a competent engine mechanic.

The information below

is provided to assist the mechanic.

Timing

Belt

Inspection

Replace the belt

if

any

of

the following conditions exist:

1.

Hardening

of

back rubber-back side is glossy, without resilience, and leaves no indent when pressed with fingernail.

2.

Cracks on rubber back.

3.

Cracks or peeling

of

canvas.

4.

Cracks on tooth bottom.

5.

Cracks on belt.

6.

Abnornlal wear

of

belt sides. The sides are normal if

they are sharp as if cut

by

a knife.

7.

Abnormal wear on teeth.

8.

Tooth missing and canvas fiber exposed.

RUBBER EXPOSED

5.

7.

6.

8.

ABNORMAL

WEAR

(FLUFFY

STRAND)

TOOTH

MISSING

ANO

CANVAS

EXPOSED

Sprocket

Bolt

Installation

(Camshaft)

Using the special tools shown

in

the illustration, lock the

camshaft sprocket

in

position and tighten the camshaft

. sprocket bolt

to

the specified torque.

LOCKING

THE

CAMSHAFT

SPROCKET

Belt

Tensioner

Inspection

Replace the belt tensioner

if

it binds, rattles, or is noisy when

turned.

Tensioner

Spring

Installation

1.

Lock the timing belt tensioner in the illustrated position.

TIMING

BELT

TENSIONER

2. Fit one

of

the tensioner spring projections over the hooked

portion

of

the belt tensioner and fit the tensioner onto the

oil pump case.

YENSIONER

V

SPRING

3. Grip the other tensioner spring projection and fit

it

onto

the oil pump case lug as shown

in

the illustration. Move

the timing belt tensioner

in

the direction shown and

temporarily tighten the bolt.

OIL

PUMP

CASE

I

TIMING

BELT

TENSIONER

TENSIONER SPRING

Engines & Generators

25

ENGINE

ADJUSTMENTS

NOTE:

WESTERBEKE recommends that the following engine

adjustments be

performed by a competent engine mechanic.

The information below is provided

to

assist the mechanic.

Timing

Belt

Installation

.......

_-CYLINDER

CAMSHAFT

--+-lJ~,

HEAD

SPROCKET

ALIGN

THE

TIMING

MARK

1.

Align the camshaft timing mark with the timing mark on the cylinder head.

CRANSHAFT PULLEY

2.

Align the crankshaft timing mark with the timing mark

on the front case.

3. Keeping the tension side

of

the timing belt tight, fit the timing belt onto the crankshaft sprocket, camshaft sprocket, and tensioner pulley

in

that order.

4. Loosen the tensioner pulley mounting bolts by

114

to

112

of

a turn and allow the tensioner spring to apply

tension to the timing belt.

5. Tum the crankshaft twice

in

the normal rotating direction (clockwise) and check that the timing marks are correctly aligned.

A

CAUTION:

This

procedure

utilizes

the

camshaft's

driving

torque

to

apply

tension

evenly

to

the

timing

belt.

Be

sure

to

turn

the

crankshaft

as

described

above.

00

not

turn

the

crankshaft

in

reverse.

6. Tighten the tensioner pulley mounting bolts.

IDLER

PULLEY

BOLTS

TORQUE

23

Nm

(17

fl-Ib)

7. Replace the timing belt covers.

TIMING

BELT

COVER

BOLTS

TORQUE

11

Nm

(8

fI-lb)

Engines & Generators

.26

ENGINE

ADJUSTMENTS

NOTE:

WESTERBEKE recommends that the following engine adjustments be pelformed by a competent engine mechanic. The information below is provided to assist the mechanic.

ENGINE

COMPRESSION

TEST

1. To check the engine's compression pressure, warm up the engine then shut

it

down.

2. Remove the spark plugs and install a compression adapter (screws into a plug hole) with a gauge.

3. Close

0[[

the raw water intake seacock.

4. Crank the engine with the start motor and unplug the ignition coil and allow the compression gauge

to

reach a

maximum reading and record.

5. Measure the compression pressure

for

all

the cylinders. Ensure that compression pressure differential for each cylinder

is

within the specified unit.

Compression

pressure

should

not

differ

by

more

than

14

psi

(100

Kpa).

6.

If

a cylinder's compression or pressure differential

is

below the limit, add a small amount

of

engine oil through

the spark plug hole and repeat steps 3 and 4. (a) If additional

of

oil

causes

an

increase

of

pressure, the

piston ring and/or cylinder wall may be worn or damaged. (b)

[f

additional oil does not increase compression pressure suspect poor valve contact, valve seizure, or valve wear.

7. Reinstall plugs and ignition wires.

8.

Open the raw water thru seacock.

MEASURING

COMPRESSION

DIAL

GAUGE

Standard

Compression

(limit

of

difference

between

cylinders)

165

p.s.i.

at

300

rpm

14

p.s.i.

IGNITION

TIMING

1. Attach a timing light to the

#1

spark plug and mark the

front crankshaft timing groove and the timing mark

on

the

scale embossed on the engine's front cover. Each timing mark represents

5°.

CRANKSHAFT PULLEY

2. Start the engine and warm the engine to its normal operating temperature.

3.

Using the timing light, align the timing groove

in

the front crankshaft pulley with the proper timing mark on the ignition timing scale embossed on the engine's front cover.

Do this

by

loosening and slowly rotating the distributor

body. Refer

to the timing specifications:

IGNITION

TIMING

AT

1800

RPM:

20°

BTDC ± 1°.

Engines & Generators

27

REVISED

AUGUST

2004

ENGINE

TROUBLESHOOTING

The

following troubleshooting tables are

based

upon certain

engine problem indicators

and

the

most

likely causes

of

the

problems. When

troubleshooting indicates

an

eleclrical problem; see the

ELECTRICAL

SYSTEM

WIRING

DIAGRAM,

as

these

may reveal other possible causes

of

the problem which are

not

listed below.

PROBLEM

PROBABLE

CAUSE

Engine

does

not

1.

Voltage

drop

at

starter

solenoid

crank.

terminal.

2.

Engine

20A

circuit

breaker

has

tripped.

3.

Battery

is

low

or

dead.

4.

Loose

battery

connections.

5.

Faulty

wire

connection.

6.

Faulty

start

switcll.

7.

Faulty

start

relay

(K1).

B.

Faulty

starter

solenoid

9.

Raw

water

filled

cylinders.

10.

Filters

are

clogged

by

contaminated

fuel.

11.

Voltage

drop

at

(+)

at

overspeed

switch.

12.

Faulty

overspeed

switch

(reset

&

start).

Engine

cranks

but

1.

Out

of

fuel.

fails

to

start.

2.

Engine

is

flooded.

a.

Carburetor

float

needle

valve

open

or

damaged.

Clean

or

replace

the

needle

valve.

b.

Float

in

carburetor

is

leaking.

Repair

or

replace

float.

c.

Float

chamber

gasket

damaged

or

securing screws

are

loose.

Replace

gasket

and/or

tighten

screws.

3.

Fuel

pump

inoperative.

4.

Worn

or

faulty

spark

plugs.

5.

High

tension

wires

grounding

(wet

system).

6.

Faulty

ignition

coil.

7.

Faulty

distributor.

8.

Faulty

run

relay

(K2).

9.

Faulty

wire

connection.

10.

No

engine

compression.

11.

Faulty

idle

adjustment.

NOTE:

The engines control system (electrical system) is

protected by a

20

Ampere manual reset circuit breaker

located just outboard

of

the starter motor..

PROBLEM

PROBABLE

CAUSE

Engine

starts,

runs

1.

Faulty

shutdown

switch,

and

then

shuts

(oil

pressure,

water

or

exhaust

down.

temperature).

2.

High

engine

water

or

exhaust

temperature.

3.

Dirty

fuel/water

separator

filter.

4.

Mechanical

check

valve

at

the

fuel

supply

faulty.

(If

installed).

5.

Low

oil

level

in

sump.

6.

Faulty

fuel

pump.

7.

Faulty

engine

temperature

sensor.

Engine

starts,

runs

1.

Fuel

line

restriction.

but

does

not

come

2.

Mechanical

check

valve

at

the

up

to

speed.

fuel

supply

is

faulty.

3.

Throttle

plate

binding.

4.

Faulty

fuel

pump.

5.

Faulty

wire

connection.

6.

Faulty

engine

temperature

sensor.

7.

AC

generator

overload.

B.

High

exhaust

pressure.

Engine

hunts.

1.

Low

battery

voltage.

2.

Generator

is

overloaded.

3.

Cracked

distributor

cap.

4.

Faulty

high

tension

wires.

5.

Faulty

fuel

pump.

6.

High

exhaust

back-pressure.

7.

Valves

are

out

of

adjustment.

B.

Governor

is

out

of

adjustment.

9.

Dirty

fuel

filters.

10.

