Westerbeke 6.0KW - 50Hz BTDA, 10.0KW - 60Hz, 7.5KW - 50Hz BTDA, 11.5KW - 60Hz, 9.2KW - 50Hz BTD Operator's Manual

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OPERATORS

MANUAL

MARINE

DIESEL

GENERATORS

8.0KW • 60Hz

.........

6.0KW • 50Hz

BTDA

10.0KW • 60Hz

.........

7.5KW • 50Hz

BTDA

11.5KW

•

60Hz

........

,9.2KW

•

50Hz

BTD

12.5KW

•

60Hz

.........

9.4KW

•

50Hz

BTDB

12.6KW

•

60Hz

......

10.4KW

•

50Hz

BTD

15.0KW

-

60Hz

.....

12.0KW

•

50Hz

BTDC

Single

an

hase

PUBLICATION NO.44800

THIRD EDITION

JUNE 2008

WESTERBEKE

CORPORATION'

150

JOHN

HANCOCK

ROAD

MYLES

STANDISH

INDf.lSTRIAL

PARK'

TAUNTON

MA

02780

WEBSITE:

WWW.WESTERBEKE.COM

---.-.

.J,YJJ!.ttfIJ

Member

NaJil>nal

Marine

Manu/aCIJITwAssociafiqn

CALIFORNIA

PROPOSITION

65

WARNING

Diesel engine exhaust and some
of

its constituents are known

to

the State

of

California

to

cause
cancer, birth defects, and other
reproductive harm.

A

WARNING:

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

-

Throbbing

in

Temples

-

Muscular

Twitching

-

Vomiting

-

Weakness

and

Sleepiness

-Inability

to

Think

Coherently

IF

YOU

OR

ANYONE

ELSE

EXPERIENCE

ANY

OF

THESE

SYMPTOMS,

6ET

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.

This

WARNING

DECAL

is

provided

by

WESTERBEKE

and

should

be

fixed

to

a

bulkhead

near

your

engine

Dr

generator.

WfSTERBEKE

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.

SAFETY

INSTRUCTIONS

INTRODUCTION

Read this safety

manual

carefully. Most accidents are

caused by failure to follow fundamental rules

and

precau-

tions. Know when dangerous conditions exist

and

take the

necessary precautions to protect yourself,

your

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:

Do

not

touch

AC

elsctrical

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:

DD

nDt

touch

hot

engine

parts

Dr

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

Dr

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

Of

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

Of

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

run-

ning 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-ven-

tilated

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

servic-

ing.

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

valve.

•

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

i

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 certain

all

personnel are clear

of

the engine before

starting.

• Make certain

all

covers, guards, and hatches are re-

installed before starting the engine.

BAnERY

EXPLOSION

A

WARNING:

Banery

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 ignited

by

electrical

arcing or

by

lit tobacco products. Shut off all electrical

equipment

in

the vicinity

to

prevent electrical arcing dur-

ing

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 terminals

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
burns or sparks that could cause an explosion. Remove
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 when disconnecting the battery.

BAnERYACID

A

WARNING:

SulfuriC

acid

In

banerles

can

cause

severe

injury

or

death!

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

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 manifolds

are securely attached and no warping exists.

Pay

close

attention to the manifold, water injection elbow,

and

exhaust pipe nipple.

• Be sure the unit and

its

surroundings are well ventilated.

•

In

addition

to

routine inspection of

the

exhaust system,
install a carbon monoxide detector. Consult your boat
builder

or

dealer for installation of approved detectors.

• For additional information refer

to

ABYC

T-22

(educa-

tional information on Carbon Monoxide).

A

WARNING:

carbon

monoxide

(CO)

is

an

invisible

odorless

gas.

Inhalation

produces

nu-like

symptoms,

nausea

Dr

death!

• Do not

use

copper tubing in diesel exhaust systems. Diesel

fumes can rapidly destroy copper tubing in exhaust

sys-

terns.

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

symp-

toms or signs

of

carbon monoxide inhalation or poisoning

are:

Vomiting
Dizziness
Throbbing in temples
Muscular twitching

Intense headache

Weakness and sleepiness

AVOID

MOVING

PARTS

A

WARNING:

Rotating

parts

can

cause

Injury

or

death!

• Do not service the engine while it is running.

If

a situa-

tion 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

aU

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

opemting.

•

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

nol$8

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

Dr

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 thor-

ough

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 recommenda-

tions

when

installing your engine.

ABYC (American Boat and

Yacht

Council)

"Safety Standards

for

Small Craft"

Order

from:

ABYC
15

East 26th Street

New

York,

NY

10010

NFPA

(National Fire Protection Association)

"Fire Protection Standard

for

Motor Craft"

Order

from:

National

Fire Protection Association

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

WES1ERBEKE

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

~

be

made

to

install a siphon-

break 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 siplwn-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 manufacturer for 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

Jour

WESTERBEKE

dealer.

/w-/WESTERBEKE

I En9ines & Generators

iv

TABLE

OF

CONTENTS

Parts

Identification .............................................

2

Glow

Plugs

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

24

Introduction

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

3

Generator

Wiring

Diagram

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

25

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

Generator

Wiring

Schematic

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

26

Serial Number Location ............................... .4

Generator

Wiring

Diagram

Diesel

Fuel,.

Engine

Oil

and

Coolant..

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

5

(with Electronic Governng) ......................... 27

Generator

Control-

Panels

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

6

Generator

Wiring

Schematic

Description

of

Switches ................................. 6

(with Electronic Schematic) ........................ 28

Description

of

Gauges ................................... 6

Remote

Instrument

Panel

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

29

Remote Panel ................................................. 6

Engine

Troubleshooting

(Chart)

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

30

Preparations

for

Initial

Start·Up

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

7

Control

Panel

Troubleshooting

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

32

Pre-Start Inspection ....................................... 7

Engine

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

.33

Generator Voltage .......................................... 7

Drive Belt Adjustment ................................ .33

Starting/Stopping

Procedure ...............................

8

Electronic Governor (Optional) .................. .33

Safety Shutdown Switches ............................ 9

Engine Speed/Engine Shutdown ................ .33

Generator

Break·ln

Procedure

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

.1

0

Valve Clearance ..........................................

.34

The

Daily

Operation

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

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

11

Testing Engine Compression ....................... 35

Maintenance

Schedule

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

12

Fuel Injectors ............................................... 35

Cooling

System

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

14

Generator

Information

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

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

36

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

BT

Generator

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

37

Thermostat ................................................... 15

Internal Wiring

(6

Stud)

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

38

Raw Water Cooling

Pump ........................... 15

Generator

Voltage

Adjustment

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

39

Changing the Raw Water Impeller .............. 16 Automatic Voltage Regulator ..................... .40

Heat Exchanger ........................................... 16 Voltage Regulator Adjustments .................. .40

Air

IntakelSilencer

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

17

Generator

Internal

Wiring

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

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

.41

Air Filter ......................................................

17

Regulator

Sensing 3 Phase

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

.42

Fuel

System

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

18

Shore

Power

Transfer

Switch

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

.43

Fuel LiftlWater Separator ............................ 18

Generator

Troubleshooting

(Chart)

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

.44

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

18

Lay·Up

and

Recommissioning

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

.45

Fuel Lift

Pump Filter ...................................

18

Specifications

(3

Cylinder

Engine)

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

.47

Fuel Filter ....................................................

18

8.0/6.0Kw

. 10.0n

.5Kw

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

.48

Engine

Lubricating

Oil

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

19

11.5/9.2Kw

..

12.6/10.4Kw

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

..49

Engine

Oil Change ...................................... 19

Specifications

(4

Cylinder

Engine)

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

50

Oil

Pressure

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

20

12.5/9.4Kw·

15.0/12.0Kw

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

51

Testing Oil Pressure ..................................... 20

Engine

Torque

Specifications

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

52

Remote

Oil

Filter

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

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

21

Standard

Hardware

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

53

DC

Electrical

System

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

22

Metric

Conversion

Data

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

55

Alternator Troubleshooting ......................... 22

Raw

Water

Discharge

Hose

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

56

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

23

Power

Take

Off

System

......

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

57

Suggested

Spare

Parts

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

58

Engines & Generators

1

DC

20

AMP
CIRCUIT
BREAKER

BREAKER

OIL

FI

FRONT

PREHEAT

REAR

MOUNT

PARTS

IDENTIFICATION

OIL

PAN

LEFT

SIDE

GENERATOR

EMERGENCY

STOP

SWITCH

CONNECTION

TO

BREAK

to.PlATE

'--"~-I----+---EXHAUST

ELBOW

SOLENOID

STARTER

MOTOR

REAR

MANIFOLD

PRESSURE

CAP

.FILL

RIGHT

SIDE

Engines & Generators

2

'FILL

THERMOSTAT
ASSEMBLY

AIR

INTAKE

SILENCER & FILTER

_---INJECTION

PUMP

ENGINE

BLOCK

DRAIN

PLUG

FILTER

FRONT

INTRODUCTION

lhis

WESTERBEKE Diesel Generator

is

a product of
WESTERBEKE's long years of experience and advanced
technology.

We

take

great pride

in

the

superior durability

and

dependable performance

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.

lhis

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 contact your WESTERBEKE dealer

for

WESTERBEKE'S installation manual.

WARRANTY

PROCEDURES

Your

WESTERBEKE

Warranty

is included

in

a separate

folder.

If,

after 60

days

of submitting

the

Warranty

Registry

form

you

have

not

received a customer identification card

registering your

warranty,

please contact the

factory

in

writing

with

model information, including the unit's serial

number

and

commission

date.

Customer

Identification

Card

,....".",WESTERBEKE

,

Engines & Generators

Customer Identification
MR.

GENERATOR

OWNER

MAIN

STREET

HOMETOWN,

USA

Model

15

BTC

Ser.

#

Expires

The

WESTERBEKE serial number

is

an

alphanumeric

number

that can assist in determining

the

date

of

manufac-

ture

of your WESTERBEKE engine or

generator.

The

manu-

facturer's date code

is

placed at

the

end

of

the engine serial

number

and consists of a character followed

by

three

numbers.

The character indicates the decade.

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

TIlE

CONTENT OF

SUCH

SOFTWARE,

MAKES

NO

WAR-

RANTIES

OR

REPRESENTATIONS

WITH

RESPECT

THERETO,

INCLUDING

ACCURACY,

TIMEUNESS

OR

COMPLETENESS THEREOF AND

WILL

IN

NO

EVENT

BEUABLE

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 of WESTERBEKE 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

exclusively

as

the definitive authority

on

the respective product. It

not

only

makes

good sense

but

is

imperative that appropriate representatives of

WESTERBEKE or the supplier

in

question

be

consulted

to

determine

the

accuracy and currentness of

the

product software being consulted

by

the

customer.

NOTES,

CAUTIONS

AND

WARNINGS

As

this manual takes

you

through

the

operating procedures,

maintenance schedules,

and

troubleshooting of your

marine

engine, 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

stTictly

observed,

can

result

In

the

damage

Dr

destruction

of

your

engine.

A

WARNING:

Procedures,

which

if

not

properly

fol-

lowed,

can

rssult

in

personal

Injury

or

lOss

of

me.

Engines & Generators

3

INTRODUCTION

SERIAL

NUMBER

LOCATION

The

engine

and

generator serial numbers and

model

numbers

are

located

on a decal

on~the

generator housing.

Take

the

time

to

enter the information

on

the blank decal provided

below

as

this

will

provide a quick reference

when

seeking

technical information andlor ordering repair parts.

~

The

engine serial number can also

be

found

stamped

into

the

engine block just above the injection

pump.

The generator

serial

number

is

stamped into

the

generator housing

on

the

flat

surface

on

the

left side of

the

generator.

Il:n

:

R!!i!i.!:2!)

~,~

..

-,

An

identification plate

on

the

engine manifold

also

displays

the

engine model

and

serial

number.

SERIAL
NUMBER

GENERATOR
ID

DECAL

NOTE:

A

carbon

monoxide warning decal has been provided

by

WESTERBEKE.

Affix

this

decal

in

a visible position

in

the

engine

room.

UNDERSTANDING

THE

DIESEL

ENGINE

The

diesel engine closely resembles the gasoline

engine,

since

the

mechanism

is

essentially the

same.

The cylinders

are

arranged above a closed crankcase;

the

crankshaft

is

of

the same

general

type

as

that

of a gasoline

engine;

and

the

diesel

engine

has

the

same

types of valves, camshaft,

pistons,

connecting

rods

and

lubricating system.

Therefore,

to

a great extent, a diesel engine requires

the

same

preventive maintenance

as

a gasoline

engine.

The

most important

factors

are

proper ventilation

and

proper

maintenance of the

fuel,

lubricating and cooling

systems.

Replacement of

fuel

and

lubricating

filter

elements

at

the

time periods specified

is a must,

and frequent checking

for

contamination (that

is,

water,

sediment,

etc.)

in

the

fuel

system

is

also

essential. Another important factor

is

the

use

of

the

same

brand of high detergent

diesel

lubrication

oil

designed specifically

for

diesel

engines.

The

diesel

engine does differ from

the

gasoline

engine,

however,

in

its

method of handling and

firing

of

fuel.

The

carburetor

and

ignition systems

are

done

away

with

and

in

their place

is

a single component the

fuel

injection

pump

-

which

performs the

function

of both.

ORDERING

PARTS

Whenever replacement

parts

are

needed,

always

provide

the

generator

model

number,

engine serial

number,

and

generator

serial

number

as

they

appear

on

the

silver and black

name

plate located

on

the

generator end.

You

must provide

us

with

this information

so

we

may

properly identify your generator

set.

In

addition, include a complete part description

and

part

number

for

each part needed

(sec

the separately

furnished

Partl!

List): Also insist

upon

WESTERBEKE packaged

parts

because will fit or generic parts are frequently

not

made

to

the

same

specifications

as

original equipment.

SPARES

AND

ACCESSORIES

Certain spares

will

be

needed

to

support and maintain your

WESTERBEKE

generator.

Your

loeal WESTERBEKE

dealer

will

assist

you

in

preparing

an

inventory of spare

parts.

See

the

SPARE

PARTS

page

in

this

manual.

For Engine and

Generator Accessories,

see

the

ACCESSORIES

brochure.

Engines & Generators

4

DIESEL

FUEL,

ENGINE

OIL

AND

ENGINE

COOLANT

DIESEL

FUEL

Use fuel that meets the requirements or speeification

of

Class

2-D

(AS1M), and has a cetane rating

of

#45 or better.

Care

Of

The

Fuel

Supply

Use only clean diesel fuel! The clearance of the components
in your fuel injeetion pump

is

very critical; invisible dirt par-

ticles which might pass through the filter can damage these

finely finished

parts. 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, visual-type fuel
filter/water separator between the

fuel

tank and the engine.

The

Rayeor 225 or

500MA

are good examples

of

such filters.

ENGINE

OIL

Use a heavy duty engine oil with an API classification

of

CF

or

CG-4 or better. Change the engine oil after an initial 50

hours of break-in operation, and every 100 hours

of

operation

thereafter. For reeommended oil viscosity, see the following

chart:

Operating

TemperabJre

011

Viscosity

Above

68°F

(20°C)

SAE

30,

10W-30

or

15W-40

41

° -

68°F

(5 -20°C)

SAE

20,

10W-30

or

1SW-40

Below

41°F

(SOC)

SAE

10W-30

or

15W-40

A

CAUTION:

Do

not

allow

two

or

more

brands

of

engine

oil

to

mix.

Each

brand

contains

Its

own

additives;

additives

of

diffefent

brands

could

feact

in

the

mixture

to

produce

properties

harmful

to

your

engine.

OIL

PRESSURE

The engine's oil pressure, during operation,

is

indicated

by

the oil pressure gauge on the instrument panel. During

nonnal operation, the oil pressure will range between

35

and

55

psi (2.5 and

3.9

kg/cm

2

).

NOTE:

A newly started, cold engine

can

have

an

oil

pressure

reading

up

to

60

psi

(4.2

kg!cm2).

A wanned

engine

can

have

an

oil

pressure

reading

as

low

as

25

psi (1.8

kglcm

2

).

These

readings

will

vary

depending upon

the

temperature

of

the

engine,

the

load placed

on

the

engine,

and

the

RPM's.

ENGINE

COOLANT

WESTERBEKE reeommends a mixture of 50% antifreeze

and 50% distilled

water.

Distilled water

is

free from the

chemicals that can corrode internal engine surfaces.
The antifreeze perfonns double

duty.

It allows the engine

to

run at proper temperatures

by

transferring heat away from the

engine

to

the coolant, and lubricates and protects the cooling

circuit from rust and corrosion. Look for a good quality
antifreeze that contains Supplemental Cooling Additives
(SCAs) that keep the antifreeze chemically balanced, crucial
to long tenn protection.

The distilled water and antifreeze should be premixed before

being poured into the cooling circuit.

NOTE:

Look for

the

new environmentally-friendly

long

lasting

antifreeze that

is

now

available.

Antifreeze mixtures will protect against

an

unexpected freeze

and they are beneficial

to

the engine's cooling system. They

retard rust and

add

to

the life of the circulating pump seal.

ANTIFREEZE

PROTECTION

Antifreeze

Concentration

23%

30%

35%

50%

Freezing

Temperature

14·F

8·F

-4°F

(-10°C)

(-13·C)

(-20·C)

COOLANT

RECOVERY

TANK

A coolant recovery tank kit is supplied with each
WESTERBEKE diesel engine. 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. This kit

is

provided and must be installed before operating the engine.

NOTE:

This

tank,

with

its

slwrt

run

of

plastic

hose,

is

best

located at or above

the

level

of

the engine's

manifold,

but

it

can

be

located below

the

level

of

the

engine's manifold

if

the

particular installation makes this

necessary.