Throttle

linkage

is

binding.

Engines & Generators

28

ENGINE

TROUBLESHOOTING

PROBLEM

PROBABLE

CAUSE

PROBLEM

PROBABLE

CAUSE

Engine

misfires.

1.

Poor

quality

fuel.

No

DC

charge

to

the

1.

Faulty

connections

to

2.

Incorrect

timing.

starting

battery.

battery

charging

control.

3.

Dirty

flame

arrester.

2.

Faulty

battery

charging

control.

4.

Cracked

distributor

cap.

3.

Faulty

bridge

rectifier.

5.

Faulty

ignition

wires.

6.

Spark

plugs

are

worn.

4.

Faulty

generator

charger

windings.

7.

High

exhaust

back-pressure.

Blue

exllaust

smoke

1.

Lube

oil

is

diluted.

8.

Valve

clearances

are

incorrect.

discharge

from

the

2.

High

lube

oil

level.

Engine

backfires.

1.

Spark

plug

wires

are

connected

engine.

3.

Crankcase

breather

hose

is

clogged.

wrong.

4.

Valves

are

worn

or

adjusted

2.

Incorrect

timing.

incorrectly.

3.

Engine

is

flooded.

See

Engine

is

5.

Piston

rings

are

worn

flooded

under

Engine

cranks

but

or

unseated.

fails

to

starl.

Black

exhaust

smoke

1.

Dirty

flame

arrester.

4.

Dirty

flame

arrester.

discharge

from

the

2.

Faulty

carburetor.

5.

Cracked

distributor

cap.

engine.

3.

Idle

mixture

jet

too

rich.

6.

High

exhaust

back-pressure.

4.

Accelerator

diapllragm

leaking.

Engine

overheats.

1.

Coolant

loss.

Pressure

test

COOling

system.

2.

Faulty

raw

water

pump

impeller.

5.

Valves

are

worn

or

incorrectly

adjusted.

3.

Belts

are

loose

or

broken.

6.

Lube

oil

is

diluted.

4.

Raw

water

pump

worn.

7.

Piston

rings

are

worn

or

unseated.

5.

Faulty

thermostat.

8.

Crankcase

breather

hose

is

clogged.

Low

oil

pressure.

1.

Low

oil

level.

2.

Wrong

SAE

type

oil

in

the

engine.

Poor

performance

1.

Main

jet

clogged.

Remove

and

clean.

3.

Wrong

type

oil

filter.

at

generator

speed.

2.

Carburetor

inlet

filter

clogged.

4.

Relief

valve

is

stuck.

Remove

and

clean.

5.

Faulty

oil

pump.

3.

Fuel

pump

clogged.

Remove

and

6.

Faulty

engine

bearings.

replace.

7.

Faulty

oil

filter.

4.

Air

intake

filter

screen

dirty.

Remove

and

clean.

High

oil

pressure.

1.

Dirty

oil

or

wrong

SAE

type

oil

in

the

engine.

2.

Relief

valve

is

stuck.

Engines & Generators

29

DC

ELECTRICAL

SYSTEM

ALTERNATOR

The charging system consists

of

a DC belt driven alternator

with a voltage regulator, an engine DC

wiling harness, a mounted DC circuit breaker and a battery with connecting cables. Because

of

the use

of

integrated circuits (lC's), the electronic voltage regulator is very compact and is mounted internally or on the back

of

the alternator.

1.

Start the engine.

2. After the engine has run for a few minutes, measure the starting battery voltage at the battery terminals using a

multi meter set on DC volts.

a.

If

the voltage is increasing toward

14

volts, the alternator is working; omit Steps 3 through 8 and go directly to

"Checking the Service Battery?' on the next page.

b.lf

the voltage remains around

12

volts, a problem exists with either the alternator or the charging circuit; continue with Steps 3 through

8.

CHID

#14

BROWN

TO

TB2-4

TO

STARTER

SOLENOID

MULTIMETER

---''''''0

COM

#14

VIOLET

TO

FUEL

SOLENOID,

LIFT

PUMP

AND

DISTRIBUTOR

51

AMP

ALTERNATOR

SEE

WIRING

DIAGRAM

FOR

WIRE

CONNECTIONS.

ALTERNATOR

TROUBLESHOOTING

A

WARNING:

A

failed

alternator

can

become

very

hot.

00

not

touch

until

the

alternator

has

cooled

down.

Use this troubleshooting section to determine if a problem exists with

the

charging circuit or with the alternator. If

it

is

determined that the alternator or voltage regulator

is

faulty,

have a qualified technician check

it.

The allernator charging circuit charges the starting battery and the service battery. An isolator with a diode, a solenoid or a battery selector switch

is

usually mounted

in

the circuit

to isolate the batteries so the starting battery

is

not discharged

along with the service battery. If the alternator

is

charging the

starting battery

but

not the service battery, the problem is

in

the service battery's charging circuit and

not

with the alterna-

tor.

Testing

the

Alternator

A

CAUTION:

Before

starting

the

engine

make

certain

that

everyone

is

clear

of

moving

partsl

Keep

away

from

sheaves

and

belts

during

test

procedures.

A

WARNING:

When

testing

with

a multi

meter:

DC

and

AC

circuits

are

often

mixed

together

in

marine

applications.

Always

disconnect a shore

power

cord,

isolate

DC

and

AC

converters,

and

shut

down

the

engine

before

performing

DC

testing.

No

AC

tests

should

be

made

without a proper

knowledge

of

AC

circuits.

TESTING

THE

STARTING BATTERY/ALTERNATOR (ENGINE

RUNNING)

3. Tum off the engine. Inspect all wiring and connections. Ensure that the battery terminals and the engine ground connections are tight and clean.

A

CAUTION:

To

avoid

damage

to

the

battery

charging

circuit,

never

shut

off

the

engine

battery

switch

when

the

engine

is

runningl

4. If a battery selector switch

is

in

the charging circuit,

ensure that it

is

on the correct setting.

5. Tum

on

the ignition switch, but do not start

the

engine.

6. Check the battery voltage. If the battery is

in

good condi-

tion, the reading

ShOll

Id

be

12

to

13

volts.

TESTING

THE

ALTERNATOR

VOLTAGE

(gID

0

......