Engines & Generators

5

GENERATOR

CONTROL

PANELS

DESCRIPTION

OF

SWITCHES

This manually controlled series

ofWESTERBEKE

marine
diesel generators is equipped with toggle switches on the
engine control panel and, optionally, at remote panels.

All three switches are momentary contact type and serve the

following functions:

PREHEAT:

The PREHEAT toggle switch serves two purposes:

preheating the engine for easy starting and defeating

of
bypassing the engine oil pressure switch. The defeat function
turns on the fuel solenoid, instrument power and alternator
excitation.
When the

PREHEAT switch is depresseq, the voltmeter,
panel lights, gauges and meters and fuel solenoid will
activate.

START:

The START toggle switch closes the

Kl

relay that

energizes the starter solenoid and activates the starter

..
While the PREHEAT switch is still depressed, depressing the
START switch engages the start solenoid. When the engine
begins to

fire,

the START switch should be released.

The
PREHEAT switch should not be released until the oil
pressure reaches 5

- 10 psi.

STOP:

The STOP toggle switch is a normally closed switch.
providing power to the fuel solenoid, instrument cluster and
alternator excitation, after the oil pressure switch has closed
upon starting. Opening

of

this switch opens the power circuit

to the fuel solenoid, stopping the flow

of

fuel to the engine
and shuts down the engine.
To

stop the engine, depress the STOP switch. When the
STOP switch is depressed, the power feed to the fuel
solenoid is opened, and the fuel flow to the engine is
stopped. The STOP switch should be depressed until the
generator stops rotating.

NOTE:

When

the

engine

is

shut

down,

the

water temperature

gauge

and

the

oil pressure gauge will continue

to

register

the

last

temperature

and

oil pressure

readings

displayed.

They

will

return

to

zero

once electrical power

is

restored.

EMERGENCY

STOP:

The EMERGENCY

stop switch on the side

of

the control

box,

is normally closed. When depressed,

it

will open the

DC

circuit to the control
panel and shut the engine down. As the
switch is not toggled

it

can -be used when

performing maintenance.

DESCRIPTION

OF

GAUGES

Coolant

Temperature

Engine coolant (water) temperature should normally indicate

175

0

to

195

0

F (800 to 90° C).

Engine

011

Pressure

Oil pressure (psi) may fluctuate depending on the generator

load but should range between between

30

to 60 psi.

DC

Voltm8t8r

Indicates the amount the battery is being charged should show

13Vto

14V.

Hourmeter

Registers elapsed time and is used as a guide for when to
perform scheduled maintenance.

REMOTE

PANEL

For remote operation

of

the generator system, the same three

switches are used.

The

PREHEAT and START switches are

connected

in

parallel with the gauge panel's switches and

serve the same functions as in the gauge panel.

The

STOP
switch is in series with the gauge panel's STOP switch and
serves the same function. There is a

REMOTE START/STOP

WIRING DIAGRAM in this manual.

GENERATOR

RELEASE

STARTER

PREHEAT

MUST

~

PRESS

t:t)~

1ST

==

CI'

STOP

START

1ft!).

PRESS

\'

'1/

2

ND

WESTERSEKE

NOTE:

For additional

infOnnalion

on

Control

Panels.

Refer

to:

STARTING/STOPPING

PROCEDURE,

DC

WIRING

DIAGRAMS

and

TROUBLESHOOTING

GAUGES.

Engines & Generators

6

I

PREPARATIONS

FOR

INITIAL

START-UP

PRESTARTINSPECTIO~

This section

of

the manua provides the operator with prepa-

ration, initial starting, bre

-in, starting (warm

or

cold) and
stopping procedures. Foil w the procedures as presented for
the conditions indic your WESTERBEKE generator
set will give reliable pem ance and long service life.

Before starting your generator set for the first time or after a
prolonged layoff, check

th~

following items:

D Check the engine oil

level.

Add

oil to maintain the level

at the high mark on

thf

dipstick.

Check the fuel supply

Md

examine the fuel filter/separa-

tor bowls for contarnil1ants.
Check the DC

electric~l

system. Inspect wire connections

and battery cable connbctions.

Make

certain the (+) bat­tery cable is connecteq to the starter solenoid and the
negative

(-)

cable

iS~'

nnected to the engine ground stud

(this location is tagg . .
Check the coolant lev 1

in

both the plastic recovery tank

and

at

the manifold. '

D Visually examine the

lll1it.

Look

for loose or missing

parts, disconnected

w+'

i es, unattached hoses, and check

threaded connections.
Check load leads for c rrect connection as specified in

the wiring diagrams.

D Examine air inlet and

'l}Utlet

for air flow obstructions.

D

Be

sure

no

other

gene~ator

or

utility power is connected

to load lines. I

D

Be

sure that in power

hstems

with a neutral line that

the neutral is

properltOUnded

(or ungrounded) as the
system requires, and at the generator neutral is properly
connected to the load eutral. In single phase and some
3-phase systems an indomplete or open neutral can

sup-

ply the wrong line-to-qeutral voltage

on

unbalanced

loads.

'
Make sure the mounting installation is secure.
Make sure that the generator is properly grounded.

---\

A

CAUTION:

When

starling

the

generator,

it

is

recommended

that

aI/

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

prevenl a cold

engine

from

slalling.

GENERATOR

VOLTAGE

The speed

of

the generator engine is adjusted at the factory,

however, it is advisable to verify.

60

Hz

The engine no-load speed is set at 61.5 - 62 Hz.

50Hz

At

rated amperage hertz output may decrease to

48.6

- 59.0 Hz.

The

engine no-load speed is set at 61.5 Hz.

At

rated amperage hertz output may decrease to

48.5 -

49.0 Hz.

The speed

of

the generator engine is adjusted at the factory,

however

it

is advisable to verify.

The

voltages are easily

adjusted to optimum values no-load and full load (refer

to

VOLTAGE

ADJUSTMENT in this manual).

If

possible, apply

actual service or test load

of

the same power factor as the

load to

be

used in service.

If

the voltage cannot

be

adjusted
to suitable values and fault seems evident, contact your
authorized .

GLOW

CONNECTION

rm:.'''''Ulru:

CAP

Oil

FILL

CAP

~

DIPSTICK~

~

\\

\\

APPROXIMATELY

\

ONE

QUART

SIDE

OIL

FILL

CAP

OIL

LEVEL

\

~.

Engines & Generators

7

STARTING/STOPPING

PROCEDURE

THE

STARTING

SYSTEM

Westerbeke diesel generators use electric starters assisted

by

glow plugs for both normal and cold weather starting. The
illustration below shows a cross-sectional view

of

one cylin­der. The glow plug is located in the combustion chamber so
that its tip is in the injector nozzle's spray path. When the
glow plug is energized by the

PREHEAT button, the plug
glows red at the tip and assists in igniting the fuel. The result
is a rapid start with less wear on the starter.

This system is common to WESTERBEKE diesels. The start
circuitry is designed so that the

PREHEAT button must be

depressed

fOf

the time specified in the preheat chart. Then,

while keeping the

PREHEAT button engaged, the START

button is depressed to crank the engine.

NOTE:

The

START switch will not energize unless

the

PRE-

HEAT switch

is

depressed.

Depressing the PREHEAT switch

activates

the

glow plugs in

the

cylinder head

so

use

the

PRE-

HEAT

intermittently

to

avoid overheating

the

glow

plugs.

GLOW

PLUG

PREHEAT:

Depress the PREHEAT switch. The voltmeter and

panel lights, gauges and meters will be activated. The

PRE­HEAT switch should be depressed in accordance with the
following chart:

TemperatureJPreheat

Abnospheric

Temperature

Preheating

Time

+41

°F(

+5°C)

or

higher

Approx.

10

seconds

+41°F(+5°C)

to

23°F

(-5°C)

Approx.

15

seconds

+23°F(

-5°C)

or

lower

Approx.

20

seconds

Limit

of

continuous

use

30

seconds

before

cranking

START:

While still depressing the PREHEAT switch, depress

the

START switch. This will engage the starter solenoid.

Upon engine starting, release the

START switch. Do not

release the PREHEAT switch until the oil pressure reaches.

5 - 10 psi. Then as long as the high water temperature and
low oil pressure protective circuits do not activate. the engine
will remain energized and continue to run.

NOTE:

When

starting:

A voltage

drop

will occur

when

the

prelfleat

switch

is

depressed:

Should the engine not start when the START switch is
depressed for

10 to

20

seconds, release both switches and

wait

30 seconds; repeat the procedure above and preheat

longer.

Never run the starter for more than 30 seconds.

A

CAUTION:

Prolonged

cranking

intervals

without

the

engine

stanlng

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

CODl-

ing

system

during

cranking.

This

raw

water

can

enter

the

engine's

cylinders

by

way

of

the

exhaust

manifold

once

the

exhaust

system

nils.

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

result-

ing

from

raw

water

entry

is

not a warrantablelssuej

the

owner/operator

should

keep

this

In

mind.

.

Remote

Starting

Procedure

The remote start panel is the same as the engine-mounted
start panel except that it has a green LED light and no

gauges. When starting at a remote location, the green LED

lights when the generator is running at approximately

600
rpm. This indicates when the START switch can be released
since the starting

of

the generator may not be audible.

A. When the

PREHEAT switch is depressed at the remote
start/stop panel the LED light will illuminate. When the
START switch is depressed and the starter cranks the
engine this

LED

light will dim. When the engine starts

the LED light will brighten signaling to release the
START switch. Continue to hold the PREHEAT
depressed for a few seconds to allow oil pressure

to

build
up which closes the oil pressure safety switch that is in
the series path for

I2V

B+

to the fuel run solenoid. The

green

LED

will remain brightly illuminated while the

engine is running.

B. After the generator is started and the

START switch is
released, the generator's starter will not crank unless the
PREHEAT switch is operated first because this switch
supplies voltage to the

START switch.

Once the engine starts, check the engine's instruments for
proper oil pressure and battery charging voltage. Apply a
light'Ioad to the generator and allow the engine's operating

temperature to come up to

140-150° (60-66° C) before

applying heavy loads.

NOTE:

Some

unstable

running

may occur

in

a cold

engine.

Depressing

the

PREHEAT switch/or 10-15 second intervals

will help stabilize

the

engine

rpm

until

the

operating

temperature

reaches

140

- 1500 F and a load

is

applied

to

the

engine.

lW-IWESTERBEKE

I Engines & Generators

\//

8

STARTING/STOPPING

PROCEDURE

STARTING

UNDER

COLD

CONDITIONS

Make sure the lubricating oil confonns with the ratings for
the prevailing temperature. Check the table in the

ENGINE

OIL section in this manuaL

The battery should be fully charged to minimize voltage
drop.

Use a sufficient amount

of

preheat to aid in starting. See the

TemperaturelPreheat

chart on the previous page.

STOPPING

PROCEDURE

1.

Remove the

AC

electrical load from the generator and
allow the generator to run for three to five minutes to
stabilize its operating temperatures.

2. Depress the

STOP switch and hold it until the generator

is completely stopped.

3. Now release the

STOP switch.

Remote

Stopping

Procedure

To stop the generator, depress the STOP switch which opens
the nonnally closed

B+

path for voltage to the engine's run

-circuit. The STOP switch must be held open until the
generator comes to a complete stop and the green LED light
goes out. .

SAFETY

SHUmOWN

SWITCHES

The engine is protected by three automatic shutdown
switches.

Should shutdown occur, do

not

attempt to restart

without finding

and

correcting the cause. Refer to the
heading "Engine Stops" in the 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. Nonnally closed, this switch will open and interrupt

the DC voltage to the K2 relay (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 (l07°C).

EXHAUST

ELBOW

HIGH

EXHAUST

~

I'

~tra.::=~

TEMPERATURE

r

SWITCH

Coolant

Temperature

Switch

A high coolant temperature switch is located on the thennostat

housing. Nonnally closed, this switch, should the fresh water

coolant's operating temperature reach approximately

210°F

(99°C),

will open and interrupt the

DC

voltage to the K2

relay, thereby shutting

off

the engine. This switch resets at

195°F (107°C).

COOLANT
TEMPERATURE
SWITCH

Low

Oil

Pressure

Switch

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 to the K2 relay, thereby shutting off the engine.

OIL

PRESSURE

SWITCH

OIL

PRESSURE

/

SENDOR

/

Engine

Circuit

Breaker

The generator's engine is protected by an engine

moun~

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 and the voltage to the K2
relay is terminated.

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

9

GENERATOR

BREAK-IN

PROCEDURE

DESCRIPTION

Although your engine has experienced a minimum

of

one

hour

of

test operations at the factory to make sure accurate
assembly procedures were followed and that the engine
operated properly. a break-in time

is

required. The service

life

of

your engine is dependent upon how the engine is oper-

ated and serviced during its initial hours

of

use.

Breaking-in a new engine basically involves seating the
piston rings to the cylinder walls. Excessive oil consumption
and smoky operation indicate that the cylinder walls are
scored, which is caused by overloading the generator during
the break-in period.

Your new engine requires approximately

50

hours

of

initial
conditioning operation to break in each moving part in order
to maximize the performance and service life

of

the engine.

Perform

this conditioning carefully, keeping in mind the

following:
Start the engine according to the

STARTING

PROCEDURE

section. Run the engine while checking that all systems (raw
water pump, oil pressure, battery charging) are functioning.

AFTER

START-UP

Once the generator has been started, check for proper opera­tion and then encourage a fast warm-up. Run the generator
between 20% and 60%

of

fun-load for the first 10 hours.

A

CAUTION:

00

not

attempt

to

bl'flak-in

your

generator

by

running

without a load.

After the first 10 hours

of

the generator's 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
smoky exhaust with reduced output voltage and frequency.
Monitor the current being drawn from the generator and keep
it within the generator's 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 break-in is governed by

the current drawn from the generator.

CHECK

THE

FOLLOWING

o Monitor the control panel gauges.

Check for leaks

of

fuel and engine

oiL

Check for abnormal noise such as knocking, friction,
vibration and blow-back sounds.

o 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.

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

draw

required

for starting

motors.

This

starting

amperage

draw

can

be 3 to

5 times normal running

amperage.

See

GENERATOR INFORMATION

in

this

manual.

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.

A no-load voltage adjustment may also be required in con-

junction with the engine's speed adjustment. Sec

GENERATOR

INFORMATION in this manual.

Engines & Generators

10

THE

DAILY

OPERATION

CHECK

LIST

Follow

this

check list each

day

before starting your

generator.

o

Record

the hourmeter reading in your log (engine

hours

relate

to

the maintenance schedule.)

Visually

inspect

the

generator

for

fuel,

oil,

or

water leaks.

Check the

oil

level (dipstick).

o Check the coolant level

in

the coolant recovery

tank.

o

Check:

your diesel

fuel

supply.

Look for clean

fuel

in the

fueUseparator

transparent

bowL

Check

for

loose

wires

at

the alternator.

o Check

the

starting batteries (weekly).

o Check drive belts

for

wear

and

proper tension (weekly).

START

THE

GENERATOR

(See

STARTING

PROCEDURES

on

previous pages).

Allow

the

engine

to

wann

up

for S to

10

minutes

to

reach

an

operating temperature of

140°

to

1S0°F

(60°-66°C)

before

applying

AC

loads.

Apply

loads

systematically

allowing

the

generator

to

adjust to each load before applying

the

next.

Check the gauges

for

proper oil pressure, operating

tempera-

ture,

and

DC

voltage.

NOTE:

Some

unstable

running

may occur

in

a cold

engine.

This

condition

should

lessen

as normal operating

tempera-

ture

is

reached

and

loads

are

applied.

A

CAUTION:

Do

not

operate

the

generator

for

long

periods

of

time

without a load

being

placed

on

the

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

stabi-

lize

the

operating temperature

and

depress the stop

switch.

(See

STOPPING

PROCEDURES

on

previous pages.)

Engines & Generators

11

SCHEDULED
MAINTENANCE

Fuel

Supply

Fuel/Water

Separator

Engine

Oil

level

Coolant

Level

Drive

Belts

MAINTENANCE

SCHEDULE

A

WARNING:

NBvel

attBmpt

to

pBrfDlm

any

SBIV/CS

wh/Is

ths

sngins

Is

lunnlng.

Wsal

ths

PfOPSI

safBty

squlpmsnt

such

as

gogglss

and

glOVBS1 and

USB

ths

COfrsct

tools

fOf

Bach

Job.

Dlsconnsct

ths

battsry

tsrmlnals

whsn

sSIV/clng

any

of

the

snglns's

DC

slsctrlcal

squ/pmsnt.

NOTE:

Many

of

the

following maintenance jobs

are

simple

but others

are

more

difficult and may

require

the expert

knowledge

of

a service

mechanic.

CHECK

HOURS

OF

OPERATION

EACH

EXPLANATION

OF

SCHEDULED

DAY

50

100

~50

500

750

1000 1250

MAINTENANCE

0

Diesel

No.2

rating

of

45

cetane

or

higher.

0

Check

for

water

and

dirt

in

fuel

(drain/replace

filter

if

necessary).

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.

Visuallnspectlon

of

Engine

NOTE:

Please

keep

engine

surface

clean.

Dirt

Check

for

fuel,

oil

and

water

leaks.

Inspect

wiring

and

oil

will

inhibit

the

engine's

ability

to

and

electrical

connections.

Keep

bolts & nuts

tight.

remain

cool.

Check

for

loose

belt

tenSion.

Fuel

Filter

0 0 0 0 0

Initial

change

at

50

hrs,

then

change

every

250

hrs.

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

(and

filter)

0

0

0 0 0 0 0

Initial

engine

oil & filter

change

at

50

hrs.,

then

change

both

every

100

hours.

Generator

0 0 0 0 0 0 0

Check

that

AC

connections

are

clean

and

secure

with

no

chafing.

See

GENERATOR

SECTION

for

additional

information.

Heat

Exchanger

Zinc

Anode

0 0 0 0

0 0

0

Inspect

zinc

anode,

replace

if

needed,

clear

the

heat

exchanger

end

of

zinc

anode

debris.

Fuel/Water

Separator

0

o

TOT

0

0 0

Change

every

200

hours.

Electronic

Governor

Control

0

0

Check

and

or

adjust

the

no-load

speed

in

the

panel,

(if

applicable)

req

uired

(hertz)

and

the

regulator

board

adjustment

as

needed.

NOTE:

These

adjustment

are

not a warrantable

adjustment

during

or

after

the

unit's

break-in.

Exhaust

System

0 0

D

0

Initial

check

at

50

hrs.,

then

every

250

hrs.

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 0

0

0 0

Hose

should

be

hard & tight.

Replace

if

soft

or

spongy.

Check

and

tighten

all

hose

clamps.

EngInes & Generators

12

MAINTENANCE

SCHEDULE

NOTE:

Use

the

engine

Iwur

meter

gauge

to

log

your

engine

hours

or

record

your

engine

Iwurs

by

running

time.

CHECK

HOURS

OF

OPERATION

SCHEDULED

EACH

EXPLANATION

OF

SCHEDULED

MAINTENANCE

DAY

50

100

250

500

750

1000

1250

MAINTENANCE

Raw

Water

Pump

0 0

0

Remove

the

pump

cover

and

inspect

the

impeller,

gasket,

cam

and

cover

for

wear.

Check

the

bearings

and

seals

(the

shaft

can

turn,

but

not

wobble).

Lubricate

both

when

reassembled.

Coolant

System

0 0

Drain,

flush,

and

refill

cooling

system

with

appropriate

antifreeze

mix.

Electric

Fuel

Lift

0

0

0 0

0

0

Periodically

check

the

wiring

connections.

Pump

Filter

(If

applicable)

Replace

in-line

filter filter

every

200

hours.

DC

Alternator

0

0

0

Check

DC

charge

from

alternator.

Check

mounting

bracket;

tighten

electrical

connections.

*Fuellnjectors

Check

and

adjust

injection

opening

pressure

and

spray

condition

(see

ENGINE

ADJUSTMENTS).

*Starter

Motor

0

0

Check

solenoid

and

motor

for

corrosion.

Remove

and

lubricate.

Clean

and

lubricate

the

starter

motor

pinion

drive.

*Preheat

Circuit

0

0

Check

operation

of

preheat

solenoid.

Remove

and

clean

glow

plugs;

check

resistance

(4-6

ohms).

Reinstall

with

anti

seize

compound

on

threads.

*Englne

Cylinder

0 0

Check

compression

pressure

and

timing

(see

Engine

Compression

Adjustments).

*Torque

Cylinder

Head

0

0 0

At

first

50

hours,

then

every

500

hours

(see

Hold-down

bolts

ENGINE

ADJUSTMENTS).

*Adjust

the

Valve

Clearances

0 0 0

Adjust

Valve

Clearances

(see

ENGINE

ADJUSTMENTS).

"Heat

Exchanger

0

Remove,

have

professionally

cleaned

and

pressure

tested.

Air

Intake

Filter

0 0

0

0 0

Clean

every

100

operating

hours.

Replace

as

needed.

Refer

to

page

17

of

this

manual.

"WESTERBEKE

recommends

this

service

be

performed

by

an

authorized

mechanic.

Engines & Generators

13

COOLING

SYSTEM

DESCRIPTION

Westerbeke

marine diesel engines are designed and equipped

for

fresh

water cooling. Heat produced in

the

engine

by

com-

bustion

and friction

is

transferred

to

fresh water coolant

which

circulates throughout the engine. This circulating fresh

water

coolant cools the engine block, its internal moving

parts,

and

the

engine

oil.

The heat is transferred externally

from

the

fresh water coolant to raw water

by

means

of

a heat

exchanger,

similar

in

function

to

an automotive radiator. Raw

water

flows

through

the

tubes

of

the heat exchanger while

fresh

water coolant

flows

around the tubes; engine heat trans-

ferred

to

the

fresh water coolant is conducted through

the

tube

walls

to

the

raw

water which is then pumped into the

exhaust system where

finally

it is discharged overboard. In

other

w~rds,

the

engine is cooled

by

fresh water coolant, this

coolant

IS cooled

by

raw

water,

and the

raw

water carries the

transferred heat overboard

through the exhaust

systetp..

The

fresh

water

co?lant

and

raw

water

circuits

are

independent

of

each

other.

Usmg only fresh water coolant within the engine

allows

the

cooling water passages to stay clean and free from

harmful

deposits.

FRESH

WATER

COOLING

CIRCUIT

NOTE:

Refer

to

the ENGINE COOLANT section for

the

rec-

ommended antifreeze and water mixture

to

be

used as

the

fresh

water

coolant.

F~h

water

coolant

.is

pumped through the engine

by

a circu-

latmg

pump,

absorbmg heat from the engine. The coolant

then

passes

through the thermostat into the manifold,

to

the

heat

ex:hanger

w~ere

~t

is

cooled,.

and returned

to

the engine

block

Vla

the suctIon

SIde

of the

CIrculating

pump.

ENGINE

BLOCK

COOLANT

DRAIN

When the engine is started cold, external coolant

flow

is

pre-

vented

by

the

closed thermostat (although some

coolant

flow

is

bypassed around the thermostat

to

prevent the exhaust

manifold

from

overheating).

As

the

engine

warms

up,

the

thermostat 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

signifi-

cant 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.

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

systllllJ

maintenance

is

critical; a substantial

number

of

engine

failures

can

be

traced

back

to

cooling

system

Co"os/on.

Drain the engine coolant

by

loosening the drain

plug

on

the

engine block

and

opening the manifold pressure

cap.

Flush

the

system

with

fresh

water,

then 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.

Engines & Generators

14

COOLING

SYSTEM

Refilling

the

Coolant

After

replacing

the

engine block drain plug, close

the

heat
exchanger's coolant petcock. Then pour clean, premixed
coolant

into

the

manifold

and

when the coolant

is

visable

in

the

manifold,

start the engine.

NOTE:

Open

the

air-bleed petcock on the heat

exchanger.

When

a steady flow

of

coolant appears at the petcock. close

the

petcock and fill the system until

the

manifold remains full.

Monitor

the

coolant

in

the

manifold

and

add

as

needed. Fill

the

manifold

to

the

filler neck

and

install the manifold pres-

sure

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.

Clean

up

any

spilled coolant

TO

COOLANT

RECOVERY

TANK

MAKE

CERTAIN

THESE

PASSAGES

ARE

KEPT

CLEAR

COOLANT

RETRACTION

NOTE:

Periodically check the condition

of

the manifold pres-

sure

cap.

Ensure

that

the

upper and lower rubber seals are in
good condition and check that the vacuum valve opens and
closes

tightly.

Carry a spare

cap.

---

THERMOSTAT

A

thermostat,

located near

the

manifold at

the

front of

the

engine,

controls

the

coolant temperature

as

the

coolant contin-

uously

flows

through

the

closed cooling circuit

When

the

engine

is

first

started,

the

closed thermostat 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

thermostat gradually

opens.

The

thermostat

is

accessible

and

can

be checked, cleaned, or

replaced

easily.

Carry a spare thermostat and gasket.

Replacing

the

Thermostat

Remove

the

cap

screws

and

disassemble

the

thermostat hous-

ing

as

shown.

When

installing

the

new

thermostat

and

gas-

ket,

apply a thin

coat of sealant

on

both sides of

the

gasket

before

pressing

it

into place.

Do

not over-tighten

the

cap

screws.
Run

the

engine

and

check for normal temperatures

and

that

there

are

no

leaks

at

the

thermostat housing.

THERMOSTAT
ASSEMBLY

RAW

WATER

COOLING

CIRCUIT

BLEED

PETCOCK

COOLANT

TEMPERATURE
SENDOR

[OPTIONAL}

The

raw

water

flow

is

created

by

a positive displacement

impeller

pump.

This pump draws water directly

from

the

raw

water source (ocean, lake, or river) through a hose

to

the

water

strainer.

The raw water passes from the strainer

through

the

raw

water pump

to

the

heat exchanger

(through

the

heat exchanger tubes) where

it

cools the engine circulat-

ing

fresh

water coolant. The raw water

is

then

discharged

into

the

water-injected exhaust

elbow,

mixing with

and

cool-

ing

the

exhaust gasses. This mixture of exhaust

gas

and

raw

water

is

discharged overboard

by

the

engine's exhaust

gas

discharge pressure.

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

vanes

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.

NOTE:

Should a failure occur with

the

pump s internal parts

(seals and bearings), it may be

more

cost efficient

to

pur-

chase a new pump and rebuild

the

original pump

as a spare.

Engines & Generators

15

COOLING

SYSTEM

CHANGING

THE

RAW

WATER

PUMP

IMPELLER

Close the raw water intake valve. Remove the pump cover
and gasket

or

a-ring

with the aid

of

two screwdrivers

or

pliers. Carefully pry/pull the impeller out

of

the pump.

Lightly coat the inside

of

the pump housing with

glycerine.

Install the new impeller and cover with gasket, Open the raw
water intake valve.

RAW

WATER

PUMP

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.

~

RAW

WATER

STRAINER

WASHER~

INSPECTION:

CHECK

THE

BASE

OF

EACH

BLADE

BY

BENDING

VIGOROUSLY.

REPLACE

THE

IMPELLER

IF

THERE

ARE

ANY

CRACKS.

-STRAINER
FILTER

LIGHTLY

GREASE

THE

PUMP

CHAMBER

WITH

GLYCERINEL

TYPICAL

RAW

WATER

INTAKE

STRAINER

(OWNER

INSTALLED)

A

CAUTION:

If

any

of

the

vanes

have

broken

off

the

impeller,

they

must

be

found

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 washer

if

necessary.

5. Reassemble and install the strainer.

6.

Open the seacock.

7. Run the engine and check for leaks.

HEAT

EXCHANGER

The heat exchanger is a copper cylinder which encloses a

number

of

small copper tubes. Raw water is pumped through

the small copper tubes and the fresh water coolant from the
engine is circulated around the copper tubes. The raw water
removes heat from the fresh water coolant.

PETCOCK·

CLEAN
DEBRIS

CiEIWCUT

DEBRIS

AT

BOTHfNDS

ZINC
ANODE

HEA T ExCHANGERS

ARE

ALSO

AVAILABLE

WITH

CIJPRO-NiCKEL

TUBfNQ

Engines & Generators

16

COOLING

SYSTEM

Zinc

Anode

A zinc

anode,

or pencil,

is

located

in

the

raw

water cooling

circuit within the heat exchanger.

The

purpose of having the

zinc anode

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.

NEW

REPLACE

REPLACE

ZINC

ANODES

CLEAN

AND

REUSE

NOTE:

Electrolysis action

is

the

result

of

each particular

installation

and vessel location; not that

of

the

engine.

If

the zinc

anodes

need replacement. hold the

hex

boss

into

..

which the

zinc

anode

is

threaded

with a wrench

while

loos~

ening the anode with another wrench.

This

prevents

the

hex

boss from possibly tearing off the exchanger

shell.

After

removing the zinc, note

the

condition of

it.

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

dam-

aged

when

removing the end

cover.

Replace the

gasket

(refer

to

your engine model's heat exchanger end gasket part

num-

ber),

O-ring

and

cover,

and

install a

new

zinc

anode.

NOTE:

The

threads

of

the

zinc

anodes

are

pipe

threads

aJ1.d

do

.not

require

sealant.

SealaJ7.t

should not

be

used

as

it

may

insulate

the

zinc from the metal

of

the

heat exchanger

hous-

ing

preventing electrolysis action on

the

zinc.

Heat

Exchanger

Service

After approximately

1000

hours of operation, remove,clean

and pressure test the engine's heat

exchanger.

(Alocal

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.

AIR

INTAKE I SILENCER

DESCRIPTION

A marine

diesel

engine

running

at 1800 rpm will typically

consume

as

much

as

6,000

cubic

feet

of

air per

hour.

Not

only

must

the

engine

room

be

well

ventilated, the air

flow

into

the

engine must

be

unrestricted.

AIR

INTAKE

FILTER/SILENCER

The replaceable canister contains a paper element

that

should

be

inspected every

100

operating

hours.

Dirt

in

the elemenf

~an

be shaken off or cleaned

with

compressed

air,

however,

If the element

is

greasy

or

black

with

dirt,

the canister

must

be

replaced, carry a

spare.

NOTE:

To

operate

efficiently a diesel

engine

must

intake

a

continuous volwne

of

clear

air.

Hard

starting,

an

erratic

idle,

and

black exhaust

smoke

are

all

symptoms

of a restricted

air

intake.

FILTER

CARTRIDGE

INSTALLATION

Detach

the

air inlet hose

from

the air intake. Unplug the air

temperature sensor from the engine

harness.

Then remove the '

bolts that secure

the

air intake silencer housing

to

the

inlet base

and

remove the

housing,

screen facing

out.

Reinstall

the

housing

to

the

inlet base. Plug in the air temperature sensor

to

the harness

and

reconnect the air inlet hose.

NOTE:

Regular inlet filter cartridge maintenance

is

essentail

for proper

engine

operation.

Failure

to

maintain

the

inlet filter

carfridge

will

result

in

air obstruction

into

the

engine,

causing

poor fuel combustion

and

resulting

in

smokey/sooty exhaust

disctu:tge

~lone

~ith

lube

oil comsumption and possible filter

detenoratlOn

whlch

could

result

in

internal

(!ngine

damage.

FILTER

CARTRIDGE

#03970

TURN

OVER

WHEN

INSTALLfNG

Engines' & Generators

17

FUEL

SYSTEM

DIESEL

FUEL

Use

No.2

diesel fuel with a cetane rating

of

45

or

higher.

Do

not use kerosene or home heating

fuel.

FUEL

WATER

SEPARATOR

A primary fuel filter of the water separating type must be
installed between the

fuel

tank and the engine to remove

water and other contaminant's from the

fuel

before

they

can

be carried to the fuel system on the engine.
Most installers include a filter/water separator with the

installation package

as

they are aware of the problems that

contaminant's in the

fuel

can cause.

A typical fuel filter/water separator

is

illustrated below.This

is the Raycor Model 500

MA.

Keep

in

mind that if a water

separator type filter is not installed between the

fuel

supply

tank

and

engine-mounted fuel system,

any

water

in

the fuel

will affect the

fuel

pump, engine

filter,

and injection equip­ment. The owner/operator is responsible for making certain
the

fuel

reaching the engine's injection equipment

is

free

of
impurities. This process is accomplished by installing and
maintaining a proper filtration/separation system.

FUEL

FILTER

WATER

SEPERATOR

FUEL

INJECTION

PUMP

/

{\i

i'

The fuel injection pump

is

the most important component

of

the diesel engine,requiring the utmost caution

in

handling. The

fuel

injection pump

has

been thoroughly bench-tested and the

owner-operator

is

cautioned not to attempt

to

service

it.

If

it

requires servicing, remove it and take

it

to

an

authorized fuel
injection pump service facility. Do not attempt to disassemble
and

repair it.

Speed (hertz) and timing are the only adjustments the
servicing dealer can perform on the injection pump. Other
types

of

adjustments or repairs must be performed by a

qualified injection service shop.

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

pumps mounting bolts should be clean and

well

secured

by

the

mounting bolt to ensure proper

pump

operations.
When energized thru

the

preheat circuit, the fuel lift pump

will

purge air

from

the

fuel

system and provide continuous

flow

of

fuel

as

the

engine

is

running.

FUEL

FILTERS

The

fuel

injection pump and the fuel injectors are precisely

manufactured and they must receive clean diesel fuel,

free

from

water and dirt.

To

ensure this

flow

of

clean

fuel,

the

fuel

must pass through

at

least two fuel filters, a fuel filter/water

separator and the engine's spin-on

fuel

filter.

Visually inspect,

clean, and change these

filters

according to the maintenance

schedule in this manual.

FUEL

LIFT

PUMP

FILTER

To

ensure clean fuel into the

fuel

lift pump, there

is

a small

in-line fuel filter connected to the

fuel

lift pump

elbow.

This

filter should be replaced every 200 hours

of

operation.

FUEL

FILTER

ASSEMBLY

ENGINE

FUEL

FILTER

Periodically check the

fuel

connections and the bowl for

leakage. Clean the filter element with kerosene or diesel

fuel

after the

first

50 hours then follow the MAINTENANCE

SCHEDULE for cleaning and replacement.

Changing/cleaning

the

filter

element

1. Shut off the

fuel

supply.

2. Unscrew the retainer ring that holds

the

filter bowl

to

the

housing and allow the bowl

to

come away from

the

housing,

3. Remove and replace

the

filter element

and

clean

the

bowl.

4.

Replace the sealing

"0"

ring and reassemble the

bowl

to

the housing. Thread the retainer ring

on

carefully

so

as

not

to cross thread.

When

retainer contacts the

"0"

ring,

tighten

114 -112

turns

by

hand. Open the

fuel

supply

and

run the engine

to

inspect

for

leaks.

Engines & Generators

18

ENGINE

LUBRICATING

OIL

8MM

LUBRICATION

DIAGRAM

OIL

OIL

PRES:SURE'.---'~~;

RELIEF

VALVE

OIL

OIL

SCREEN

ENG'INE

OIL

CHANGE

1.