_-·

MULTIMETER

COM

+

(IGNITION

ON -ENGINE

OFF)

~~~~~

Engines & Generators

-

·GROUND

30

DC

ELECTRICAL

SYSTEM

7. Now check the voltage between the alternator output terminal (B+) and ground.

If

the circuit

is

good, the voltage at

the alternator will

be

the same as the battery, or

if

an isola-

tor

is

in

the circuit the alternator voltage will be zero.

If

neither

of

the above

is

true, a problem exists

in

the

circuit

between the alternator and the battery. Check

all

the

connections - look for an opening in the

charging circuit.

STARTING

BATTERY

TESTING

THE

STARTING BATTERY/ALTERNATOR (ENGINE

RUNNING)

-==

(ENGINE

GROUND

8. Start the engine again. Check the voltage between the alternator output and ground.

The voltage reading for a properly operating alternator should be between 13.5 and 14.5 volts.

If

your alternator

is

over- or under-charging, have it repaired at a reliable

service facility.

NOTE:

Before removing the alternator

for

repair,

use a

voltmeter to ensure that

12 volts

DC

excitation is present

at

the

EXC

tenninal

if

the previous test showed only bat-

tery voltage

at

the B output terminal.

If

12 volts is

not

present

at

the

EXC

terminal, trace the

wiring

and

look

for

breaks

and

poor

connections.

12

VOLT

DC

CONTROL

CIRCUIT

The engine has a 12 volt DC electrical control circuit that is shown on the wiring diagrams that follow. Refer to these diagrams when troubleshooting or when servicing the

DC

electrical system.

A

CAUTION:

To

avoid

damage

to

the

battery

charging

circuit,

never

shut

off

the

engine

battery

switch

while

the

engine

is

running.

Shut

off

the

engine

battery

switch,

however,

to

avoid

electrical

shorts

when

working

on

the

engine's

electrical

circuit.

BAnERY

The minimum recommended capacity

of

the battery used

in

the engine's

12

volt

DC

control circuit is 600 - 900 Cold

Cranking Amps (CCA).

Checking

the

Service

Battery

Check the voltage

of

the service battery. This battery should

have a

vol

tage between

13

and

14

volts when the engine

is

running.

If

not, there is a problem in the service battery charging circuit. Troubleshoot the service battery charging circuit by checking the wiring and connections, the solenoid, isolator, battery switch, and the battery itself.

MULTIMETER

CKQ)

G

alii

GROUND

SERVICE

BATTERY

TESTING

THE

SERVICE

BATTERY

(ENGINE

RUNNING)

A

CAUTION:

To

avoid

damaging

the

alternator

diodes,

do

not

use a high

voltage

tester

(i.e. a megger)

when

performing

tests

on

the

alternator

charging

circuit.

Battery

Care

Review the manufacturer's recommendations and then establish a systematic maintenance schedule for your engine's starting batteries and house batteries.

o Monitor your voltmeter for proper charging during engine

operation.

o Check the electrolyte level and specific gravity with a

hydrometer.

o Use only distilled water to bring electrolytes to a proper

level.

o Make certain that battery cable connections are clean and

tight

to

the battery posts (and to your engine).

o Keep your batteries clean and free

of

corrosion.

A

WARNING:

Sulfuric

acid

In

lead

batteries

can

cause

severe

burns

on

skin

and

damage

clothing.

Wear

protective

gear.

Engines & Generators

31

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DIAGRAM

GASOLINE

GENERATORS

#46094

AL TERNATOR

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32

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Engines & Generators

33

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NOTE:

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connector.

Engines & Generators

35

REMOTE

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SCHEMATIC

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HARNESS

15'

#043914

30'#043860

Engines & Generators

36

VIEWED

FROM

MATING

EN)

STARTER

MOTOR

DESCRIPTION

The

starter

can be roughly divided into the following sections:

• A motor section which generates a drive power.

• An overrunning clutch section which transmits an arma-

ture torque, preventing motor overrun after starting.

• A switch section (solenoid) which is operated when actuating the overrunning clutch through a lever and which supplies load current to

the

motor.

The starter is a new type, small, light-weight and is called a high-speed internal-reduction starter. The pinion shaft

is

sep-

arate from the motor shaft; the pinion slides only

on

the pinion shaft. A reduction gear is installed between the motor shaft and a pinion shaft. The pinion sliding part is not exposed outside the starter so that the pinion may slide smoothly without becoming fouled with dust and grease. The motor shaft is supported at both ends on ball bearings. The lever mechanism, switch and overrunning clutch inner circuit are identical

to

conventional ones.

ADJUSTMENT

AND

REPAIR

If

any abnormality is found by the following tests, the starter

should be disassembled and repaired.

Pinion

Gap

Insp~ction

I. Connect a battery (12V) between the starter terminal S

and the starter body, and the pinion drive should rotate out and stop.

A

CAUTION:

Never

apply

battery

voltage

for

over

10

seconds

continuously.

2.

Lightly push the pinion back and measure the return stroke (called pinion gap).

3.

If

the pinion gap is not within the standard range, (0.5

to

2.0 mm), adjust it

by

increasing or decreasing the number

of

shims on the solenoid. The gap is decreased as the

number

of

shims increases.

PINION

GAP

No-Load

Test

1.

Connect the ammeter, voltmeter, and battery to the starter as illustrated.

2. When the switch is closed, the pinion must protrude and the starter must run smoothly (at 3000 rpm or more).

If

the current or starter speed is out

of

specification, disas-

semble the starter and repair it.

BAITERY

A

CAUTION:

Use

thick

wires

as

much

as

possible

and

tighten

every

terminal

securely.

This

Is a

solenoid

shift-

type

starter

which

makes a rotating

sound

louder

than

that

of a

direct-drive

type

starter.

When

detecting

starter

rotation at

the

pinion

tip,

be

careful

not

to

come

in

contact

with

the

pinion

gear

when

It

protrudes.

SOLENOID

Perform the following tests.

If

any test result is not

satisfactory, replace the solenoid assembly.

1.

Inspect the solenoid for continuity between terminals

( +) and (-) and between terminals S and the body and

M and the body. There should be no continuity found between terminals S and

M.

Continuity will be found between terminals S and the body and terminal M and the body.

MULTIMETER

NOTE:

Disconnect

the

wire

from

terminal

M.

2. Connect a battery to the solenoid's terminal S for (+)

and M for (-). Have a switch in the + lead and close it. The pinion drive should extend fully out.

A

CAUTION:

00

not

apply

battery

current

for

more

than

10

seconds

when

testing

the

solenoid.

Engines & Generators

37

STARTER

MOTOR

AITRACTION

TEST

3. Holding test. With a battery connected

to

the solenoid ter-

minal S

(+) and to the starter body, manually pull out the

pinion

fully.

The pinion must remain at that position even

when released from holding with your hand.

HOLDING

TEST

STARTER

DISASSEMBLY

1.

Disconnect the wire from the solenoid terminal M (-).

2. Loosen the two screws fastening the solenoid. Remove the solenoid assembly.

3. Remove the two long through bolts and two screws fastening the brush holder. Remove the rear bracket.

4. With the brushes pulled away from the armature, remove the yoke and brush holder assembly. Then pull the armature out.

5. Remove the cover, pry the snap ring out, and remove the washer.

6. Unscrew the bolts and remove the center bracket. At the same time, the washers for the pinion shaft end play adjustment will come off.

STARTER

MOTOR

INSPECT

FOR

WEAR & CHIPPING

4. Return test:. With a battery connected to the solenoid ter-

minal M

(-) and to the starter body, manually pull out the

pinion

fully.

The pinion must return to its original position

when released from holding by

hand

RETURN

TEST

7. Pull out the reduction gear lever and lever spring from the front bracket.

8.

On the pinion side, pry the snap ring out, and pull out the pinion and pinion shaft.

9.

At each end

of

the armature, remove the ball bearing with

a bearing puller.

It

is impossible to replace the ball bearing

press-fitted

in

the front bracket.

If

that bearing

has

worn

off, replace the front bracket assembly.

SOLENOID

"ADJUSTING

BRUSH

HOLDER

SHIMS

ASSEMBLY

I

BRUSHES

~~

/

I "

1-1;

'r\cJi~~.

'"

9\"

j

ARMATURE

SNAPRING----~,

_

~---

~

~PECTFOR

~_______

/IV;;'

LEVER

SPRING~j

-

~

r::---

.'J/

I

\r.e.~

PINION

SHAFT

Engines & Generators

38

\

-,

'----.

__

.-

NOTE:

Inspect, clean and replace

if necessary brush, commuter;

solenoid, armature,

etc.

See the

following pages.

GENERATOR

INFORMATION

USE

OF

ELECTRIC

MOTORS

The

power

required

to

start

an

electric

motor

is

considerably

more

than

is

required

to

keep

it

running

after

it

is

started.

Some

motors

require

much

more

current

to

start

them

than

others.

Split-phase

CAC)

motors

require

more

current

to

start,

under

similar

circumstances,

than

other

types.

They

are

commonly

used

on

easy-starting

loads,

such

as

washing

machines,

or

where

loads

are

applied

after

the

motor

is

started,

such

as

small

power

tools.

Because

they

require 5 to 7 times

as

much

current

to

start

as

to

run,

their

use

should

be

avoided,

whenever

possible,

if

the

electric

motor

is

to

be

driven

by a small

generator.

Capacitor

and

repulsion-induction

motors

require

ii-om 2 to 4 times

as

much

current

to

start

as

to

[Lill.

The

current

required

to

start

any

motor

varies

with

the

load

connected

to

it.

An

electric

motor

connected

to

an

air

compressor,

for

example,

will

require

more

current

than

a

motor

to

which

no

load

is

connected.

In

general,

the

current

required

to

start

liS-Volt

motors

connected

to

medium

starting

loads

will

be

approximately

as

follows:

MOTOR

SIZE

AMPS

FOR

AMPS

FOR

(HP)

RUNNING

STARTING

(AMPERES)

1/6

3.2

6.4

to

22.4*

1/4

4.6

9.2

to

32.2*

1/3

5.2

10.4

to

72.8*

1/2

7.2

14.4

to

29.2*

3/4

10.2

20.4

to

40.8*

1

13

26

to

52

*NOTE:

In

the

above

table

the

maximum

Amps

for

Starting

is

more

for

some

small

motors

than

for

larger

ones.

The

reason

for

this

is

that

the

hardest

starting

types

(split-phase)

are

not

made

in

larger

sizes.

Because

the

heavy

surge

of

current

needed

for

starting

motors

is

required

for

only

an

instant,

the

generator

will

not

be

damaged

if

it

can

bring

the

motor

up

to

speed

in a few

seconds.