Draining

the

Oil Sump. Discharge the used

oil

through

the

sump drain hose (attached

to

the front

of

the engine)

while the engine

is

wann. Drain the used

oil

completely,

replace the hose

in

its

bracket, and replace the end cap

securely.

NOTE:

Thread size for

the

lube

oil drain hose capped end

is

JI4NPT.

11/16

INCH

SOCKET

Always observe the

used

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 quali-

fied

mechanic should water be 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 andlor a siphoning
of

raw water through

the

raw water cooling circuit

into

the

exhaust, filling

the

engine. This problem

is

often

caused by the absence

of

an

anti-siphon valve, its poor

location or lack

of

maintenance.

2. Replacing the Oil Filter. When removing the

used

oil

fil-

ter,

you

may

find

it

helpful and cleaner to punch a

hole

in

the upper and lower portion

of

the

old filter

to

drain

the

oil

from

it into a container before removing

it.

This helps

to

lessen spillage. A small automotive filter wrench

should

be

helpful

in

removing the

old

oil

filter.

NOTE:

Do

not punch this hole without first loosening

the

filter to

make

certain it

can

be

removed.

Place some paper towels and a plastic bag around the

fil-

ter

when

unscrewing it to catch

any

oil left

in

the

filter.

(Oil or

any

other fluid on the engine reduces the engine's

cooling ability. Keep your engine clean.) 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

rub-

ber sealing gasket remains sealed against the filter

bracket, gently remove

it.

:

APPLY

CLEAN

ENGINE

OIL

WHEN

INSTALLING

SPIN

ON

TURN

ON

HAND

TIGHT

When installing the

new

oil

filter element, wipe

the

filter

gasket's sealing surface

on

the bracket

free

of

oil

and

apply a

thin

coat

of

clean engine

oil

to the rubber gasket

on

the

new

oil

filter.

Screw the filter onto the threaded

oil

filter nipple on the oil filter bracket, and then tighten

the

filter

firmly

by hand.

NOTE:

Generic filters

are

not

recommended,

as

the

mater-

ial

standards or diameters

of

important items

on

generic

parts might be entirely different

from

genuine

parts.

Immediately

cifter

an oil filter

change

and oil

fill,

run

the

engine

to

make sure

the

oil pressure

is

normal

and

that

there

are

no oi/leaks around

the

new

oil

filter.

3. Filling the

Oil

Sump. Add

new

oil

through

the

oil

filler

cap

on

the top

of

the engine or through the side

oil

fill.

After refilling, run the engine for a

few

moments while

checking the oil pressure. Make sure there

is

no

leakage

around

the

new oil filter or

from

the oil drain system,

and

stop the engine. Then check the quantity of

oil

with

the

lube oil dipstick. Fill

to,

but not over

the

high mark

on

the

dipstick, should the engine require additional

oiL

Engines & Generators

19

OIL

PRESSURE

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

speci-

fied

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.

OIL

PRESSURE

The

engine's oil pressure, during operation,

is

indicated

by

the

oil

pressure

gauge

on

the instrument panel.

During

nonnal operation,

the

oil

pressure will range between

40

and

60

psi

(2.8

and

4.2

kglcm2).

NOTE:

A newly started.

cold

engine

can

have an oil

pressure

reading

up

to

60 psi

(4.2

kg/crrrJ.

A warmed engine

can

have

an

oil

pressure

reading

as

low

as 35 psi (2.5

kg/cmZ).

These

readings

will vary

depending

upon

the

temperature

of

the

engine

and

the

rpms.

OIL

PRESSURE

SWITCH

[NORMALLY

OPEN)

OIL

GALLERY

SEA

RAY

SPECIFICATIONS

Dll

PRESSURE

SWITCH

[NORMALLY

OPEN)

OIL

PRESSURE

SENDOR

TESTING

OIL

PRESSURE

To

test

the

oil

pressure, remove the oil pressure

sender,

then

install a mechanical

oil

pressure gauge

in

it's

place.

After

warming

up

the

engine,

set

the engine speed

at

1800

rpm

and

read

the

oil pressure

gauge.

Oil

Pressure

35.0

Iblin'

(3.8

kg/em')

or

more

at

1800

rpm.

Sender

and

SWitch

Torgue

9 -13

ft-Ib

(1.2

-1.8 m -

kg).

FROM

ENGINE

BLOCK

TESTING

OIL

PRESSURE

Oil

PRESSURE

SWITCH

LOW

OIL

PRESSURE

-/

The

specified

safe

minimum

oil

pressure

is

4.3 + 1.4

psi

(0.3

+

0.1

kglcm2).

A gradual

loss

of oil pressure usually indicates

a

worn

bearings.

For additional information

on

low

oil

pres-

sure

readings,

see the ENGINE TROUBLESHOOTING chart.

OIL

PRESSURE

RELIEF

VALVE

An

oil pressure relief valve

is

located

on

the engine block

just

below

the

injection

pump.

This valve opens at

appoximately

50

psi

[343

kpaJ

and

maintains that pressure.

LOCATED

JUST

UNDER

THE

FUEL

INJECTION

PUMP

ON

THE

ENGINE

BLOCK

Engines & Generators

20

REMOTE

OIL

FILTER

(OPTIONAL)

INSTALLATION

This

popular

accessory

is

used

to

relocate

the

engine's

oil

fil-

ter

from

the

engine

to a more

convenient location such

as

an

engine

room

bulkhead.

NOTE:

Refer

to

ENGINE

OIL

CHANGE

in

this

tn£IJlualfor

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.

NOTE

THE

"IN"

AND

"OUT"

MARKINGS

ON

THE

ADAPTER

WHEN

THE

HOSES

ARE

REMOVED

FOR

INSTALLATION

SO

THEY

,

WILL

BE

RECONNECTED

CORRECTLY.

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

011

lines

correctly.

If

the

011

Rows

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

011

pressure

readIng,

shutdown

Immedlalety

and

check

the

hose

connections

THE

IN

CONNECTION

HOSE

MUST

ATIACH

TO

THE

OUT

CONNECTION

AT

THE

REMOTE

OIL

FILTER.

THE

OUT

CONNECTION

HOSE

MUST

ATIACH

TO

THE

IN

CONNECTION

AT

THE

REMOTE

Oil

FIlTER.

Engines & Generators

21

/

APPLY A THIN

COAT

OF

CLEAN

OIL

TO

THE

FlL·

TER

GASKET

WHEN

INSTALLING.

AFTER

THE

FIlTER

CONTACTS

THE

BASE,

TIGHTEN

IT

AN

AODITIONAL

3/4

TURN.

DC

ELECTRICAL

SYSTEM

ALTERNATOR

The charging system consists

of

a

DC

belt driven alternator

with

a voltage regulator,

an

engine DC wiring

haI)1ess,

a

mounted DC circuit breaker and a battery with connecting
cables. Because of the use of integrated circuits (IC's), the
electronic

voltage

regulator

is

very

compact and

is

mounted

internally or

on

the

back of the alternator.

50

AMP

ALTERNATOR

ALTERNATOR

TROUBLESHOOTING

I

A

WARNING:

A

failed

alternator

can

become

very

hot.

Do

not

touch

until

the

altemator

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 alternator 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

parts!

Keep

away

from

sheaves

and

belts

during

test

procedures.

A

WARNING:

When

testing

with a multimeter:

DC

,nd

AC

circuits

are

often

mixed

together

in

marine

applications.

Always

disconnect a shore

power

corti,

isolals

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.

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

alterna-

tor

is

working;

omit Steps 3 through 8 and

go

directly

to

"Checking the Service Battery"

on

the next page.

b.

If

the

voltage remains around

12

volts, a problem

exists

with

either the alternator or the charging circuit;

continue with Steps 3 through

8.

MUlTlMETER

TESTING

THE

STARTING
BATTERY/ALTERNATOR
(ENGINE

RUNNING)

~

3. Turn off

the

engine.Jnspect 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

running!

4.

If

a battery selector switch

is

in the charging circuit,

ensure that it is

on

the

correct setting.

5. Turn

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

should

be

12

to

13

volts.

TESTING

THE

ALTERNATOR

VOLTAGE

e

(IGNITION

ON -ENGINE

OFF)

J..o<...--MUlTIMETER

Engines & Generators

-=

GROUND

22

DC

ELECTRICAL

SYSTEM

7.

Now

check the

voltage

between

the

alternator output

ter-

minal

(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

al1

the

connections look

for

an

opening

in

the

charging

circuit.

TESTING

THE

STARTING

BATTERY

IALTERNATOR

(ENGINE

RUNNING)

MULTI

METER

(JZID

ENGINE

-C=:::O-...J

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 tenninal.

If

12

volts

is

not present at

the

EXC tenninal, trace

the

wiring

and

lookfor 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

vo1tage

of

the

service battery. This battery should

have a voltage 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

G!ID

e

COM

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.

Monitor your voltmeter

for

proper charging during

engine operation.
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

cauSil

severe

burns

on

skin

and

damage

clothing.

Wear

protective

gear.

Engines & Generators

23

GLOW

PLUGS

DESCRIPTION

The

glow

plugs

are

wired

through

the

preheat

solenoid.

When

PREHEAT

is

pressed at the control

panel

this

solenoid

should

"click"

on

and

the

glow plug should

begin

to

get

hot.

INSPECTION

To

inspect

the

plug,

remove

the

electrical

terminal

connec-

tions,

then

unscrew

or

unclamp each plug

from

the

cylinder

head.

Thoroughly

clean each plug's tip

and

threads

with

a

soft

brush

and

cleaning solution

to

remove

all

the

carbon

and

oil

deposits.

While'cleaning, examine

the

tip

for

wear

and

bum

erosion~

if it

has

eroded too much,

replace

the

plug.

TESTING

An

accurate

way

to

test

glow

plugs

is

with

an

ohmmeter.

Touch

one

prod

to

the

glow

plug's

wire

connection,

and

the

other

t~

the

body

of

the

glow

plug,

as

shown. A good

glow

plug

WIll

have

a 0.4 - 0.6

ohm

resistance.

This

method

can

be

used

with

the

plug

in

or out of the

engine.

You

can

also

use.

an

ammeter

to

test

the

power drain

(5 6 amps

per

plug),

A

WARNING:

These

glow

plugs

will

become

very

hot

to

the

touch.

Be

careful

not

to

burn

your

fingers

when

testing

the

plugs.

Re-install

the

plugs

in

the

engine and

test

them

again.

The

plug::;

should

get

very

hot

(at

the

terminal end)

within 7 to

15

seconds.

If

the

plugs

don't heat

up

quickly,

check

for a short

circuit.

When

reinstalling

the

glow plugs,

use

anti-seize

com-

pound

on

the

threads.

A

WARNING:

Do

not

keep a glow

plug

on

for

more

than

30

seconds.

.

Glow

Plug

Tightening

Torque

7

·11

ft-Ib

(1.0

-1.5

m-kg)

TESTING A GLOW

PLUG

WITH

AN

OHMMETER

TESTING A GLOW

PLUG

USING A TEST

LIGHT

TERMINAL

END

TIP

+

Engines & Generators

24

;;

BATTERY

SWI

TCH

r

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12-24

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~~

NOTE:

An

on-off

switch

should

be

Installed

in

this

circuit

to

disconnect

the

starter

from

the

battery

in

an

emergency

and

when

leaving

the

boat

Twelve

volt

engine

starters

typically

draw

200

to

300

amps

when

cranking.

A

switch

with a continuous

rating

of

175

amps

at

12

VDC

will

normally

serve

this

function,

but a switch

must

never

be

used

to

"make"

the

starter

circuit.

NOTE:

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27

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28

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29

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5

ENGINE

TROUBLESHOOTING

The following troubleshooting table describes certain

problems relating

to

engine service,

the

probable causes of

these problems,

and

the

recommendations

to

overcome

these problems.

Problem

Probable

Cause

Key

switch

on,

PREHEAT

switch

1.

Batlery

Switch

not

on,

depressed:

no

panel

indications;

fuel

solenoid

or

electrical

fuel

pump

2.

Emergency

stop

switch

off.

3.

20-Amp

circuit

breaker

tripped.

4.

10-Amp

breaker

tripped

on

preheat

solenoid.

5.

Loose

battery

connections.

6.

Preheat

solenoid

not

operating.

START

SWITCH

DEPRESSED.

no

starter

1.

Connection

to

solenoid

faulty,

engagement

2.

Faulty

switch,

3.

Faulty

SOlenoid.

5.

Loose

battery

connection.

6.

Low

battery.

START

switch

is

depressed;

panel

1.

Poor

connections

to

fuel

solenoid,

indications

OK;

starter

solenoid

OK

fuel

solenoid

not

functioning.

2.

Defective

fuel

solenoid.

Generator

engine

cranks.

but

does

not

1.

FauHy

fueling

system.

start,

fuel

solenoid

energized.

2.

Preheat

SOlenoid

faulty,

3.

Low

battery,

Engine

can~

be

stopped,

1.

Faulty

DC

alternator.

Battery

runs

down.

1.

Oil

Pressure

switch.

2.

High

resistance

leak

to

ground.

3. low

resistance

leak.

4.

Poor

battery

conditions.

5.

DC

alternator

not

charging,

Battery

not

changing

1.

DC

charge

circutt

faulty,

2.

Alternator

drive.

Generator

engine

stops

1.

Fuelli1t

pump

failure.

1a.

In-Une

filter

is

clogged.

Note:

The

engine's electrical system

is

protected

by

a 20 amp

manual

reset

circuit breaker located

on

a bracket at the

rear

of

the

engine.

Verifi&atioD/Remedy

1.

Check

switch

and/or

battery

connections.

2.

Check

emergency

stop

switch

position.

3.

Reset

breaker;

II

breaker

trips

again,

check

preheat

solenoid

circuit

and

check

circuit

for

shorts

to

ground.

4.

Check

voltage

at

and

atter

breaker

on

preheat

solenoid.

5.

Check

(t)

connection

to

starter

solenoid

and

(-)

connection

to

engine

ground

stud,

Check

battery

cable

connections,

6.

Check

solenoid

"S"

terminal

for

voltage.

1.

Check

connection,

2.

Check

switch

witll

ohmmeter.

3.

Check

that

12

volls

are

present

at

the

solenoid

connection.

5.

Check

battery

connections.

6.

C~eck

battery

charge

state.

1.

Check

connections,

2.

Check

that

12

volts

are

present

atthe

(t)

connection

on

the

fuel

nun

solenoid,

1.

Clleck

that

fuel

valves

are

open.

1

a.

Switch

to

combine

house

and

start

batteries.

1b.

Replace

batteries,

1c.

Check

fuel

lift

pump,

2.

Check

solenoid,

3.

Switch

to

combine

batteries.

34'1.

Replace

batteries.

1.

Remove

Exc.

connection

at

alternator,

repair

alternator.

1.

Observe

if

gauges

and

panel

lights

are

activated

when

engine

is

not

running.

Test

the

oil

pressure

switch.

2.

Check

wiring.

Insert

sensitive

(0 -.25

amp)

meter

in

battery

lines,

(Do

not

start

engine,)

Remove

connections

and

replace

after

short

is

located.

3.

Check

all

wires

for

temperature

rise

to

locate

the

fault

4.

Check

cable

connections

at

battery

for

loose

connections,

corrosion.

5.

Check

connections,

check

belt

tenSion,

test

alternator.

See

DC

ELECTRICAL

SYSTEM/ALTERNATOR.

1.

Perform

DC

voHage

check

of

generator

changing

circuit.

See

2.

TES[ING

THE

BATTERY

CHARGING

CIRCUITin

this

manual.

Check

drive

belt

tension,

Alternator

should

turn

freely.

Check

for

loose

connections.

Check

output

with

voltmeter,

Ensure

12

volts

are

present

at

the

Exc,

terminal.

1.

Fuellitt

pump

should

make a distinct

licking

sound.

Replace

pump.

1a.

Replace

filter,

2.

Switches

and/or

wiring

loose

or

disconnected,

2.

Inspect

wiring

for

short

circuits

and

loose

connections.

Inspect

switches

for

proper

operation.

3.

Fuel

starvation,

3.

Check

fuel

supply,

fuel

valves,

fuel

lift

pump.

4.

20

Amp

circuit

breaker

tripping.

4.

Check

for

high

DC

amperage

draw

during

operation,

Ensure

breaker

is

not

overly

sensitive

to

heat

which

would

cause

tripping,

5.

Exhaust

system

is

restricted,

5.

Check

for

blockage,

collapsed

hose,

carbon

buildup

at

exhaust

elbow,

6.

Water

in

fuel.

6.

Pump

water

from

fuel

tank(s),

change

filters

and

bleed

fuel

system.

7.

Air

intake

obstruction.

7.

Check

air

intake

finer

cartridge.

Engines & Generators

30

ENGINE

TROUBLESHOOTING

Problem

Probable

Cause

Verification/Remedy

Generator

engine

overheats/shuts

down.

1.

Raw

water

not

circulating.

1.

Raw

water

pump

failure.

Check

impeller -replace.

2.

Coolant

not

circulating.

2.

Obstruction

at

raw

water

intake

or

raw

water

filter.

2a.

Thermostat -remove

and

test

in

hot

water.

Replace

thermostat.

2b.

Loss

of

coolant -check

hoses,

hose

clamps,

drain

plug,

etc.

for

leaks.

2c.

Broken

or

loose

belts -tighten/replace.

2d.

Air

leak

in

system;

run

engine

and

open

the

pressure

cap

to

bleed

air.

Add

coolant

as

needed.

Generator

engine

sh!Jts

down,

1.

Loss

of

oil.

1.

Check

dipstick,

look

for

oil

leaks

at

oil

filter

and

at

Low

oil

pressure.

oil

drain

hose

connection.