If

difficulty

is

experienced

in

starting

motors,

turn off

all

other

electrical

loads

and,

if

possible,

reduce

the

load

on

the

electric

motor.

REQUIRED

OPERATING

SPEED

Run

the

generator

first

with

no

load

applied,

then

at

half

the

gener-

ator's

capacity,

and

finally

loaded

to

its

full

capacity

as

indicated

on

the

generator's

data

plate.

The

output

voltage

should

be

checked

periodically

to

ensure

proper

operation

of

the

generating

plant

and

the

appliances

it

supplies.

If

an

AC

voltmeter

or

amp-

meter

is

not

installed

to

monitor

voltage

and

load,

check

it

with

a

portable

meter

and

amprobe.

NOTE:

When

the

vessel

in

which

the

generator

is

installed

con-

tains

AC

equipment

of

120

volts

only,

it

is

recommended

that

the

generator s AC

terminal

block

be

corifigured

to

provide

one

120

voltAC

hot

legfor

the

vessels

distribution

panel.

This

will

ensure

good

motor

starting

response

from

the

generator.

GENERATOR

FREQUENCY

ADJUSTMENT

Frequency

is a direct

result

of

engine/generator

speed,

as

indicated

by

the

following:

•

When

the

generator

is

run

at

1800

rpm,

the

AC

voltage

output

frequency

is

60

Hertz.

•

When

the

generator

is

nm

at

1500

rpm,

the

AC

voltage

output

frequency

is

50

Hertz.

Therefore,

to

change

the

generator's

frequency,

the

generator's

drive

engine's

speed

must

be

changed

along

with a reconfiguring

of

the

AC

output

connections

at

the

generator.

GENERATOR

MAINTENANCE

•

Maintaining

reasonable

cleanliness

is

important.

Connections

of

terminal

boards

and

rectifiers

may

become

corroded,

and

insulation

surfaces

may

start

conducting

if

salts,

dust,

engine

exhaust,

carbon,

etc.

are

allowed

to

build

up.

Clogged

ventilation

openings

may

cause

excessive

heating

and

reduce

life

of

windings.

•

For

unusually

severe

conditions,

thin

rust-inhibiting

petroleum

based

coatings

should

be

sprayed

or

brushed

over

all

surfaces

to

reduce

rusting

and

corrosion.

•

In

addition

to

periodic

cleaning,

the

generator

should

be

inspected

for

tightness

of

all

connections,

evidence

of

overheated

terminals

and

loose

or

damaged

wires.

•

The

drive

discs

on

single

bearing

generator's

should

be

checked

periodically

if

possible

for

tiglltness

of

screws

and

for

any

evidence

of

incipient

cracking

failure.

Discs should

not

be

allowed

to

become

rusty

because

mst

may

accelerate

cracking.

The

bolts

which

fasten

the

drive

disc

to

the

generator

shaft

must

be

hardened

steel

SAE

grade

8,

identified

by 6 radial

marks,

one

at

each

of

the 6 comers

of

the

head.

•

The

rear

armature

beming

is

lubricated

and

sealed;

no

maintenance

is

required.

However,

if

the

bearing

becomes

noisy

or

rough-sounding,

have

it

replaced.

•

Examine

the

bearing

at

periodic

intervals.

No

side

movement

ofthe

shaft

should

be

detected

when

force

is

applied.

If

side

motion

is

detectable,

inspect

the

bearing

and

shaft

for

wear.

Repair

must

be

made

quickly

or

major

components

will

mb

and

cause

major

damage

to

the

generator.

Carbon

Monoxide

Detector--------,

WESTERBEKE

recommends

mOlmting a carbon

monoxide

detector

in

the

vessel's

living

quarters.

Carbon

monoxide,

even

in small amounts,

is

deadly.

The

presence

of

carbon

monoxide

indicates

an

exhaust

leak

from

the

engine

or

generator

or

from

the

exhaust

elbow/

exhaust

hose,

or

that

fumes

from a nearby

vessel

are

entering

your

boat.

If

carbon

monoxide

is

present,

ventilate

the

area

with

clean

air

and

correct

the

problem

immediately!

Engines & Generators

39

BE

GENERATOR

DESCRIPTION

. This generator is a four-pole, brushless, self-excited

generator which requires only the driving force

of

the engine

to produce

AC

outpuL The copper and laminated iron in the

exciter stator are

respopsible for the self-exciting feature

of

this generator.

The

magnetic field produced causes an

AC

voltage to

be

induced into the related excitor rotor windings during rotation. Diodes located in the exciter rotor rectify this voltage to

DC

and supply it to the windings

of

the rotating field. This creates an electromagnetic field which rotates through the windings

of

the main stator, inducing

an

AC

voltage which

is

supplied to a load.

An

AC voltage

is

produced

in

the auxiliary windings

of

the main stator and

is,

in

turn, supplied to a voltage regulator. The regulator produces a DC voltage to further excite the exciter stator windings, enabling the generator to produce a rated AC output.

The

voltage regulator senses AC voltage output and adjusts DC excitation to the exciter stator winding according to amperage load the generator

is

furnishing. To maintain a

constant voltage output.

Voltage

Adjustments

This potentiometer is used

to

adjust output voltage. At proper

engine operating speed the output voltage should

be

held at ±2% from a no-load condition to a full rated generator output and from power factor

1.0 with engine drive speed variations

up

to -6%.

With the alternator running at no-load, at normal speed, and with

VOLT adjust at minimum, it is possible that output

voltage will oscillate. Slowly rotate the

VOLT adjustment

clockwise.

The

voltage output

of

the alternator will increase

and stabilize. Increase the voltage to the desired value.

CIRCUIT

BREAKER

A circuit breaker

is

installed on all WESTERBEKE

generators. This circuit breaker

will automatically disconnect

generator power

in

case

of

an electrical overload. The circuit

breaker can be manually shut

off

when servicing the

generator to ensure that no power

is

coming into the boat.

,--

- - -

--

- - - - -- - - -- -

GENERATOR

-- ---_. ------;

!EXCITERr

- - - - -

-ROTOR-

--1

r - - - - - - -STATOR'-i 1

iSTATOR:

I

II"""

8J

I

, + I

I-

I

,

I

-

I

1 I

I

L

__________

J

,_

L_

~-----------------

GENERATOR

INTERNAL

WIRING

DIAGRAM

AUTOMATIC

VOLTAGE

REGULATOR

(AVR)

I

,

AC

OUTPUT

WINDINGS

2

I

V22

I

V21

I

AC

OUTPUT

WINDINGS

1

I

V12

I

,

I

V11

CONNECTq

1--

___________

.....)

:

FOR

50Hz

I--

f----------

________

1

FOR

EXTERNAL

q

POTENTIOMETER

F2

(WHITE)

F1

(RED)

U1

r-

U2

UNUSED

WIRE

,MOUNTING

I

,-v

,.v

LOCATIONS

AVR

CONNECTIONS

-..

"....,

60

Hz

-

120/240V_

U1

V11

60

Hz

·120V

U1

V11

50

Hz·

230V

___

U1

V12

CONTROL

BOX

WESTERBEKE

Engines

& Generators

40

AUTOMATIC

0

VOLTAGE REGULATOR

~

I-jjz

'VAH

~

I

VAR

VOLTAGE

~

ADJUSTMENT

~

I---

......,

t--

AC

CIRCUIT

BREAKER

\

GENERATOR

AC

VOLTAGE

CONNECTIONS

AC

VOLTAGE

CONNECTIONS

The frame ground wire (green) must be properly positioned when changing the AC output configuration

of

the AC terminal block. For making connections to the AC terminal block, use terminal ends for

l/4

inch studs that will accept

multi strand copper wire sized for the amperage rating from

the hot lead connection.

The

frame ground green wire

connects between the neutral stud and the generator frame.

Generator

Frequency

I. Frequency

is

a direct result

of

engine/generator speed:

1800 rpm = 60 hertz; 1500 rmp =

50

hertz.

2.

To change generator frequency, follow the steps below:

120/240V

60Hz

230V

50Hz

r-:;;:"...,..-=-,

U 1

120V

60Hz

NOTE: When changing

from

60

Hz

to

60

Hz

see

operator·.

manual.

Configure the AC terminal block for the desired voltage frequency as shown. Ensure that the case ground wire

is

connected to the correct terminal block neutral ground

stud.

Check

Hz jumper

on

AC

voltage

regulator.

3. Remove

or

install the

jumper

on the automatic regulator

(depending on frequency). Refer to

BE

GENERATOR.

NOTE:

The green ground wire

may

be removed

in

those

installations where the

AC

circuit has a separate neutral

and

ground circuit. This will prevent the unit from being

a ground source

in

the vessel.

!V\T/WESTERBEKE

I

CONNECTq FOR

50Hz

,--

- - - -- - - -- -- - - -- -

GENERATOR

-- -- ----

--

- - ~

iEXCITERr- -

--

--ROTOR-

--1

,-

------STATOR·-i

!

ISTATOR

I I :

AC

OUTPUT

WINDINGS

2 I I

I I

81

11

'

I +

:1

I

~

II

l------f.-_,~~~

.

AC

OUTPUT

WINDINGS

1

I I 1

V12

~

__________

J:

_____

'-_-_-_-_-_-_-..J-+--"'t

j

-V11

________________

1

POTENTIOMETER

46455

AUTOMATIC VOLTAGE REGULATOR

Hz Hz

VAR

~

VOlTAGE

o

FOR

EXTERNAL

c::

VAR

F-

ADJUSTMENT

F2

(WHITE)

GENERATOR

INTERNAL

WIRING

DIAGRAM

'------+U1

'------+U2

F1

(RED)

AVR

CONNECTIONS ~ ,...,

60

Hz -120/240V_

U1

V11

60

Hz

-120V

__

U1

V11

50

Hz

..

230V

___

U1'\

V12

F+

"-'

,..,.,

WIRE

COLOR

CODE

A

VR

CONNECTIONS

(September

2004

Production

on)

T2

YELLOW

60Hz

T3 ORANGE

60Hz

T4

LT.

GREEN

TS

LT.

RED

50Hz

Engines & Generators

41

120/240V

l20V

230V

..........,.

r.-

T2 : T4

T3 T5

T2

T4

PROBLEM

No

AC

voltage

output

at

no

load.

Residual

voltage

produced

at

no

load

15 -20

volts

AC.

Low

AC

voltage

output

at

no

load

60

-100

VAC.

High

AC

output

voltage

150

VAC

or

higher.

Unstable

voltage

output.

AC

voltage

drop

under

load

60 -100

volts

AC.

BE

TROUBLESHOOTING

NOTE:

AC

GENERATOR TROUBLESHOOTING

MUST

BE

PERFORMED WITH ENGINE OPERATING

AT

60 HERTZ.

PROBABLE

CAUSE

1.

Short

or

open

in

the

4.

Open

in

exciter

main

stator

winding.

stator

winding.

2.

Shorted

pozi-resistor

5.

Open

in

rotating

on

exciter

rotor.

field

winding.

3.

Four

or

more

shorted

or

open

diodes

on

exciter

rotor.

1.

Faulty

voltage

regulator.

3.

Shorted

or

open

main

stator

auxiliary

winding.

2.

Short

or

open

to

wiring

to

voltage

regulator.

1.

Reset

voltage

potentiometer.

4.

Faulty

voltage

regulator.

2.

Open

or

shorted

diodes

in

exciter

rotor 1 to 3 diodes.

5.

Short

in

exciter

stator

winding.

3.

Open

or

shorted

exciter

6.

Short

in

rotating

field

winding.

rotor

winding.

1.

Reset

voltage

potentiometer.

2.

Faulty

voltage

regulator.

1.

Adjust

voltage

regulator.

2.

Faulty

voltage

regulator.

1.

Diode(s)

on

exciter

rotor.

breaking

down

when

load

is

applied

(inductive)

1-3

diodes.

Engines & Generators

42

LAY-UP

&

RECOMMISSIONING

General

Many owners rely on their boatyards to prepare their craft, including engines and generators, for lay-up during the offseason

or

for long periods

of

inactivity. Others prefer to

accomplish lay-up preparation themselves. The procedures which follow will allow you to perform your

own lay-up and recommissioning,

or

will serve as a checklist

if

others do the procedures.

These procedures should provide protection for your engine/generator during a lay-up and also help familiarize you with its maintenance needs.

If

you have any questions regarding lay-up procedures, call

your local servicing dealer.

He

will

be

more than willing to

provide assistance.

Propeller

Shaft

Coupling

[Propulsion

Engine]

The transmission and propeller half couplings should always be opened up and the bolts removed when the boat is hauled out

of

the water

or

moved from land to water, and during

storage in the cradle. The flexibility

of

the boat often puts a

severe strain on the propeller shaft

or

coupling

or

both, while

the boat is taken out or

put

in the water. In some cases, the

shaft has actually been bent

by

these strains. This does not

apply to small boats that are hauled out

of

the water when

not in use, unless they have been

dry for a considerable

period

oftime.

Fresh

Water

Cooling

Circuit

[Propulsion

Engine]

A 50-50 solution

of

antifreeze and distilled water

is

recom-

mended for use

in

the fresh water cooling system at all times.

This solution may require a higher concentration

of

antifreeze,

depending

on

the area's winter climate. Check the solution to

make sure the antifreeze protection is adequate. Should more antifreeze be needed, drain an appropriate amount

from the engine block and add a more concentrated mixture. Operate the engine to ensure a complete circulation and mixture

of

the antifreeze concentration throughout the cooling

system. Then recheck the antifreeze solution's strength.

Lubrication

System

With the engine warm, drain all the engine oil from the oil sump. Remove and replace the oil filter and fill the sump with new oil.

Use the correct grade

of

oil. Refer to the

ENGINE LUBRICATING OIL pages in this manual for

"engine oil change". Run

the engine and check for proper oil pressure and make

sure there are no leaks.

A

CAUTION:

Do

not

leave

the

engine's

old

engine

oil

in

the

sump

over

the

lay-up

period.

Engine

oil

and

combustion

deposits

combine

to

produce

harmful

chemicals

which

can

reduce

the

life

of

your

engine's

internal

parts.

Fuel

System

[Gasoline]

Top off your fuel tanks with unleaded gasoline

of

89 octane

or higher. A fuel conditioner such as

STABIL gasoline

stabilizer should

be

added. Change the element in your gasoline/water separator and clean the metal bowl. Re-install and make certain there are no leaks. Clean up any spilled fuel.

Fuel

System

[Diese~

Top off your fuel tanks with No.2 diesel fuel. Fuel additives such as

BlOB OR and STABIL should be added at this time to

control algae and condition the fuel. Care should be taken that the additives used are compatible with the primary fuel filter/water separator used in the system. Change the element in your primary fuel filter/water separator,

if

the fuel system

has one, and clean the separator sediment bowl. Change the fuel filter elements on the engine and bleed the

fuel system, as needed.

Start the engine and allow it to run

for 5 - 10 minutes to make sure no air is left

in

the fuel system. Check for any leaks that may have been created in the fuel system during this servicing, correcting them as needed. Operating the engine for 5 - 10 minutes will help allow movement

of

the treated fuel through the injection

equipment on the engine.

Raw

Water

Cooling

Circuit

Close the through-hull fitting. Remove the raw water intake hose from the fitting.

Place the end

of

this hose into a five

gallon bucket

of

clean fresh water. Before starting the engine,

check the zinc anode found in the primary heat exchanger

on

the engine and clean

or

replace it

as

required and also clean any zinc debris from inside the heat exchanger where the zinc anode is located. Clean the raw water strainer.

Start the engine and allow the raw water pump to draw the fresh water through the system.

When

the bucket is empty, stop the engine and refill the bucket with an antifreeze solution slightly stronger than needed for winter freeze

protection in your area. Start the engine and allow all

of

this mixture to be drawn

through the raw water system.

Once the bucket is empty, stop the engine. This antifreeze mixture should protect the raw water circuit from freezing during the winter lay-up, as well as providing corrosion protection.

Remove the impeller from your raw water pump (some antifreeze mixture will accompany it, so catch it in a bucket). Examine the impeller. Get a replacement,

if

needed, and a

cover gasket.

Do

not replace the impeller (into the pump)

until recommissioning, but replace the cover and gasket.

Intake

Manifold

and

Thru-Hull

Exhaust

Place a clean cloth, lightly soaked

in

lubricating oil, in the

opening

of

the intake manifold

to

block the opening.

Do

not

shove the cloth out

of

sight. (If it is not visible at recommissioning, and an attempt is made to start the engine, you may need assistance

of

the servicing dealer). Make a note to remove the cloth prior to start-up. The thru-hull exhaust port can be blocked in the same manner.

Engines & Generators

43

LAY-UP & RECOMMISSIONING

Starter

Motor

Lubrication and cleaning

of

the starter drive pinion

is

advisable,

if

access to the starter permits its removal. Make sure the battery connections are shut off before attempting to remove the starter. Take care in properly replacing any electrical connections removed from the starter.

Cylinder

Lubrication

[Diesel]

If

you anticipate a long lay-up period (12 months or more) WESTERBEKE recommends removing the fuel injectors for access to the cylinders. Squirt light lubricating oil into the cylinders to prevent the piston rings from sticking to the cylinder walls.

Make sure you have replacements for the injector and return line sealing washers.

Intake

Manifold

[Gasoline

1

Clean the filter screen in the flame arrester, and place a clean cloth lightly soaked in lube oil around the flame arrester to block any opening. Also place an oil-soaked cloth in the through-hull exhaust port. Make a note

to

remove cloths prior

to

start-up!

Cylinder

Lubrication

[Gasoline]

Spray fogging oil into the open air intake, with the flame arrestor removed, while the engine

is

running. The fogging oil will stall out the engine and coat the valves, cylinders and spark plugs for winter protection.

NOTE:

The

spark plugs will need

to

be

removed for cleaning

and regapping at spring commissioning.

Batteries

If

batteries are to be left on board during the lay-up period,

make sure that they are fully charged, and will remain that way,

to prevent them from freezing.

If

there

is

any doubt that

the batteries will not remain fully charged,

or

that they will be subjected to severe environmental conditions, remove the battelies and store them in a warmer, more compatible environment.

A

WARNING:

Lead

acid

batteries

emit

hydrogen,

a

highly-explosive

gas,

which

can

be

ignited

by

electrical

arcing

or a lighted

Cigarette,

cigar,

or

pipe.

00

not

smoke

or

allow

an

open

flame

near

the

battery

being

serviced.

Shut

off

aI/

electrical

equipment

in

the

vicinity

to

prevent

electrical

arcing

during

servicing.

Transmission

[Propulsion

Engine]

Check

or

change the fluid in the transmission as required. Wipe off grime and grease and touch up any unpainted areas. Protect the coupling and the output flange with an anticorrosion coating. Check that the transmission vent is open. For additional information, refer to the

TRANSMISSION

SECTION.

Spare

Parts

Lay-up time provides a good opportunity to inspect your WESTERBEKE engine to see

if

external items such as drive belts or coolant hoses need replacement. Check your basic spares kit and order items not on hand, or replace those items used during the lay-up, such as filters and zinc anodes. Refer

to

SPARE

PARTS

section

of

this manual.

RecommiSSioning

The recommissioning

of

your WESTERBEKE engine after a seasonal lay-up generally follows the same procedures as those presented in the

PREPARATIONS

FOR

STARTING

section regarding preparation for starting and normal starts. However, some

of

the lay-up procedures will need to be

counteracted before starting the engine.

1. Remove the oil-soaked cloths from the intake manifold

2. Remove the raw water pump cover and gasket. and discard

the old gasket. Install the raw water pump impeller removed during lay-up (or a replacement,

if

required).

Install the raw water pump cover with a new cover gasket.

3. Reinstall the batteries that were removed during the layup, and reconnect the battery cables, making sure the terminals are clean and that the connections are tight. Check to make sure that

the

batteries are fully charged.

A

CAUTION:

Wear

rubber

gloves, a rubber

apron,

and

eye

protection

when

serviCing

batteries.

Lead

acid

batteries

emit

hydrogen, a highly

explosive

gas,

which

can

be

ignited

by

electrical

arcing

or a lighted

cigarette,

cigar,

or

pipe.

00

not

smoke

or

allow

an

open

flame

near

the

battery

being

serviced.

Shut

off

all

electrical

equipment

in

the

vicinity

to

prevent

electrical

arcing

during

servicing.

4.

Remove the spark plugs, wipe clean, re-gap, and install to proper tightness

[gasoline].

5. Check the condition

of

the zinc anode in the raw water

circuit and clean

or

replace the anode as needed. Note that

it

is

not necessary to flush the antifreeze/fresh water solution from the raw water coolant system. When the engine is put into operation, the system will self-flush in a short period

.of time with no adverse affects.

It

is

advisable, as either

an

end

of

season or recommissioning

service, to inspect

the area where the zinc is located in the heat exchanger and clear any and all zinc debris from that area.

6. Start the engine in accordance with procedures described in the

PREPARATIONS

FOR

INITIAL

START-UP

section

of

this manual.

Engines & Generators

44

WESTERBEKE

8.0

KW

to

15

KW

BEG

ENGINE

SPECIFICATIONS

ENGINE

SPECIFICATIONS

Engine

Type

Governort Combustion

Chamber

Bore & Stroke

Piston

Displacement

Firing

Order

Direction

of

Rotation

Compression

Ratio

Weight

Gasoline,

four-cycle,

four-cylinder,

fresh

water-cooled,

Vertical,

in-line

overhead

mechanism.

Hoof,

flybal

type,

5%

speed

regulation

Semi-spherical

type.

2.97 x 3.23

cu.in.

(75.5 x 82.0

mm)

89.6

cubic

inches

(1468

cubic

centimeters) 1 - 3 - 4-2 Clockwise,

wilen

viewed

from

thelront.

9.0:1

8.0Kw

10.0

Kw

12.5

Kw

15.0

Kw

440

Lbs

(199

Kg)

466

Lbs

(211

Kg)

497

Lbs

(225

Kg)

525

Lbs

(238

Kg)

TUNE-UP

SPECIFICATIONS

Compression

Pressure

(Limit

of

difference

between

cylinders)

Valve

Seat

Angle

Valve

Clearance

(engine

hot)

Engine

Timing

Limit

14psi

(100

Kpa)

Intake

45°

Exhaust

45°

Intake

0.08

inches

(0.20

mm)

Exhaust

0.09

inches

(0.25

mm)

20°

BTDC

at

1800

rpm ± .5°