2.

Oil

pressure

switch.

2.

Replace

oil

pressure

switch.

Generator

engine

shuts

down,

1.

Exhaust

too

hot.

1.

Check

raw

water

injection

flow,

look

for

exhaust

obstruction.

High

exhaust

temperature.

2.

High

temperature

switch

opens

at

.

2.

Check

for

satisfactory

operation

with

switch

bypassed,

too

Iowa

temperature.

check

with

ohmmeter,

replace

if

faulty.

Exhaust

smoking

problems

1.

Blue

smoke.

1.

Incorrect

grade

of

engine

oil.

1a.

Crankcase

is

overfilled

with

engine

oil

(oil

is

blowing

out

through

the

exhaust).

2.

White

smoke.

2.

Engine

is

running

cold.

2a.

Faulty

injector

or

incorrect

injector

timing.

3.

Black

smoke.

3.

Improper

grade

of

fuel.

3a.

Fuel

bum

incomplete

due

to

high

back

pressure

in

exhaust

or

insufficient

air

for

proper

combustion

(Check

for

restrictions

in

exhaust

system;

check

air

intake.).

3b.

Improperly

timed

injectors

or

valves

or

poor

compression.

3c.

Lack

of

air -check

air

intake

and

air

filter.

Check

for

proper

ventilation.

3d.

Overload.

Engine

alarm

sound

pulsates

1.

Loss

of

oil.

1.

Check

dipstick,

look

for

oil

leaks

at

oil

filter

and

at

oil

drain

hose

connection.

2.

Oil

pressure

switch.

2.

Replace

oil

pressure

switch.

Engine

alarm

sounds

continuously

1.

Engine

Coolant.

1.

Check

engine

coolant

level.

2.

High

temperature

switch

opens

at

2.

Check

for

satisfactory

operation

with

switch

by-passed,

too

Iowa

temperature.

check

with

ohmmeter,

replace

if

faulty.

Engines & Generators

31

CONTROL

PANEL

TROUBLESHOOTING

MANUAL

STARTER

DISCONNECT

(TOGGLE

SWITCHES)

NOTE:

The

engine

control system

is

protected by a

20

amp

manual

reset

circuit breaker

located on

the

engine

as

close

as

possible

to

the

power

source.

Problem

Probable

Cause

Verification/Remedy

PREHEAT

depressed,

no

panel

indications

1.

Oil

Pressure

switch.

1.

Check

switches

and/or

battery

connections.

fuel

solenoid,

electric

fuel

pump

and

preheat

solenoid

not

energized.

2.

20

amp

circuit

breaker

tripped.

2.

Reset

breaker.

If

opens

again,

check

preheat

solenoid

circuit

and

run

circuit

for

shorts

to

ground.

START

SWITCH

DEPRESSED.

no

starter

1.

Connection

to

solenoid

faulty.

1.

Check

connection.

engagement.

2.

Faulty

switch

2.

Check

switch

with

ohmmeter.

3.

Faulty

solenoid.

3.

Check

that

12

volts

are

present

at

the

solenoid

connection.

4.

Loose

battery

connections.

4.

Check

battery

connections.

5.

Low

battery.

5.

Check

battery

charge

state.

NO

IGNITION.

cranks.

does

not

start.

1.

Faulty

fueling

system.

1.

Check

for

fuel.

2.

Check

for

air

in

the

fuel

system.

2.

Allow

system

to

bleed.

3.

Faulty

fuel

lift

pump.

3.

Replace

fuel

lift

pump.

NOT

CHARGING

BATTERY

1.

Faulty

alternator

drive.

1.

Check

the

drive

belt

and

its

tension.

Be

sure

the

alternator

turns

freely.

Check

for

loose

connections.

Check

the

output

with a voltmeter.

Ensure

12V

are

present

at

the

regulator

tenminal.

BATTERY

RUNS

DOWN

1.

Oil

pressure

SWitch.

1.

Observe

If

the

gauges

and

panel

lights

are

activated

when

the

engine

is

not

running.

Test

the

oil

pressure

switch.

2.

High

resistance

leak

to

grou

nd.

2.

Check

the

wiring.

Insert

sensitive

(0-.25

amp)

meter

in

battery

lines

(Do

NOT

start

engine).

Remove

connections

and

replace

after

short

is

located.

3.

Low

resistance

leak

to

ground.

3.

Check

all

wires

for

temperature

rise

to

locate

the

fault.

4.

Faulty

alternator.

4.

After a good

battery

charging.

disconnect

alternator

at

output.

If

leakage

stops.

Remove

alternator

and

bench

test.

Repair

or

replace.

TROUBLESHOOTING

WATER

TEMPERATURE

AND

OIL

PRESSURE

GAUGES

If

the gauge reading is other than what is normally indicated
by the gauge when the instrument panel is energized, the first
step is to check for 12 volts

DC

between the ignition (B+)

and the Negative (B-) terminals

of

the gauge.

Assuming that there is 12 volts as required, leave the instru­ment panel energized (key switch on) and perform the
following steps:

1.

Disconnect the sender wire at the gauge and see

if

the

gauge reads zero, which is the normal reading for this situa-

tion.

2.

Connect the sender terminal at the gauge to ground and

sec

if

the gauge reads full scale, which is the normal reading

for this situation.

If

both

of

the above gauge tests are positive, the gauge is

undoubtedly

OK

and the problem lies either with the conduc-

tor from the sender to the gauge or with the sender.

If

either

of

the above gauge tests are negative, the gauge is

probably defective and should

be

replaced.

Assuming the gauge is

OK, check the conductor from the

sender to the sender terminal at the gauge for continuity.
Check that the

efIgine block is connected to the ground.

Some starters have isolated ground terminals and

if

the bat-

tery

is connected to the starter (both plus and minus termi-

nals), the ground side

will

not necessarily be connected to the

block.

Engines & Generatots

32

.

ENGINE

ADJUSTMENTS

DRIVE

BELT

ADJUSTMENT

Proper inspection, service and maintenance of the

drive

belts

is

important for the efficient operation of your engine (see

Drive Belts under MAINTENANCE SCHEDULE).

Drive

belts

must be properly tensioned. Loose

drive

belts will
not provide proper alternator charging and will eventually
damage the alternator.

Drive

belts that are too tight will pull

the

alternator out of alignment and/or cause the alternator

to

wear out prematurely. Excessive

drive

belt tension can also

cause

rapid

wear of

the

belt and reduce

the

service life of

the

fresh water pumps bearing. A slack belt or the presence

of

oil

on

the belt can cause belt slipping, resulting

in

high

operating
temperatures.

The

drive

belt

is

properly adjusted

if

the

belt 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 mid-

point between

the

two

pulleys

on

the longest span of the belt.

A spare belt or belts should always be carried on board.

A

WARNING:

Never

attempt

to

check

or

adjust

the

drive

belt's

tension

while

the

engine

is

in

operation.

Adjusting

Belt

Tension

1.

Loosen

the

alternator adjusting strap bolt and

the

base

mounting bolt.

2.

With

the

belt

loose,

inspect

for

wear,

cracks

and

frayed

edges.

3. Pivot

the

alternator

on

the

base mounting bolt

to

the

left

or right

as

required,

to

loosen or tighten.

4.

Tighten

the base mounting bolt

and

the adjusting strap

bolt.

S.

Run

the engine

for

about 5 minutes, then shut

down

and

recheck the belt tensions.

ENGINE

SPEED/ENGINE

SHUTDOWN

Generator frequency (hertz) is a direct result of engine speed.
The engine speed throttle adjusting screws have been pre-set

at

the

factory.

A

fuel

shut off solenoid, located at

the

injection pump, shuts

the generator

down

when the control panel toggle switch

is

depressed. This solenoid

is

pre-set at the

factory.

.~

~~

ELECTRONIC

GOVERNOR

(OPTIONAL)

The Electronic Governor regulates

the

engine speed

by

sensing

the

engine's RPM with a magnetic pick-up

at

the

flywheel.

The governor's controller continuously monitors

the

engines speed

and

if there

is

any

discrepancy,

the

controller signals

the

actuator

and

the

actuator adjusts

the

engine to the desired speed electronically.

Actuator

The following instructions are

for

adjusting

or

replacing

the actuator.

1.

Shut-off

the

DC

power

to

the

g~nerator.

2.

Disconnect

the

actuator

wires

from

the

wiring

harness.

3. Measure the distance between

the

actuator and

the

engine

mounting surface

as

shown.

ACTUATOR

MEASURE

FOR

REFERENCE

..

ENGINE

MOUNTING

SURFACE

'JAM

NUT

4. Back-off

the 1 7/16"

jam nut

and

unscrew

the

actuator.

5. Apply a small amount of teflon sealant

to

the

replacement

actuator

and

screw

the

actuator

into

the

engine's

mounting boss. Maintain the same distance between

the

actuator and the engine mounting surface

as

previously

measured Secure the actuator's position with the jam

nut.

(The standard distance is 13/16"

to

7/8").

6.

Reconnect

the

actuator wires and test

the

unit.

SCREWINTO

.

ORIGINAL

MEASURE

SPEED

ADJUSTMENT

[FACTORY

SET]

13/16"

TO

7/8"

STANDARD

Note:

If

the unit does not shut down properly when

. testing. Loosen the jam nut and turn the

actuator in

lIS-lf4

of

a turn until proper shut

dmvn

is achieved.

J

FUEL

SHUT

OFF

SOLENOID

Engines & Generators

33

ENGINE

ADJUSTMENTS

NOTE:

WESTERBEKE

recommends

that

the

following engine adjust-

ments

be

performed by a competent engine

mechanic.

The

information

below

is

provided

to

assist

the

mechanic.

VALVE

CLEARANCE

ADJUSTMENT

Make the following adjustments when the engine is cold.

1.

Remove the cylinder head cover.

2. Slightly loosen the cylinder head bolts and retighten them

to the specified torque in the number sequence shown
below.

Tightening

Torque

65:t4Ib-ft (88£5

Nm)

02

05

011

FOUR

CYLINDER

FRONT

THREE

CYLINDER

3.

Find top dead center compression position for No.1
piston by using the procedure that follows:

(a) Tum the crankshaft until

IDe

mark on the crankshaft

puUey

is aligned with the mark

on

the timing

gear

case.

TDC

(TOP

DEAD

CENTER)

MARK

FOR

NO.1

AND

NO.4

PISTONS

TDC

MARK

FOR

NO.2

AND

NO.3

PISTONS

TIMING

GEAR

CASE

MARK

(b) With No.1 piston at top dead center on the compression

stroke, the rocker

arms will not be moved when the

crankshaft is turned approximately

200 in

both directions.

(c)

If

the rocker arms move, No.1 piston

is

at

top dead

center

on

the intake or exhaust stroke. In such a case,

tum the crankshaft

3600

in the direction

of

engine

rotation again. No.1 piston is now at top dead center

on

the compression stroke.

4. Loosen the

lock

nut for the adjusting screw. With a feeler

gauge inserted between the rocker

arm and valve cap,
adjust the valve clearance by turning the adjusting screw.
Make certain to adjust all the valves.

i ",,,.

~

O.25mm

i

'~

.<1:

{O.0098

INCHES)

•

':

,if

-

rr

INTAKE & EXHAUST

I

'~.~~

~

:t

--

~

5.

Install the cylinder head cover.

Head

Cover

Bolt

Torque

2 - 3

It-Ib

(0.3 -0.45

m-ku)

Engines & Generators

34

ENGINE

ADJUSTMENTS

NOTE:

WESTERBEKE

recommends that

the

following engine adjust-

ments

be

peiformed by a competent engine

mechanic.

The

tnformation

below

is

provided

to

assist

the

mechanic.

TESTING

ENGINE

COMPRESSION

Make certain the oil level (dipstick)

is

at

the correct

level

and

the

air intake filter

is

clean.

The

battery and starter motor

must

also be

in

good condition.

1.

Warm

the

engine

to

normal operating temperature.

2.

Move

the

control lever

to

a position for shutting off

the

fuel.

(Disconnect the wires if a

fuel

shutdown solenoid

is

used).

3. Remove all the

glow

plugs

from

the engine

and

install

the

compression gauge/adapter combination

to

the

cylin-

der

on

which the compression

is

to

be

measured.

TESTING

ENGINE

COMPRESSION

ADAPTER

~WPLUGHOlf

PRESSURE

GAUGE

4.

Close the

raw

water seacock (thru-hull).

5.

Crank the engine

and

allow the gauge to reach a

maximum reading,

then

record that reading.

6.

Repeat this process for each cylinder.

Compression

pressure

427

psi

(30

kgffcm2)

at

290

rpm.

Maximum

permissible

difference

between

cylinders

is

42.7

psi

(3

kgf/cm2)

NOTE:

If

the

readings

are

below

the

limit,

the

engine needs

repair

7.

Re-install the glow plugs (use anti-seize compound

on

the

threads) and reset the

fuel

shut-off

to

the run position.

S.

Open the raw water seacock (thru-hull).

LOW

COMPRESSION

When

low

compression is found, determine the cause

by

applying a small amount of

oil

in

the cylinder thru the

glow

plug

hole.

Allow the oil

to

settle.

Install the pressure gauge

and

repeat

the

above

test.

If the

compression reading rises dramatically,

the

fault

is

with

the

rings.

If

the

compression

valve

does not rise, the problem

is

with

the

valves.

A slight rise

in

compression

would

indicate a problem

with

both

the

rings and

the

valves.

FUEL

INJECTORS

In

case of severe vibrations and detonation

noise,

have

the

injectors checked

and

overhauled

by

an

authorized

fuel

injection service

center.

Poor

fuel

quality, contaminants

and

loss

of

positive

fuel

pressure

to

the injection pump

can

result

in

injector

faults.

Since

fuel

injectors must

be

serviced

in

a

clean

room

enviroment, it

is

best

to

carry

at

least one extra

injector

as

a spare should a problem

occur.

Before removing the old injector, clean

the

area around

the

base

of

the

injector

to

help

prevent

any

rust

or

debris

from

falling

down

into the injector hole.

If

the

injector

will

not

lift

out easily

and

is

held

in

by

carbon build-up or the like,

work

the

injector side-to-side with the

aid

of

the

socket

wrench

to

free

it,

and

then

lift it

out.

The injector seats

in

the

cylinder head

on

a copper sealing

washer.

This

washer should

be

removed

with

the

injector

and

replaced

with a new

washer when

the

new

injector

is

installed.

Injector

to

Cylinder

Head

Tightening

Torqlle

40

± 4 fHb

(5.5 ± 0.5

kgf-m)

FUEL

INJECTOR

I

I

Engines & Generators

35

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 (AC) 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 dri-

ven by a small generator. Capacitor and repulsion-induction

motors require from

2 to 4 times as

much

current to start as

to run.

Thc

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 115-Volt motors con-

nected

to

medium

starting

loads

will

be

approximately

as

follows:

MOTOR

SIZE

(HP)

1/6

AMPS

FOR

RUNNING

(AMPERES

3.2

1/4

4.6

AMPS

FOR

STARTING

(AMPERES)

6.4

to

22.4*

1

____

······

__

--+

____

10_.2_

...

__

+---=:.:..:...:~:.::.......

_

__l

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
generator's capacity, and finally loaded to its full capacity as
indicted 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 ampmeter 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

contains

AC

equipment

of

120 volts only, it is recommended

that the generator's

AC

temzinal block be configured to pro-

vide one 120 volt

AC

hot

leg

for

the vessel's 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 run at

1500

rpm, the

AC

voltage

output frequency is

50 Hertz.

Therefore, to change the generator's frequency, the genera-

tor'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

tenninal 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 exces-

sive heating and reduced life

of

windings.

•

For

unusually severe conditions, thin rust-inhibiting

petroleum-base 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 generators should

be

checked periodically

if

possible for tightness

of

screws

and for any evidence

of

incipient cracking failure. Discs
should not be allowed to become rusty because rust 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 cor-

ners

of

the head.

•

The

rear armature bearing is lubricated and sealed; no

maintenance is required. However,

if

the

bearing becomes

noisy

or

rough-sounding, have it replaced.

• Examine bearing

at

periodic intervals.

No

side movement

of

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 rub and cause major damage to generator.

Carbon

Monoxide

Detector

WESTERBEKE

recommends mounting a carbon

monoxide detector in the vessels 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

36

BT

GENERATOR

This generator is a four-pole, brushless, self-excited generator
which requires only the driving force

of

the engine to pro­duce AC output. The copper and laminated iron in the exciter
stator are responsible for the self-exciting feature

of

this gen-

erator. The magnetic field produced causes an AC voltage to

be

induced into the related exciter rotor windings during rota-

tion. 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. A step down transformer is connected in
parallel to the AC output

of

the main stator. An AC voltage is

produced in the auxiliary windings

of

the transformer and the

main stator and is,

in

tum, supplied to a full-wave bridge rec-

tifier. The rectifier produces a

DC

voltage to further excite
the exciter stator windings, enabling the generator to produce
a rated AC

output

An optional solid-state voltage regulator is

available to work in tandem with the transformer regulator to

produce a more stable AC output.

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 no power is coming into the boat.

NOTE:

This

circuit breakzr is available as a

WESTE1?BEKE

add-on kit

for

earlier model generations; contact your

WESTERBEKE

dealer.

SHIMS

.LU'If,r-U'UWU

TRANSFORMER

AC

TERMINAL

BOARD

BRIDGE
RECTIFIER

BT

GENERATOR

SINGLE

PHASE

[6

STUD]

Engines & Generators

37

.

BT

GENERATOR

SINGLE

PHASE

[12

STUD]

COMPOUND

TRANSFORMER

BT

GENERATOR

I

SINGLE

PHASE

[SIX

STUD]

r-------------------,

~

B i

A I ,

+:

BOO!