~~~~~~~~~~

General Oil

Filter

Sump

Capacity

(not

including

filter)

Operating

Oil

Pressure

(engine

hot)

Oil

Grade

Forced

lubrication

by

geared

pump

Full

flow,

spin-on

replaceable

type

3.5

U.S.

qts

(15.2

liters)

plus

filter/cooler

assembly

50-60

psi

API

Specification

of

SJ

class.

ELECTRICAL

SYSTEM

Start

Motor

Starting

Battery CCA Battery

Capacity

General

Distributor

Spark

Plug

Thread

Size

12

Volt,

reduction

gear/solenoid.

12

Volt,

(-)

negative

ground.

300-600

Amps

150

Cold

Cranking

Amps

(CCA).

IGNITION

SYSTEM

Battery

ignition

12V

negative

ground.

Distributor

with

ignition

module

and

igniter.

Ignition

COil

and

spark

plugs.

Equipped

witll

auto

timing

controller,

ignition

coil

built-in

breaker

less

type.

14mm X 1.25

pitch

IGNITION

SYSTEM

(CONT.)

Carburetor

(STD

Type)

Spark

Plug

Gap

General

Fuel

Lift

Pump

Fuel

Consumption

8.0

Kw

to

15.0

Kw

Fuel

Filter

(on

engine)

Air

Cleaner

(flame

arrester)

AirFlow

(engine

combustion)

Down

draft

type,

single

barrel.

USCG

approved

flame

arrester

.030

inches

(0.8

mm)

FUEL

SYSTEM

Conventional

carburetor

type

with

electric

fuel

pump

..

Regular

or

unleaded

gasoline

with

an

octane

rating

of

89

or

better.

Electric-lift

capability

of 6 ft.

(18mm).

1.10to

170

U.S.

GPH

at

3000

rpm.

at

full

load.

Replaceable

cartridge-screw

on.

Metal

screen

type -cleanable.

46.6

cfm

(1.3

cmm).

COOLING

SYSTEM

General

Operating

Temperature

Fresll

Water

Pump

Raw

Water

Pump

Raw

Water

Flow

at

1800

rpm

System

Capacity

(coolant)

Fresh

water-cooled

block,

thermostatically-

controlled

with

heat

exchanger. 140 -160° F (60 -71 ° C) Centrifugal

type,

metal

impeller,

belt-driven.

Positive

displacement,

rubber

impeller,

belt-driven.

5.5

gpm

(5.20

Ipm)

5.5

US

qts

(5.20

liters)

AC

GENERATOR

(SINGLE

PHASE)

Single

Phase

Voltage

Regulation

Frequency

Regulation

Ratings-AC

Volts

8.0Kw@60Hz

10.0Kw@60

Hz

12.5Kw@60

Hz

15.0Kw@60

Hz

Generator

Cooling

Air

Requirements

(60

Hertz

at

1800

RPM)

Engine

combustion

Air Requirements (60

Hertz

at

1800

RPM)

Engine

Compartment

Cooling

Requirements

Brushless

six

pole,

revolving

field.

Sealed

lubricated

single

bearing

design.

Reconnectable,

single-phase

transformer

with

solid-state

voltage

regulation.

120

or

120/240

Volts -60

Hertz

230

volts -50

Hertz

±

S%

no

load

to

full

load

± 3

Hertz

(5%)

no

load

to

full

load

120/240

volts -66/33

120/240

volts -83/41

120/240

volts -104/52

120/240

volts -125/62

200 -300

cfm

(5.6 -8.4

cmm)

Note:

Increase

air

supply

15%

for

Hertz

operation

1500

rpm.

46.6

cfm

(.1.3

cmm)

100-200

cfm

(2.83-5.66

cmm)

Engines & Generators

45

STANDARD

AND

METRIC

CONVERSION

DATA

LENGTH-DISTANCE

Inches

(in) x 25.4 = Millimeters

(mm) x .0394 = Inches

Feet

(ft) x .305 = Meters

(m) x 3.281 = Feet

Miles x 1.609 = Kilometers

(km) x .0621 = Miles

DISTANCE

EQUIVALENTS

1

Degree

of

Latitude = 60

Nm = 111.120

km

1

Minute

of

Latitude

= 1

Nm = 1.852

km

VOLUME

Cubic

Inches

(in3) x 16.387 = Cubic

Centimeters x .061

=in

3

Imperial

Pints

(IMP

pt) x .568 = Liters

(L) x 1.76 = IMP

pt

Imperial

Quarts

(IMP

qt) x 1.137 = Liters

(L)

x.88 = IMP

qt

Imperial

Gallons

(IMP

gal) x 4.546 = Liters

(L) x .22 = IMP

gal

Imperial

Quarts

(IMP

qt) x 1.201 = US

Quarts

(US

qt) x .833 = IMP

qt

Imperial

Gallons

(IMP

gal) x 1.201 = US

Gallons

(US

gal) x .833 = IMP

gal

Fluid

Ounces x 29.573 = Milliliters x .034 = Ounces

US

Pints

(US

pt) x .473 = Liters(L) x 2.113 = Pints

US

Quarts

(US

qt) x .946 = Liters

(L) x 1.057 = Quarts

US

Gallons

(US

gal) x 3.785 = Liters

(L) x .264 = Gallons

MASS-WEIGHT

Ounces

(oz) x 28.35 = Grams

(g) x .035 = Ounces

Pounds

(Ib) x .454 = Kilograms

(kg) x 2.205 = Pounds

PRESSURE

Pounds

Per

Sq

In

(psi) x 6.895 = Kilopascals

(kPa) x .145 = psi

Inclles

of

Mercury

(Hg) x .4912 = psi x 2.036 = Hg

Inches

of

Mercury

(Hg) x 3.377 = Kilopascals·

(kPa) x .2961 = Hg

Inches

of

Water

(H20) x .07355 = Inches

of

Mercury x 13.783 = H20

Inches

of

Water

(H20) x .03613 = psi x 27.684 = H20

Inches

of

Water

(H20) x .248 = Kilopascals

(kPa) x 4.026 = H20

TORQUE

Pounds-Force

Inches

(in-I

b) x .113 = Newton

Meters

(~Im)

x

8.85

=in-Ib

Pounds-Force

Feet

(ft-Ib) x 1.356 = Newton

Meters

(Nm) x .738 = ft-Ib

VELOCITY

Miles

Per

Hour

(MPH) x 1.609 = Kilometers

Per

Hour

(KPH) x .621 = MPH

POWER

Horsepower

(Hp) x .745 = Kilowatts

(Kw) x 1.34 = MPH

FUEL

CONSUMPTION

Miles

Per

Hour

IMP

(MPG) x .354 = Kilometers

Per

Liter

(Km/L)

Kilometers

Per

Liter

(Km/L) x 2.352 = IMP

MPG

Miles

Per

Gallons

US

(MPG) x .425 = Kilometers

Per

Liter

(Km/L)

Kilometers

Per

Liter

(Km/L) x 2.352 = US

MPG

TEMPERATURE

Degree

Fahrenheit

(OF) = (OC X 1.8) + 32

Degree

Celsius

(0C)

=

(OF -32) x .56

LIQUID

WEIGHTS

Diesel

Oil

= 1

US

gallon = 7.13

Ibs

Fresh

Water

= 1

US

gallon = 8.33

Ibs

Gasoline

= 1

US

gallon = 6.1

Ibs

Salt

Water

= 1

US

gallon = 8.56

Ibs

Engines & Generators

46

METRIC

CONVERSIONS

INCHES TO MILLIMETERS MILLIMETERS TO INCHES

Inches

mm

Inches

mm

Inches

mm

Inches

1

25.40

15

381.00 1 0.0394

15

0.5906

2

50.80 20

508.00

2 0.0787

20 0.7874

3

76.20 25 635.00

3

0.1181

25 0.9843

4

101.60 30

762.00

4

0.1575

30

1.1811

5

127.00

35

889.00 5 0.1969

35 1.3780

10

254.00 40 1016.00

10

0.3937 40

1.5748

10

MILLIMETERS

= 1

CENTIMETER,

100

CENTIMETERS

= 1

METER = 39.37

INCHES

(3.3

FEET)

INCHES TO METERS

METERS TO INCHES

Inches

Meters

Inches

Meters

Inches

Meters

Inches

1 0.0254 7 0.1778

0.1

3.937 0.7 27.559

2

0.0508

8

0.2032

0.2

7.874 0.8

31.496

3

0.0762

9

0.2286 0.3 11.811 0.9

35.433

4

0.1016

10

0.2540

0.4

15.748

1.0

39.370

5

0.1270

11

0.2794 0.5 19.685

1.1

43.307

6

0.1524

12 0.3048

0.6

23.622 1.2

47.244

TO

CONVERT

METERS

TO

CENTIMETERS,

MOVE

DECIMAL

POINT

TWO

PLACES

TO

THE

RIGHT

YARDS TO METERS METERS TO YARDS

Yards

Meters

Yards

Meters

Yards

Meters

Yards

1 0.91440 6

5.48640

1 1.09361

6 6.56168

2

1.82880

7 6.40080

2

2.18723

7

7.65529

3

2.74320 8

7.31520

3 3.28084

8 8.74891

4

3.65760 9

8.22960

4 4.37445

9 9.84252

5

4.57200

10

9.14400

5

5.46807

10 10.93614

MOVE

DECIMAL

POINT

FOR

HIGHER

VALUES -e.g.

6,000

METERS = 6,561.68

YARDS

POUNDS TO KILOGRAMS

KILOGRAMS TO POUNDS

Ib

kg

Ib

kg

Ib

kg

Ib

1

0.454

6

2.722 1

2.205

6

13.228

2

0.907

7

3.175 2

4.409

7 15.432

3

1.361

8

3.629 3

6.614

8

17.637

4

1.814

9

4.082 4 8.818

9

19.842

5 2.268

10

4.536

5

11.023 10

22.046

GALLONS TO LITERS LITERS TO GALLONS

Gallons

Liters

Gallons

Liters

Gallons

Liters

Gallons

1

3.79

10 37.86

1

0.26

60

15.66

2 7.57

20 75.71 2 0.53

90

23.77

3 11.36

30

113.57

5

1.32

120

31.32

4 15.14

40 151.42

10

2.64

150

39.62

5

18.93

50

189.28 20 5.28

180

47.54

PINTS TO LITERS

LITERS TO PINTS

Pints

Liters

Pints

Liters

Pints

Liters

Pints

1 0.47 6

2.84

1

2.11

6

12.68

2

0.95 7

3.31

2 4.23 7

14.79

3

1.42

8

3.79

3

6.34

8 16.91

4

1.89

9

4.26 4 8.45

9

19.02

5

2.37

10

4.73 5

10.57

10

21.13

TEMPERATURE

32

40

50

60

70

75 85

95

105 140

175

212

OF

I

I I I

I

I I

I

I I

I

I I I

I

0 5

10

15

20

25

30 35

40

60

80

100 °C

Engines & Generators

46a

STANDARD

HARDWARE

BOLT

HEAD

MARKINGS

Bolt

strength

classes

are

embossed

on

the

head

of

each

bolt.

Customary

(inch)

bolts

are

identifed'by

markings

two

to

grade

eight

(strongest).

The

marks

correspond

to

two

marks

less

than

the

actual

grade,

i.e.; a grade

seven

bolt

will

display

five

embossed

marks.

Metric

bolt

class

numbers

identify

bolts

by

their

strength

with

10.9

the

strongest.

NOTES:

1.

Use

the

torque

values

listed

below

when

specific

torque

values

are

not

available.

2.

These

torques

are

based

on

clean,

dry

threads.

Reduce

torque

by

10%

when

engine

oil

iSl1sed.

3.

Reduce

torques

by

30%

or

more,

when

threading

capscrews

into

aluminum.

STANDARD

BOLT & NUT

TORQUE

SPECIFICATIONS

METRIC

BOLT & NUT

TORQUE

SPECIFICATIONS

3AE

Grade

5

SAE

Grade

6-7

SM

Grade

8

Capsrew

Body

Size

Torque

Boll

Grade

4.&

Grade

4.8

Grade

8.8 • 9.8

Grade

10.9

(Inches) • (Thread)

Ft-lb

(Nm)

FI·Lb

(Nm)

Ft-lb

(Nm)

Dia.

Wrench

Size

FI·Lb

(Nm)

FI-Lb

(Nm)

FI-Lb

(Nm)

FI·Lb

(Nm)

114-

20

8

(11)

10

(14)

12

(1&)

-28

10

(14)

14

(19)

5116-18

17

(23)

19

(26)

24

(33)

-24

19

(26)

27

(37)

M3

5,5mm

0.3

(0.5)

0.5

(0.7)

1

(1.3)

1.5

(2)

M4

7mm

0.8

(1.1)

1

(1.5)

2

(3)

3

(4.5)

M5

8mm

1.5

(2.5

2

(3)

4.5

(6)

6.5

(9)

318-16

31

(42)

34

(46)

44

(60)

-

24

35

(47)

49

(66)

M8

10mm

3

(4)

4

(5.5)

7.5

(10)

11

(15)

M9

13mm

7

(9.5)

10

(13)

18

(25)

35

(26)

7/16-14

49

(66)

55

(75)

70

(95)

Ml0

16mm

14

(19)

18

(25)

37

(50)

55

(75)

-

20

55

(75)

78

(106)

1/2 -13

75

(102)

85

(115)

105

(142)

-

20

85

(115)

120

(163)

M12

18mm

26

(35)

33

(45)

63

(85)

97

(130)

M14

21

mm

37

(50)

55

(75).