II

: * 4 I

+

_:

b :

2

~

1 2 3 I

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

r----()-----1

r----[j-----l

i

Ii!

.......

RM1""t

I~i)

I :

il

2 I !

11

i 2 I :

I I I • I 1

: I

'1

I I I

• I I

:

3'

I

• _

________

.J

_ .J

60

Hz

TERMINAL

G

:a

RED

".

~

REO

!JED

GREEN

GREEN

BlACK

BLACK

BLACK

+

...-'''''-

........

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

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

BLACK

BLUE

YELLOW

AVR

PLUG

!!LUE

IWHrre

{TO

PIN

18

TERM.

eWE

{WOOE

(TO

HERT2NOLTS

BAlI)

BlUE

REDI

WHITE

(TO

HIiRTZlVOLTS

BAR)

VELLOW/WHrt"e

(TO

SELECTOR

SWITCH)

I!I.ACKIWHrrE

(TO

BRIDGE

RECTlFlER)

INTERNAL

WIRING

SCHEMATIC

(SIX

STUD)

W/OPTIONAL

VOLTAGE

REGULATOR

A.

EXCITER

STATOR

WINDINGS

1&

2

A-I

and

A - 2 Exciter Stator Windings

(Selector

in

COMP

position)

B.

EXCITER

ROTOR

and

FIELD

1.

Auxiliary Windings

(A

- B - C)

2.

Diodes

(6)

3.

Rotating Field Windings

4.

Posi Resistor

C.

MAIN

STATOR

1.

Main Stator Windings

2.

Main Stator Windings

3.

Main Stator Auxiliary Windings

D.

COMPOUND

TRANS.FORMER

1.

Compound Transformer Windings

2.

Compound Transformer Windings

3.

Compound Transformer Auxiliary Windings

Resistance readings

and

voltage checks can

be

accessed

easily

for

the components

in

the exciter circuit

A,

G,

C-3

and

D-3

by

locating the color coded wires

at

the connection

points

shown

on

the

above

schematic.

When

cpecking

winding resistance

values

be

sure

to

lift

both

of

the

component's electrical connections.

G.

BRIDGE

RECTIFIER

A.V.R.

Optional Automatic

Voltage

Regulator Plug

(6

Prong).

Engines & Generators

38

GENERATOR

VOLTAGE

ADJUSTMENT

NOTE:

WESTERBEKE

recommends

that

the

following generator

tests

and adjustments

be

peiformed

by

a quailified

technician.

Generator

Frequency

1.

Frequency

is

a direct result

of

engine/generator speed:

1800

rpm = 60 hertz

1500

rpm 50 hertz.

2.

To

change generator frequency

follow

the steps

below.

a. Connect

the

AC

output leads

to

the

AC

terminal block,

following the illustrations

on

this

page.

h.

If

an

AVR

is

installed, reposition the blue or blue/white

lead

to

correspond

to

the

hertz selected

on

the

Voltage!Hertz

Connection

Bar.

If

there is no antomatic voltage regulator

(AVR

installed, do

not

change

the

wiring

on

the

Voltage/Hertz Connection Bar. Simply reconfigure the
AC terminal for the hertz change.

c.

Start

the

engine, monitor voltage and adjust engine

no-load speed. Adjust diesel units

by

the linkage

between

the

throttle arm

and

fuel

solenoid

or

the

throttle lever

on

the

injection pump

..

60

hertz;

no-load speed, 61.5 - 62.0

hertz.

50

hertz:

no-load speed, 51.5 - 52.0

hertz.

d. After the no-load hertz adjustment

is

made,

the

no-load

voltage

may

need

to

be

readjusted. In most cases, if the

generator

was

producing

the

correct no-load

voltage

at

the

previous hertz setting, it would

be

correct

at

the
changed hertz setting.
In

the

event

it

needs

adjustment, adjust

the

shim thick-

ness

under

the

laminated steel bar of

the

transfonner.

60

hertz:

no-load voltage,

121-124

volts.

50

hertz:

no-load voltage, 232-236

volts.

e.

Load

the

generator

to

the

rated amperage output

corresponding

to

the

hertz speed of

the

generator.
Rated Loaded Speed
60

hertz:

loaded speed, 58.5 - 59.0 hertz

50

hertz:

loaded speed, 48.5 - 49.0 hertz

The lowest acceptable voltage

at

full

rated output

(amps)

60

hertz:

108 -11

0 volts

50

hertz:

205

- 210 volts

SIX

STUD

AC

VOLTAGE

CONNECTIONS

115V50Hz

® @

The

frame

ground

wire

must

be

moved

when

changing

from

115

volts

and

1101220

volts

50

hertz

to

230

volts

50

hertz.

From

making

con-

nections

to

the

AC

tenninal

block,

use

tenninal

ends

for

1/4

inch

studs

that

wiD

accept

multi-strand

copper

wire

sized

for

the

amperage

rating

from

the

hot

lead

con-

nection.

The

frame

ground

wire

is

white

or

white

with

a

green

strip.

It

connects

between

the

neutral

stud

and

the

generator

frame.

230V50Hz

® @

120V 60HZ

A

JUMPER

IS

III~_-.J

REQUlRED'-1gg]

TWELVE

STUD

AC

VOLTAGE

CONNECTIONS

115V

50Hz

a:::::o

0

6 6

1'!;;jb!jJCIRCUIT

l!::::i

BREAKER

230V50Hz

a::::::::D

0

N

l1

OJ

115/230V

50Hz

a:::::o

0

I"

"1

-"""",.......roN

• •

Engines & Generators

39

120V:O

Hz

o a:=:o

A

JUMPER

IS

REQUIRED

120/240V

60HZ

•

120/240V/60Hz

L1

• •

l2

GENERATOR

VOLTAGE

ADJUSTMENT

NOTE:

WESTERBEKE

recornmends

that

the

following generator

tests

and

adjustments

be

performed

by

a

quailif{ed

technician.

NO-LOAD

VOLTAGE

ADJUSTMENT

Voltage adjustment is made with the generator regulation
being governed by the compound transformer.

1.

The selector switch,

if

installed, must be in the

COMP

position.

2.

To

confirm no-load voltage, start the generator and apply

a momentary (moderate) load

to excite the transformer.

The voltage produced by the generator after the momen­tary load is removed is no-load voltage. Note the voltage
output from the generators

120 volt leges) (230 volt

50
hertz). The no-load voltage should be between 121-124
volts at 61.5-62 hertz (232- 236 volts

at

51.5-52 hertz).

NOTE:

The

no-load voltage should

be

adjusted

to

the

voltage

produced by

the

generator once started and a momentary

load should

be

applied

to

excite the transformer and

then

removed.

The

voltage produced by

the

generator after

this

momentary load

is

removed

is

no-load

voltage.

3.

To

raise or lower the voltage, shims

of

varying thickness

(non-conductive material) are placed

or

removed from

under the steel laminated

bar

on

top

of

the compound

transformer. The material used for shimming should not

soften at temperatures in the

1760 F (800 C) range. A

small reduction in no-load voltage

(1

to 3 volts) can some

times be accomplished by gently tapping the top

of

the
laminated steel bar to reduce the gap between the existing
shims and the transformer core.

NOTE:

No-load voltage may

be

effected needing readjustment

with

the

compound transfonner.

Do

not

use

these

adjustments

to

compensate for overload conditions being

placed

on

the

generator/engine (inductive-motor

type

loads).

Loss

of

generator hertl/speed, the result

of

overload,

will

cause a drop

in

voltage

output.

Shim thickness

of

0.001 inch will change the no-load

voltage by approximately 4

- 6 volts. Adding shim

material raises the no-load voltage. Removing shim

material lowers no-load voltage.

FULL-LOAD

VOLTAGE

ADJUSTMENT

The voltage hertz connection bar that is used when changing
from

60Hz to 50Hz can also be used to increase or decrease

the generators full-load output.
Fine voltage adjustments can

be

performed by repositioning

wires

A to leads #1, #2, and #3 increasing the loaded voltage

progressively in that order. A no-load voltage adjustment will
have to be made as well.

Should full-load output fall below 108 volts-60Hz
(210

volts-50Hz), the voltage should be adjusted.

A

TWORED
WIRES

12

STUD

A

BLUE

~~\;""~IP

WIRE

6

AND

12

STUD

VOLTAGE

HERTZ

CONNECTION

BARS

NOTE:

When

the

optional voltage regulator

is

installed

and

if

the

BluelWhite

(Blue)

lead

is

not correctly positioned

to

correspond

to

the

Hertz

the

unit

is

operating

at,

the

regulator

will

sense incorrect voltage and

cause

the

generator

to

produce abnormally high output

voltage.

Engines & Generators

40

BT

GENERATOR

INTERNAL

WIRING

3

PHASE

TWELVE

WIRE

RECONNECTABLE

r-----

-

- -

---,

I

I

I

I

I

I
I

I

L_

I

A

EXCITER

STATOR

I

I

r----

I

I

1----

I

r------

1

1

DSTATOR

:

- - - - -

-",

12".

----l1f---l--

...

-+1----.'11

I

10.

I I

-9

: 8

I

EXCITER

...-------,

I

I

I

I

C

ROTOR

FIELD

+ I

:

rII-as:~1

-1.p1-

: c

(6)

1----.....,

I

..---

.....

I

red

....

fa

green

to...

...

yellow

t-

~1Iz

~

Amp

e

Slab

i

Volt

~

ELECTRONIC

VOL

REGULATOR

BT

GENERATOR

THREE

PHASE

20A

I

I

DIODES

/--------

I I I

: 8

....

-----~1~--~~1~------.'7

I I

f

6-

I I

-5

I I I

: 2

....

------LI

__

....

~I~------·1

I 4 3

I I

I I

BLUE

YElLOW

Q

w

a::

RED

..J

GREEN

,/

~

FUSE

HOLDER

/ .

TERMINAL

BOARD

Enginss; & Generators

41

REGULATOR

SENSING 3 PHASE

WYE-OELTA

CONFIGURATIONS

NOTE:

WESTERBEKE

recommends

that

the

followirzg

generator

tests

DESCRIPTION

and adjustments

be

performed

by

a qualified

technician.

PARALLEL

WYE

(STAR)

The

regulator

is

equipped

with

seven

numbered

tenilinals

(0

to

6)

and

their related brass jumpers.

The

illustrations

show

connection

points

and

jumpers

for

the 3 phase

configuration

of

the

generator.

The

sensing

leads

connect

between

pin

#1

and

pin

#2 on

the

AC

terminal

block

and

connection

#2

and

#0

on

the

voltage

regulator

board.

9

l-+_-"U"""

NOTE:

Series

Delta

requires

the

installation

of

a jumper

on

the

regulator

board

between terminal

Band

10.

170

-270 V

>

180

-160 V

3

PHASE

VOLTAGE

REGULATOR

SERIES

WYE

(STAR)

3

N

.....

L-L-

240

VAC

30

60

Hertz

L-N

-138

VAC

10

60

Hertz

L-L -200

VAC

30

50

Hertz

L-N

-115

VAC

10

50

Hertz

L-l-

480

VAC

L-N-277

VAC

l-l-

400

VAC

L-N-230

VAC

SERIES

DELTA

L-L-

277

VAC

L2,

L3-N -138

VAC

l-l-

230

VAC

L2,

L3-N -115

VAC

NOTE:

Single

phase amperage

lead.

the phase current must not

exceed

the

nominal

value.

Engines & Generators

42

30

60

Hertz

10

60

Hertz

30

50

Hertz

10

50

Hertz

30

60

Hertz

10

60Hertz

30

50

Hertz

10

50

Hertz

L3

N

BT

GENERATOR

SINGLE

PHASE

OPTIONAL

AUTOMATIC

VOLTAGE

REGULATOR

(AVR)

BT 6 STUD

MODELS

ONLY

An

optional

solid-state voltage regulator

(board

#34410)

is

available

for

use

with

the

BT series

generators.

When

installed,

and

the

regulation switch is

moved

to

the

ELEC

position,

the

regulator

works

together

wi~

the

standard

com-

pound

transformer regulator

to

regulate

the

generator's volt-

age

output.

In

the

ELEC

mode,

the

regulator

provides

excitation

to

the

group 1 exciter windings,

and

the

trans-

former

provides excitation to the group 2 exciter

windings.

Installation

I.

The

regulator

is

mounted using existing

tapped

holes

in

the

generator's case. Use two

(2)

M4" 0

7mm

screws,

each

15mm

long,

with

lock washers

to

mount

the

regula-

tor

board.

2.

Connect

the

6-prong generator plug

to

the

receptacle

on

the

regulator

board.

NOTE:

The

plug

is

keyed

to

engage

the

regulatorreceptacle

in

one

direction.

Check

this and insert

it

correctly.

3.

Before

moving

the

selector switch

to

the

ELEC

position,

the

NO-Load

voltage produced

by

the

generator

when

in

the

COMP

position

will

have

to

be

adjusted.

The

NO-

Load

voltage

should

be adjusted

down

between

114 -118

volts

(60Hz)

or

224 -228

volts

(50Hz)

following

the

procedures

as

explained earlier

in

this

manual.

4.

With

the

generators

no

load voltage properly

adjusted,

move

the

selection switch into the

ELEC

position.

Adjust

the

regulator hoard potentiometer

to

set

NO-Load

voltage

at

120 -122

volts

at

61.5

- 62.0 Hertz

(230 -234

volts

at

51.5 -52.0

Hertz). The regulator board

is

operating

in

par-

allel

with

the

compound transformer

and

should

maintain

voltage

output within

±5

per cent

from

NO-Load

to

FULL-Load.

NOTE:

Do

not

use

the

regulator to force

NO-Load

voltage

down.

Use

the

compound transformer for

this

junction.

Using

the

regulator

to

peiform

this

causes

the.

regulator

to

use

more

exciter

circuit

power.

This

leaves

less

exciter

circuit

power

for

loaded

conditions.

SwHching

Shore

Power

to

Generator

Power

A

CAUTION:

Heary

motor

leads

should

be

shut

oft

before

switching

shore

power

to

generator

power

or

vice-versa

because

voltage

surges

Induced

by

swltcb-

ing

with

beary

AC

loads

on

the

vessel

being

operated

may

cause

damage

to

the

exciter

circuit

components

in

the

generator.

Shore

Power

Connections

(60

Hertz)

GaMrator

NOtE: Dlegram .how. c;onruactloft,

tor.

1wo

...

( t

N

G

t

1

"G2

t

f":;'

1

w'r.1120~Volt$y.t.m.

Forath

....

-wire

.yalem

u

••

dotted

line'

for

the

01Ut

hot

'-;

..

NL1

L2

i

/'..,..-

....

,

L-----f-(l)

~\

,

....

-

r---..,.-\43>

/

,

'--'

,

I

I

--I

I

I
I

I

1

1

I

I

Ship

••••

Sh"",

Switch

13

Pole)

PI!

32008

'---+-+-~-I--II\'Gl~~~E::+-+--'N~.U=I~:.I-=":~}SIl"".l""d

•

$,ound

I"

ShON

Power, t

~

~

""

(40

Ampo/Pole,

PM

32009

(80

Ampal

Pole)

PM

32010

(125 Ampol

Pole,

PH

32133

(200Amp./Pl')le,

~\$2S'.N

)

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

sbore

power

and

generator

output

are

connected

at

the

same

time.

This

type

of

generator

damage

is

not

covered

undel

tbe

warranty;

It

is

the

installel's

respon-

sibility

to

make

sUle

all

AC

connections

are

correct.

c

z'

::>

o

II!

CI

GENERATOR<

~

'"

NOTE, Diagram shows

conneetlons

for

II

two-

'wire.

120-Volt

system

from

the generator,

:oc:

with

three-wire.

120-Vall

boat

system.

~

GENERATORisHORE

... SWITCH

III

SHIP'S

LOAD

/'-"',

"------f."{il$

~N

(NEUTRAL}I I

.-'-----'-':-{:7

6 I

" /

~

SHORE

POWER

....

_ ....

':'

SHORE

GROUND

_

SHIP'S

-

GROUND

230

Volt/50

Hertz

Two

Wire

Configuration

Notice

the

repositioning of

the

white

ground

lead

on

the

ter-

minal

block

to

the

generator

case.

Engines & Generators

43

BT

GENERATOR

TROUBLESHOOTING

CHART

NOTE:

WESTERBEKE recommends that the following generator tests

and

adjustments be peiformed by a qualified technician.

1.

LOW

VOLTAGE

60-100

VOLTS

AC

COMPONENT

CHECKS:

F

SELECTOR

SWITCH

(6 Stud Models)

B

ROTOR

COMPONENTS

B2.

EXCITER

ROTOR

DIODES

83.

ROTOR

FIELD

WINDING

B1.

EXCITER

ROTOR

WINDlNG(S)

a,b,c.

A 1-1+2

EXCITER

STATOR

WINDING(S).

2.

NO

AC

VOLTAGE

OUTPUT

MAIN

STATOR,

ROTOR

COMPONENTS.

TRANSFORMER

COMPONENT

CHECKS:

C 1+2

MAIN

STATOR

WINDING

B 4

POSI

RESISTOR

B 2

DIODES

(4-6

OPENISHORTED)

D

1+2

COMPOUND

TRANSFORMER

WINDING

B 3

ROTOR

FIELD

WINDING

3.

RESIDUAL VOLTAGE

EXCITER

CIRCUIT

FAULTY

COMPONENT

CHECKS:

A

1-1+2

EXCITER

STATOR

WINDING(S)

G

BRIDGE

RECTIFIER

D 3

TRANSFORMER

AUX.

WINDING

C 3

MAIN

STATOR

AUX.