103

(140)

151

(205)

M16

24mm

59

(80)

85

(115)

159

(215)

232

(315)

9/16-12

110(149)

120

(163)

155

(210)

-18

120

(163)

170

(231)

M18

27mm

81

(110)

118

(160)

225

(305)

321

(435)

!V8

-11

150

(203)

167

(226)

210

(285)

M20

30mm

118

(160)

166

(225)

321

(435)

457

(620)

-18

170

(231)

240

(325)

M22

33mm

159

(215)

225

(305)

435

(590)

620

(840)

314

-10

270

(366)

280

(380)

375

(508)

-16

295

(400)

420

(569)

M24

36mm

203

(275)

288

(390)

553

(750)

789

(1070)

7/8-

9

395

(536)

440

(597)

605

(820)

-14

435

(590)

675

(915)

M27

41

mm

295

(400)

417

(565)

811

(1100)

1154

(1565)

M30

46

mm

402

(545)

568

(770)

1103

(1495)

1571

(2130)

1 - 8

590

(800)

660

(895)

910

(1234)

-14

660

(895)

990

(1342)

M33

51

mm

546

(740)

774

(1050)

1500

(2035)

2139

(2900)

M36

55mm

700

(950)

992

(1345)

1925

(2610)

2744

(3720)

NOTE:

Fonnula to convert Ft-Lbs to

Nm

(Newton Meters) multiply Ft-Lbs

by

1.356.

SEALANTS & LUBRICANTS

GASKETS/SEALANTS

Oil

based

PERMATEX

#2

and

it's

HIGH

TACK

equivalent

are

excellent

all

purpose

sealers.

They

are

effective

in

just

about

any

joint

in

contact

with

coolant,

raw

water,

oil

or

fuel.

A

light

coating

of

OIL

or

LIQUID

TEFLON

can

be

tJsed

on

rubber

gaskets

and

a-rings.

LOCTITE

hydraulic

red

sealant

should

be

used

on

oil

adapter

hoses

and

the

oil

filter

assembly.

Coat

both

surfaces

of

the

oil

pan

gasket

with

high

temp

RED

SILICONE

sealer.

When

installing

gaskets

that

seal

around

water

(coolant)

passages,

coat

both

sides

with

WHITE

SILICONE

grease.

High-copper

ADHESIVE

SPRAYS

are

useful

for

holding

gaskets

in

position

dur-

ing

assembly.

Specialized

gasket

sealers

such

as

HYLOMAR

work

well

in

applications

requir-

ing

non-hardening

properties.

HYLOMAR

is

particlarly

effective

on

copper

cylinder-head

gaskets

as

it

resists

fuel,

oil

and

water.

Use

LIQUID

TEFLON

for

sealing

pipe

plugs

and

fillings

that

connect

coolant

passages,

Do

not

use

tape

sealants!

BOLTS & FASTENERS/ASSEMBLIES

Ughtly

oil

head

bolts

and

other

fasteners

as

you

assemble

them.

Bolts

and

plugs

that

penetrate

the

water

jacket

should

be

sealed

with

PERMATEX

#2

or

HIGH

TACK.

When

assembling

the

flywheel,

coat

the

bolt

threads

with

LOCTITE

blue.

Anti-seize

compounds

and

thread

locking

adhesives

such

as

LOCTITE

protect

threaded

components

yet

allows

them

to

came

apart

when

necessary.

LOCTITE

offers

levels

of

locking

according

to

the

job.

LITHIUM

based

grease

is

waterproof,

ideal

for

water

pump

beanngs

and

stuff-

ing

boxes.

Heavily

oil

all

sliding

and

reCiprocating

components

when

assembling.

Always

use

clean

engine

oil!

Engines & Generators

47

SHORE

POWER

TRANSFER

SWITCH

SHORE

POWER

CONNECTIONS

(60

HERTZ)

Generator

NOTE:

Diagram

shows

connections

for a two-

~

wire.

120-

Volt

system.

For a three-

wire

system

.l

..

-=-

use

dotted

lines

for

the

other

hot

leg,

:

T'--

__

._~

I

/--,

L

_____

/-(j)

~\

I ®+--

r-----~

__

//

I

I I

I

Ship-to-

Shore

SWitch

(3

Pole)

PN

32008

(40Amps/Pole)

PN

32009

(SO

Amps!

Pole)

PN

32010

(125

Amps/

Pole)

PN

32133

(200Amps/Pole)

If

the installer connects shore power to the vessel's AC cir-

cuit, this must be done

by

means

of

the Shore Power Transfer

Switch. Set the transfer switch shown in the diagrams to the

OFF

position. This switch prevents simultaneous connection

of

shore power to generator output.

A

CAUTION:

Damage

to

the

generator

can

result

if

utility

shore

power

and

generator

output

are

connected

at

the

same

time.

This

type

of

generator

damage

is not

covered

under

the

warranty;

it

is

the

installer's

responsi-

bility

to

make

sure

all

AC

connections

are

co"ect.

230

VOLT/50

HERTZ

TWO

WIRE

CONFIGURATION

:z

w

a:

"

G

N

L1

GENERATOR I SHORE

SWITCH

/--

......

,

'---~,.J"

..

,

~Ll

I I

r--~-----H:3

2 I

" /

,_/

/",.--

......

,

~--~~5~

~N

(NEUTRAL)I

7 ® )

,--...,/

PH

32133

SHIP'S

LOAD

SHORE

GROUND

_

SHIP'S

- GROUND

\L1

N)

,

120

VOLT/60

HZ

THREE

WIRE

CONFIGURATION

Notice the repositioning

of

the white wire ground load on the

terminal block to the generator case.

Generator

~

NOTE:

Diagram

shows

connections

for a two-

wire)

120-Volt

system

from

the

generator,

with

three-wire,120-Volt

boat

system.

Ship-to-

Shore

SWitch

(3

Pole)

PN

32008

(40Amps/Pole)

l

PN

32009

L2

(SO

Amps/

Pole)

/;-'\

l1J

r~~!~https://manualmachine.com/POle)

I

11

:8-,

--I--'-=C"'-"N

Ships

Load PN

32133

"§~_....:".,./

~~~~;O-V01t

(200

Amps/Pole)

~I

Ground

il'

Equipment

Z.

(GRNI

~

Shore

Power

Switching

Shore

Power

to

Generator

Power

A

CAUTION:

Heavy

motor

leads

should

be

shut

off

before

switching

shore

power

to

generator

power

or

vice-versa

because

voltage

surges

induced

by

switching

with

heavy

AC

loads

on

the

vessel

being

operated

may

cause

damage

to

the

exciter circuit

components

in

the

generator.

SHORE POWER

230V

50HZ

WESTERBEKE

Engines & Generators

48

SUGGESTED

SPARE

PARTS

WESTERBEKE

MARINE

GASOLINE

GENERATORS

CONTACT YOUR WESTERBEKE DEALER FOR SUGGESTIONS

AND

ADDITIONAL INFORMATION

RAW

WATER

.

IMPELLER/GASKET

MODEL

HOSE

KIT

HOSE

KIT/DUFFEL

SAG

Molded

engine

replacement

hoses

pack

in

a

rugged

canvas

carrying

bag

ZINC

ANODES

FUEL FILTERS

WESTERBEKE also offers two Spare Parts Kits, each packaged

in

a rugged, rust free toolbox.

KIT

A includes the basic spares.

KIT B

is

for more extensive off-shore cruising.

KIT

A

Impeller Kit Heat Exchanger Gasket Oil Filter Drive Belt Zinc Anodes Spark Plugs

DISTRIBUTER

CAP

AND

WIRES

WESTERBEKE

RECOMMENDS

CARRYING

ENOUGH

SPARE

ENGINE

OIL

(YOUR

BRAND)

FOR

AN

OIL

CHANGE

(5

OTS.)

AND A GALLON

OF

PREMIXED

COOLANT.

SPARE

PARTS

KITS

Engines & Generators

49

KIT

B

Impeller

Kit

Water Pump Repair

Kit

Thermostat Kit Zinc Anodes Complete Gasket Kit Heat Exchanger Gasket Oil Filter Drive Belt Spark Plugs

Engines & Generators

1053-WM-DW-8/2001

Westerbeke 8.0KW, 10.0KW, 12.0KW Operator's Manual

Specifications and Main Features

Frequently Asked Questions

User Manual