WINDING

F

SELECTOR

SWITCH

CIRCUIT CONNECTIONS

(trom

the

Transformer

Aux.

winding

to

the

connections

on

the

Bridge

Rectifier)

Engines & Generators

44

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

whiqh

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 oftens 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 of

time.

Fresh

Water

Cooling

Circuit

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 elimate. 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

011

and

combustion

deposits

combine

to

produce

harmful

chemicals

which

can

reduce

the

life

of

your

engine's

intemal

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

BIOBOR

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 seperator

used

in

the system. Change the element

in

your primary

fuel

filter/water seperator, if the

fuel

system

has

one, and clean the seperator 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

intal<e

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 debis 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.

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.

Engines & Generators

45

LAY-UP

&

RECOMMISSIONING

Starter

Motor

Lubrication.and cleaning

of

the starter drive pinion is

advisable,

if

access to the starter pennits its easy removal.

Make sure the battery connections are shut

off

before

attempting to remove the starter. Take care in properly

replacing any electrical connections

remove9 from the starter.

Cylinder

Lubrication

[Diesel]

If

you anticipate a long lay-up period (12 months or more)

WESTERBEKE recommends removing the glow plugs

or

fuel injectors for access to the cylinders. Squirting light

lubricating oil into the cylinders to prevent the piston rings

from sticking to the cylinder walls. Rotate the engine by hand
two revolutions then replace the glow plugs or injectors.

Make sure you have a replacement

if

removing the injector

sealing washer for the injector

and

fuel return line.

Intake

Manifold

[Gasoline]

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!.

Intake

Manifold

and

Thru-Hull

Exhaust[Diese/1

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.,(lf it is not visible at recommis-

sioning, and an attempt is

made

to start the engine, you may

need the assistance

of

a servicing dealer.)

Make

a note to
remove the cloth prior to start-up. The through-hull exhaust
port can be blocked in the same manner.

BATTERIES

If

batteries are to be left

on

board during the lay-up period,
make sure they are fully charged, and will remain that way,
to prevent them from freezing.

If

there exists any doubt that

the batteries will not remain fully charged,

or

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

A

Warning:

Lead

acid

batteriBS

emit

hydrogen,

a

highly-explosive

gas,

which

can

be

ignited

by

electrical

arcing

or a lighted

cigarette,

cigar,

or

pipe.

Do

not

smoke

or

allow

an

open

flame

nffal

the

battery

being

serviced.

Shut

off all 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 anti-corro­sion 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 lay-

up, and reconnect the battery cables, making sure the
tenninals 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

batteriBS

emit

hydrogen, a highly

explosive

gas,

which

can

be

ignited

by

electrical

arcing

Of

a

lighted

cigarette,

cigar,

Dr

pipe.

Do

not

smoke

or

aI/ow

an

open

flame

near

the

battery

being

serviced.

Shut

off

all electrical

eqUipment

In

the

vicinity

to

prevent

electrical

arcing

during

5l1rvlcing.

4. Remove the spark plugs, wipe clean, re-gap, and install to

proper tightness

[gasoline].

S.

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, at 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

INITlALSTART-UP

section

of

this manual.

Engines & Generators

46

SPECIFICATIONS

12.6KW

BTD,

11.5KW

BTD,

10.0

BTDA,

8.0KW

BTDA

Engine

Type

Displacement
Aspiration
Combustion

Chamber
Bore & Stroke
Firing

Order

GENERAL

Diesel,

four-cycle,

three-cylinder,

fresh

water-

cooled,

vertical

in-line

overhead

valve

mechanism.

80A

cubic

inches

(1.318

liter)

Naturally

aspirated.

Swirl

type.

3.07 x 3.62

inches

(78 x 92

mm)

1 -3 - 2

General
Fuel
Fuel

Injection

Pump
Nozzle
Fuel

Filter

Air

Cleaner

Fuel

Lift

Pump

FUEL

SYSTEM

Open

flow,

self

priming.

No.2

diesel

oil

(cetane

rating

of

45

or

higher).

In-line

plunger

type

(BOSCH).

Throttle

type.

Spin-on

replaceable

(PN#024363).

Replaceable

paper

filter

cartridge.

12

volt

DC

lift

capacity

of

5'

(1.5

mm)

solid

state

Direction

of

Rotation

Compression

Ratio

Weight

(Engine

Only)

Clockwise,

when

viewed

from

the

front.

22:1

ELECTRICAL

SYSTEM

Inclination

Engine

Combustion

Air

Requirements

at

60

Hz

1800rpm

8.0

BTDA

10.0

BTDA

12.6

BTDA

Continuous

15°

4671bs

(211.8

kilos).

5131bs

(232.7

kilos)

5131bs

(232.7

kilos)

Temporary

25°

(not

to

exceed

30

min.)

41

cfm(1.16cmm)

TUNE-UP

SPECIFICATIONS

Compression

Pressure

Minimum
Spilled

Timing

(Static)

Valve

Seat

Angle

Engine

Timing

Injector

Pressure

Valve

Seat

Angle

Valve

Clearance

(engine

cold)

427

psi

(30

kg/em')

at

280

rpm

384

psi

(27

kg/em')

17°

(spill)

45°

17°

BTDC

1991 + 71

-0

psi

(140

+ 5 -0

kgf/em').

Intake

45°

Exhaust

30°

0.25mm

(0.0098

inches)

LUBRICATION

SYSTEM

General
Oil

Filter

Sump

Capacity

(not

including

filter)

Operating

Oil

Pressure

(engine

hot)

Oil

Grade

Pressure

fed

system.

Full

flow,

paper

element,

spin-on

type.

3.9

U.S.

qts

(3.7

liters)

50 -60

psi

(3.5 -4.2

kg/em,)

API

Specification

CF

or

CG-4,

SAE

30,

lOW-3D,

15W-40

Starting

Battery

Battery

Capacity

DC

Charging

Altemator

Starting

Aid

Starter

Cold

Cranking

Amp

Drain

General

Operating

Temperature

Fresh

Water

Pump

Raw

Water

Pump

Raw

Water

Flow

at

1800

rpm

(Measures

before

discharging

into

exhaust

elbow)

System

Capacity

(Fresh

Water)

,."""WESTERBEKE

I

Engines & Generators

47

12

Volt,

(-)

negative

ground

600 -800

Cold

Cranking

Amps

(eCA)

51

Amp

rated,

belt-driven

Glow

plugs,

sheathed

type

12

Volt,

reduction

gear

175

amps

(approximate)

COOLING

SYSTEM

Fresh

water-cooled

block,

thermostatically-

controlled

with

heat

exchanger.

170

-1900 F

(77

-

88

0

C)

Centrifugal

type,

metal

impeller.

belt-driven.

Positive

displacement,

rubber

impeller,

belt

driven

7-8

gpm

(25.9 -29.6

gpm)

5.0

US

qts

(4.7

liters)

SPECIFICATIONS

8.0KW

BTDA

AC

GENERATOR

(Single

Phase)

Single

Phase

Brushless,

four-pole,

revolving

field.

•

Pre-lubricated,

single-bearing

design

.

Reconnectable,

single-phase

transformer

regulation

(optional

solid-state

voltage

regulation).

Voltage

120

or

1201240

Volts -60

Hertz

220

Volts -50

Hertz.

Voltage

regulation:

±5%

no

load

to

full

load.

Frequency

regulation:

.5

Hertz

(.60%)

no

load

to

full

load.

Rating

(Volts

AC)

60

Hertz~18oo

rpm}

120

Volts

66

Amps

8.DKW

1201240

Volts

66/33

Amps

50

Hertz

(1500

rpm)

220

Volts

27

Amps

6.DKW
Generator

Cooling

175 -200

clm

(4.95 -5.66

cmm)

Air

Requirements

(60

Hertz)

at

1800

rpm

NOTE:

Increase

air

supply

15%

for

50

Hertz

operation

(1500

rpm).

Engine

Combustion

42

elm

(1.19

cmm)

Air

Requirements

(60

Hertz).

at

1800

rpm

Engine

Compartment

100 -200

cfm

(2.83 -5.66

cmm)

Cooling

Air

Generator

Compartment

104°F

(40°C)

maximum

Ambient

Temperature

Recommendations

NOTE:

Forced

ventilation

should

be

provided

to

maintain

generator

compartment

temperatures

below

104°F

(40·C).

SPECIFICATIONS

10.0KW

BTDA

AC

GENERATOR

(Single

Phase)

AC

GENERATOR

(3

Phase)

Single

Phase

Brushless,

four

pole,

revolving

field.

General

• 3

Phase

Brushless,

Six-pole,

revolving

field.

Sealed

Pre-lubricated,

single

bearing

design.

10.0

Kw·

60

Hertz

lubricated,

single-bearing

design.

12

Lead

Reconnectable,

single

phase

transformer

7.5

Kw -50

Hertz

reeonnectable

for

low

voltage

WYE,

high

regulation

(optional

solid

state

voltage

voltage

Delta.

Solid

state

voltage

regu

lator

with

regulator)

protection

circuitry

Vortage

120

or

1201240

volts -60

hertz

Voltage

-3

phase

Low

Voltage

WYE

240

Volts

220

Volts -50

Hertz

(60

Hertz)

High

Voltage

WYE

480

Volts

Vortage

Regulation

±

5%

no

load

to

full

load.

DELTA

240

Volts

Frequency

Regulation

.5

Hertz

(.60%)

no

load

to

full

load.

Voltage

-3

Phase

High

Voltage

WYE

380

Volts

(50

Hertz)

DELTA

220

Volts

Rating

(Volts

AC)

Amperage

-3

phase

Low

Voltage

WYE

35

Amps

60

Hz

(1800

rpm)

120

volts

83.3

amps

(60

Hertz)

High

Voltage

WYE

15

Amps

10.0KW

1201240

volts

83.3/41.6

amps

DELTA

30

Amps

50

Hz

(1500

rpm)

220

volts

32.6

amps

Amperage

-3

phase

High

Voltage

WYE

14

Amps

7.SKW

(50

Hertz)

DELTA

24

Amps

Generator

Cooling

225 -250

efm

(5.66 -6.37

emm)

Engine

Combustion

42

efm

(1.19

cmm)

Air

requirements

(60

Hz)

at

1800

rpm

Air

Requirements

(60

Hertz),

at

1800

rpm

NOTE:

Increase

air

supply

15%

for

50

Hertz

operation

(1500

rpm)

Engine

Compartment

100 -200

cfm

(2.83·

5.66

cmm)

Engine

Combustion

42

cfm

(1.19

cmm)

Cooling

Air

Air

Requirements

Generator

Compartment

104°F

(40oG)

maximum

,

Ambient

Temperature

Generator

Compartment

104°F \ 40·C)

maximum

Ambient

Temperature

Recommendations

NOTE:

Forced

ventifation

slJould

be

provided

Recommendations

NOTE;

Forced

ventilation

should

be

provided

to

maintain

generator

compartment

to

maintain

generator

compartment

temperatures

be/ow

104°F

(40·C)

temperatures

below

104°F

(40·C).

Engines & Generators

48

SPECIFICATIONS

11.5KW

BTD

AC

GENERATOR

(Single

Phase)

AC

GENERATOR

(3

Phase)

Single

Phase

Voltage

Voltage

Regulation

Frequency

Regulation

Rating

(Volts

AC)

60

Hz

(1800

rpm)

11.5

KW

50

Hz

(1500

rpm)

9.2KW

Generator

Cooling

Air

requirements

(60

Hz)

at

1800

rpm

Generator

Compartment

Ambient

Temperature

Recommendations

Brushless,

four

pole,

revolving

field.

Pre-lubricated,

single

bearing

design.

Reconnectable.

single

phase

transformer

regulation

(optional

solid

state

voltage

regulator)
120

or

1201240

volts·

60

hertz

230

Volts

50

Hertz

±5%

no

load

to

fuliload.

.3

Hertz

(.5%)

no

load

to

full

load.

120

volts

95.8

amps

1201240

volts

95.8/47.9

amps

230

volts

40

amps

225 -250

efm

(5.66 -6.37

cmm)

NOTE:

Increase

air

supply

15%

for

50

Hertz

operation

(1500

rpm)

104°F

(40°C)

maximum

NOTE:

Forced

ventilation

should

be

provided

to

maintain

generator

compartment

temperatures

below

104°F

(40°C).

Three

Phase

11.5

KW -60

Hertz

9.2

KW

-

50

HerlZ

Voltage· 3 phase

(60

Hertz)

Voltage

-3

Phase

(50

Hertz)

Amperage

-3

phase

(60

Hertz)

Amperage

-3

phase

(50

Hertz)

Generator

Cooling

Air

requirements

(60

Hz)

at

1800

rpm

Generator

Compartment

Ambient

Temperature

Recommendations

SPECIFICATIONS

12.6KW

BTD

Brushless,

six-pole,

revolving

field.

Sealed

lubricated,

single-bearing

design.

12

Lead

reconnectable

for

low

voltage

WYE,

high

voltage

Delta.

Solid

state

voltage

regulator

with

protection

circuitry

Low

Voltage

WYE

High

Voltage

WYE

DELTA
High

Voltage

WYE

DELTA
Low

Voltage

WYE

High

Voltage

WYE

DELTA
High

Voltage

WYE

DELTA

240

Volts

480

Volts

240

Volts

400

Volts

230

Volts

34

Amps

17

Amps

34

Amps

16

Amps

29

Amps

225 -250

cfm

(5.66 -6.37

cmm)

NOTE:

Increase

air

supply

15%

for

50

Hertz

operation

(1500

rpm)

104°F

(40°C)

maximum

NOTE:

Forced

ventilation

should

be

provided

to

maintain

generator

compartment

temperatures

below

104°F

(40·C).

AC

GENERATOR

(Single

Phase)

AC

GENERATOR

(3

Phase)

Single

Phase

Brushless,

four

pole.

revolving

field.

Three

Phase

Brushless,

six-pole,

revolving

field.

Sealed

Pre-lubricated,

single

bearing

design.

12.6KW - 60 Hertz

lubricated,

single-bearing

design.

12

Lead

Reconnectable,

single

phase

transformer

10.4KW - 50

Hertz

reconnectable

for

low

voltage

WYE.

high

regulation

(optional

solid

state

voltage

voltage

Delta.

Solid

state

voltage

regulator

with

regulator)

protection

circuitry

Voltage

120

or

1201240

volts -60

hertz

Voltage

-3

phase

Low

Voltage

WYE

240

Volts

230

Volts·

50

Hertz

(60

Hertz)

High

Voltage

WYE

480

Volts

Voltage

Regulation

±

5%

no

load

to

fuliload.

DELTA

240

Volts

Frequency

Regulation

.3

Hertz

(.5%)

no

load

to

full

load.

Voltage

-3

Phase

High

Voltage

WYE

400

Volts

(50

Hertz)

DELTA

230

Volts

Rating

(Volts

AC)

Amperage· 3 phase

Low

Voltage

WYE

38

Amps

60

Hz

(1800

rpm)

120

volts

95.8

amps

(60

Hertz)

High

Voltage

WYE

19

Amps

12.6KW

1201240

volts

195.8/49.9

amps

DELTA

38

Amps

50

Hz

(1500

rpm)

230

volts

40

amps

Amperage· 3 phase

High

Voltage

WYE

18

Amps

10.4KW

(50

Hertz)

DELTA

32

Amps

Generator

Cooling

225 -250

efm

(5.66 -6.37

emm)

Generator

Cooling

225·250

cfm

(5.66 -6.37

cmm)

Air

requirements

Air

requirements

(60

Hz)

at

1800

rpm

NOTE:

Increase

air

supply

15%

for

50

Hertz

(60

Hz)

at

1800

rpm

NOTE:

Increase

air

supply

15%

for

50

Hertz

operation

(1500

rpm)

operation

(1500

rpm)

Generator

Compartment

104°F

(40°C)

maximum

Generator

Compartment

104°F

(40°C)

maximum

Ambient

Temperature

Ambient

Temperature

Recommendations

NOTE:

Forced

ventilation

should

be

provided

Recommendations

NOTE:

Forced

ventilation

should

be

provided

to

maintain

generator

compartment

to

maintain

generator

compartment

temperatures

below

104°F

(40°C).

femperatures

below

104°F

(40°C).

Engines & Generators

49

SPECIFICATIONS

12.5KW

BTOB

AND

15.0KW

BTOC

Engine

Type

Displacement
Aspiration

.

Combustion

Chamber
Bore & Stroke
Firing

Order

Direction

of

Rotation

Compression

Ralio

Dimensions

inches

(mm)

Engine

Only

Weight

(dry)

Fuel

Consumption

HP@1800RPM
HP@1500RPM

GENERAL

Diesel,

four-cycle,

four-cylinder,

fresh

water-

cooled,

vertical

in-line

overhead

valve

mechanism.

107.3

cubic

inches

(1.758

liter)

Naturally

aspirated.

Swirl

type.

3.07 x 3.62

inches

(78 x 92

mm)

1 -3 - 4-2

Clockwise,

when

viewed

from

the

front.
22:1
Height:

24.0

inches

(609.6

mm)

Width:

19.0

inches

(482.6

mm)

Length:

34.6

inches

(878.8

mm)

5691bs

(258.10

kgs)

1.42

g/hr

(5.38

Itrlhr)

at

1800

rpm

{15Kw}

1.19

glhr

(4.50

Itrlhr)

at

1800

rpm

(12.5

Kw)

25HP
21

HP

TUNE-UP

SPECIFICATIONS

Compression

Pressure

Minimum
Spilled

Timing

(Static)

Valve

Seat

Angle

Engine

Speed

Valve

Clearance

Injector

Pressure

Engine

Timing

427

psi

(30

kg/cm')

at

280

rpm

384

psi

(27

kg/em')

17"

(spill)

Intake

45·

Exhaust

30"

1800

rpm

(60Hz)

1500

rpm

(50Hz)

0.25mm

(0.0098

inches)

1991 + 71

-0

psi

(140

+ 5 -0

kgflcm').

17"

BTDC

ELECTRICAL

SYSTEM

Starting

Battery

Battery

Capacity

DC

Charging

Alternator

Starting

Aid
Starter
Cold

Cranking

Amp

Draw

Cold

Cranking

Amp

Draw

12

Volt,

(-)

negative

ground

600 -800

Cold

Cranking

Amps

(CCA)

50

Amp

rated,

belt-driven

Glow

plugs,

sheathed

type

12

Volt,

reduction

gear

175 -200

amps

(approx.)
175 -200

amps

(approximate)

General
Fuel
Fuel

Injection

Pump
Nozzle
Fuel

Filter
Airdeaner
Fuel

Lift

Pump

General

Operating

Temperature

Fresh

Water

Pump

Raw

Water

Pump

System

Capacity

(Fresh

Water)

Raw

Water

Row

at

1800

rpm.

(Measured

before

discharging

into

exhaust

elbow).

Engine

Combustion

Air
Requirements @ 60Hz
1800

rpm

FUEL

SYSTEM

Open

flow,

self

priming.

No.2

diesel

oil

(cetane

rating

of

45

or

higher).

In-line

plunger

type

(BOSCH).

Throttle

type.

Gartridge

type

(PN#0302oo).

Replaceable

paper

filter

cartridge.

12

volt

DC

lift

capacity

of

5'

(1.5

mm)

solid

state

COOLING

SYSTEM

Fresh

water-rooled

block,

thermostatically-

controlled

with

heat

exchanger.

170-190° F

(77

-88·

C)

Centrifugal

type,

metal

impeller,

belt-driven.

Positive

displacement,

rubber

impeller,

belt-driven.

8.0

US

qts

(7.6

liters)

7-8

gpm

(25.9 -29.6

gpm).

56

cfm

(1.6

cmm)

LUBRICATION

SYSTEM

General

Oil

Filter

Sump

Capacity

(not

including

filter)

Operating

Oil

Pressure

(engine

hot)

Oil

Grade

Pressure

fed

system.

Full

flow,

paper

element,

spin-on

type.

4.5

U.S.

qts

(4.3

liters)

50 -60

psi

(3.5 -4.2

kg/cm')

API

Specification

CF

or

CG-4

Engines & Generators

50

SPECIFICATIONS

12.5KW

BTOB

AC

GENERATOR

(Single

Phase)

AC

GENERATOR

(3

Phase)

Single

Phase

Voltage

Voltage

Regulation

Frequency

Regulation

Rating

(Volis

AC)

60

Hz

(1800

rpm)

12.5KW

50

Hz

(1500

rpm)

9.3KW

Generator

Cooling

Air

requirements

(60

Hz)

at

1800

rpm

Generator

Compartment

Ambient

Temperature

Recommendations

Brushless,

four

pole,

revolving

field.

Pre-lubricated,

single

bearing

design.

Reconnectable,

single

phase

transformer

regulation

(optional

solid

slate

voltage

regulator)
120

or

1201240

volts -60

hertz

230

Volls'-

50

Hertz

±S%

no

load

to

full

load.

.3

Hertz (.5%)

no

load

to

full

load.

120

volts

104

amps

120/240

volts

104/52

amps

230

volls

60

amps

225 -250

cfm

(6.37 -7.08

cmm)

NOTE:

Increase

air

supply

15%

for

50

Hertz

operation

(1500

rpm)

104°F

(40oG)

maximum

NOTE:

Forced

ventilation

should

be

provided

to

maintain

generator

compartment

temperatures

below

104°F

(40°C).

Three

Phase

12.5KW -SO

Hertz

9.3KW·

50

Hertz

Voltage

-3

phase

(60

Hertz)

Voltage

-

:3

Phase

(50

Hertz)

Amperage

-3

phase

(60

Hertz)

Amperage· 3 phase

(50

Hertz)

Generator

Combustion

Air

Requirements

(SO

Hertz)

at

1800

rpm

Generator

Compartment

Ambient

Temperature

Recommendations

Brushless,

Six-pole,

revolving

field.

Sealed

lubricated,

single-bearing

deSign.

12

Lead

reconnectable

for

low

voltage

WYE,

high

voltage

Delta.

Solid

state

voltage

regulator

with

protection

circu

ilry

Low

Voltage

WYE

High

Voltage

WYE

DELTA
High

Voltage

WYE

DELTA
Low

Voltage

WYE

High

Voltage

WYE

DELTA
High

Voltage

WYE

DELTA
41

cfm

(1.16

cmm)

104°F

(40oG)

maximum

208

Volts

480

Volts

240

Volis

380Volis
230

Volts

43

Amps

18

Amps

37

Amps

17Amps
30

Amps

NOTE:

Forced

ventilation

should

be

provided

to

maintain

generator

compartment

temperatures

below

104°F

(40°C).

SPECIFICATIONS

15KW

BTOC

!

AC

GENERATOR

(Single

Phase)

AC

GENERATOR

(3

Phase)

Single

Phase

Brushless,

four-pole,

revolving

field.

Three

Phase

Brushless,

six-pole,

revolving

field.

Sealed

Pre-lubricated,

single-bearing

design.

15,0

KW·

60

Hertz

lubricated,

single-bearing

design.

12

Lead

Reconnectable,

Single-phase

transfonner

12.0

KW·

50

Hertz

reconnectable

for

low

voltage

WYE,

high

regulation

(optional

solid-state

voltage

voltage

Delta.

Solid

state

voltage

regulator

with

regulation).

protection

circuitry

Voltage

120

or

120/240

Volts -60

Hertz

Voltage

-3

phase

50

Hertz

Low

Voltage

WYE

208

Volts

230

Volts -50

Hertz.

High

Voltage

WYE

480

Volts

Voltage

regulation:

±5%

no

load

to

full

load.

DELTA

240

Volts

Voltage

-3

Phase

50

Hertz

High

Voltage

WYE

380

Volts

Frequency

regulation:

3

Hertz

(5%)

no

load

to

full

load.

DELTA

230

Volts

(Electronic

Governered)

Non-Electric

±3

Hertz

Amperage·

Low

Voltage

WYE

52

Amps

3

phase

60

Hertz

High

Voltage

WYE

22

Amps

Rating

(Volts

AC)

60

Hertz

(1800

rpm)

120

Volts

125

Amps

DELTA

45

Amps

120/240

Volts

125/62.5

Amps

Amperage

High

Voltage

WYE

22

Amps

50

Hertz

(1500

rpm)

230

Volts

SO

Amps

3

phase

50

Hertz

DELTA

39

Amps

Generator

Cooling

225 -250

cfm

(6.37 -7.08

cmm)

Generator

Compartment

104°F

(40°C)

maximum

Air

Requirements

Ambient

Temperature

(60

Hertz)

at

1800

rpm

NOTE:

Increase

air

supply

15%

for

50

Hertz

Recommendations

NOTE:

Forced

ventilation

should

be

provided

to

operation

(1500

rpm).

maintain

generator

compartment

temperatures

Engine

Combustion

41

cfm

(1.1Scmm)

below

104°F

(40°C).

Air

Requirements

(60

Hertz),

at

1800

rpm

Generator

Compartment

104

OF

(40°C)

maximum

Ambient

Temperature

Recommendations

NOTE:

Forced

ventilation

should

be

provided

to

maintain

generator

compartment

temperatures

below

104°F

(40cC).

Engines & Generators

51

ENGINE

TORQUE

SPECIFICATIONS

MAJOR

BOLTS

AND

NUTS

TORQUE

Width

Clamp

Bolt

or

Nut Diameter Pitch across flats

length kg -m

ft

-Ib

N-m

Alternator

Bracket

3.8-5.3

27-38

36.6

Back

Plate

3.3-4.8

24-35

32.5

Connecting

Rod

Cap

M9

1.0

14

3.55±0.25

27±72

34.8±2.5

Coolant

Pump

1.6±2.4

12-17

17.2

Coolant

Pump

Pulley

1.6±2.4

12-17

17.2

Coolant

Temperature

Sender

1.2 ± 1.8

9-13

12.2

Coolant

Temperature

Switch

1.2

±1.8

9-13

12.2

Crankshaft

Pulley

Nut

M18

1.5

27

17.5±2.5 127±18

172±25

Cylinder

Head

Bolt

M10

1.25

14

87

9±0.5

65

± 4 88± 5

Delivery

Valve

Holder

---

19

4.5±0.5

32±54

44± 5

Engine

Mounts

3.2±4.7

23-34

31.1

Exhaust

Manifold

1.6±2.4

12-17

7.2

Flywheel

Bolt

M12

1.25

19

29

13.5±0.5 98±4 132±5

Fuel

Filter

Assembly

4.6±6.8

33-49

44.7

Fuel

Injection

Nozzle

Holder

M20

1.5

21

5.5±0.5 40±44 54±5

Fuel

Injection

Pipe

Nut

M12

1.5

3±0.5 22±4 29±5

Fuel

Leak-Off

Pipe

Nut

M12

1.5

18

2.75±O.25

20± 2 27±2.5

Fuel

Solenoid

Locknut

4.0±5.0

28.9 ± 36.2

39.18

Glow

Plug

M10

1.25

12

60

1.75±0.25

12±72

17.2±2.5

Glow

Plug

Connection

Plate

M4

0.7

8

0.125±O.0250.9±0.2

1.2±O.2

Intake

Manifold

1.6±2.4

12-17

16.2

Main

Bearing

Cap

Bolt

M10

1.25

17

81

5.25±O.25

38±2

51.5±2.5

Oil

Filter

M20

1.5

1.2±0.1

8.7 ± 0.7

12±1

Oil

Pan

Bolt

M8

1.25

12

25

2.8±O.3.

20.3±2.2

27±5.3

Oil

Pan

Drain

Plug

M14

1.5

22

10

40±5

29±4

39±5

Oil

Pressure

Sender

1.2±

1.8

9-13

12.2

Oil

Pressure

Switch

PT1/8

26

11

1 ±0.2

7.2 ± 1.4

10±2

Pressure

Refief

Valve

M22

1.5

22

33

50±5

36±4

49±5

Rear

Plate

Bolt

(stamping)

M8

1.25

12

16

1.15 ± 0.15

8.3 ± 1.1

11.3±1.5

Rear

Plate

Bolt

(standard)

M12

1.25

17

28

6.5±1 47±7

64±10

Retaining

Nut

for

Delivery

I

M16

0.75

19

3.75±0.25

27±2

37±2.5

Valve

Holder

Body

Rocker

Cover

Bolt

M8

1.25

12

40

1.15

±O.15

8.3±

1.1

11.3±1.5

Rocker

Shaft

Bracket

Bolt

M8

1.25

12

581

1.5±0.5

11

±4

14.7

± 5

Sliding

Sleeve

Shaft

M10

1.25

14

29.5

3.6±0.6 26±4

35±6

Special

Nut

for

M12

1.0

17

2±O.5

14±4

20±5

Torque

Spring

Set

Starter B Terminal

M8

1.25

12

1.1

±O.1

80±7

10.8± 1

Stop

Solenoid

M30

1.5

36

4.5±0.5

32±54

44±5

lhermostat

Housing

0.3-0.45

2-3

2.7

Thermoswitch

M16

1.5

17

'

31.6

2.3±O.4

16.6

± 3

22.6

± 4

Engines & Generators

52

STANDARD

HARDWARE

BOLT

HEAD

MARKINGS

Bolt

strength

classes

are

embossed

on

the

head

of

each

bolt.

Customary

(inch)

bolls

are

identifed

by

markings

two

to

grade

eight

(strongest).

The

marks

correspond

to

two

marks

less

than

the

actual

grade,

Le.;

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

fisted

below

when

specific

torque

values

are

not

available.

2.

These

torques

are

based

on

clean,

dry

threads.

Reduce

torque

by

10%

when

engine

oil

is

used.

3.

Reduce

torques

by

30%

or

more,

when

threading

capscrews

into

aluminum.

STANDARD

BOLT & NUT

TORQUE

SPECIFICATIONS

METRIC

BOLT & NUT

TORQUE

SPECIFICATIONS

SAE

Grade

5

SAE

Grade

6-7

8AE

Grade

8

Capsrew

Body

Size

Torque

Torque

Torque

Boll

Grade

4.6

Grade

4.8

Grade

8.8 -9.8

Grade

10.9

(Inches) -(Thread)

Ft-Lb

(Nm)

FI-lb{Nm}

FHb{Nm)

Dla.

Wrench

Size

A-lb(Nm)

FI-lb

(Nm)

FI-lb

(Nm)

Ft·Lb

(Nm)

114-20

8

(11)

10

(14)

12

(16)

-

28

10

(14)

14

(19)

M3

5.Smm

0.3

(0.5)

0.5

(0.7)

1

(1.3)

1.5

(2)

5/16-18

17

(23)

19

(26)

24

(33)

-24

19

(26)

27

(37)

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)

3/8

-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

(l5)

78

(106)

1/2

-13

75

(102)

85

(115)

105

(142)

20

85

(115)

120

(163)

M12

lSmm

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)

9116

·12

110

(149)

120

(163)

155

(21O)

-18

120

(163)

170

(231)

M18

27mm

81

(110)

118

(160)

225

(305)

321

(435)

5(8

-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)

3/4-10

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

(S90)

675

(915)

M27

41

mm

295

(400)

417

(565)

811

(1100)

1154

(1565)

M30

46mm

402

(545)

568

(770)

1103

(1495)

1571

(2130)

1 8

590

(800)

660

(895)

910

(1234)

-14

660

(895)

990

(1342)

M33

51mm

546

(740)

774

(1050)

1500

(2035)

2139

(2900)

M36

55mm

700

(950)

992

(1345)

192.5

(2610)

2744

(3720)

NOTE:

Formula

to

convert

Ft-Lbs

to

Nm

(Newton

Meters)

multiply

Ft-Lbs

by

1.356.

SEALANTS & LUBRICANTS

GASKETS/SEALANTS

Oil

based

PERMATEX

112

and

irs

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

L1nUID

TEFLON

can

be

used

on

rubber

gaskets

and

O-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

resisls

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

Lightly

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

bearings

and

stuff-

ing

boxes.

Heavily

oil

all

sliding

and

reciprocating

components

when

assembling.

Always

use

clean

engine

Dill

Engines & Generators

53

STANDARD

AND

METRIC

CONVERSION

DATA

LENGTH-DISTANCE

Inches

(1n) x 25.4:::

Millimeters

(mm) x .0394

::

Inches

Feet

(tt)

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.B8

::

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

(9) 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

Inches

of

Mercury

(Hg) x .4912

:::

psi x 2.036::

Hg

Inches

of

Mercury

(Hg)

x

3.3.71

::

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-Ib) x .113 = Newton

Meters

(Nm) 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

(KmlL) 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)

::

(oG X 1.8) + 32

Degree

Gelsius

(OC)

;::

(OF -32) x .56

LIQUID

WEIGHTS

Diesel

Oil

;:: 1 US

gallon::

7.131bs

Fresh

Water;:: 1 US

gallon;::

8.33

Ibs

Gasoline;:: 1 US

gallon;::

6.1

Ibs

Salt

Water:: 1 US

gallon;::

B.56

Ibs

Engines & Generators

54

RAW

WATER

DISCHARGE

HOSE

[When a siphon

break

is

not

required]

RAW

WATER

TO

EXHAUST

DISCHARGE

HOSE

{OWNER

INSTALLED]

RAISE

THE

HOSE

ABOVE

THE

LEVEL

OF

THE

MANIFOLD

IN

A

GENTLE

LOOP

DOWN

TO

"-

THE

EXHAUST

ELBOW

WHEN

ASYPHON

BREAK

IS

NOT

REQUIRED

WESTERBEKE

recommends

that

the

hose

(installer

supplied)

discharging

raw

water

from

the

heat

exchanger

to

the

water

injected

exhaust

elbow

be

looped

above

and

down

to

the

inlet

fitling

on

the

elbow.

The

hose

can

be

secured

by

a

plastic

wire

tie

as

illustrated.

WESTERBEKE

CORPORATION

• 150JOHN

HANCOCK

ROAD

MYLES

STANDISH

INDUSTRIAL

PARK.

TAUNTON

MA

02780

WEBSITE:

WWWWESTERBEKECOM

.

55

WATER

INJECTED

EXHAUST

ELBOW

POWER

TAKE

OFF

SYSTEMS

POWER

TAKE

OFF

ADAPTER

A power

take

off adapter can be attached

to

the generator

backend. This adapter allows access

to

the

full

power of the

engine for a variety of hydraulic and electrical accessories.
The

8.0,

10.0.

and

12.6

Kw

generators produce

18hp

at

1800

rpm (l6hp at

1500

rpm).

The

11.5Kw

produces

15hp

at

1800

rpm

(12hp

at

1500

rpm)

The

15.0Kw

generator produces 25hp at

1800

rpm

(22hp

at

1500

rpm.

This horsepower can be utilized either for generator

AC

output or

to

operate the power

takeoff.

Contact your WESTERBEKE DEALER for additional
information.

REMOVE

COVER

-@

POWER

TAKE

OFF

KITS

KIT

#034786 for

12

stud

BT

units.

KIT

#037134

for

6 stud

BT

units.

STUDS

AND

HARDWARE

HOLD

ACCESSORY

TO

THE

,ADAPTER

@@

Engines & Generators.

56

SUGGESTED

SPARE

PARTS

WESTERBEKE

MARINE

DIESEL

GENERATORS

CONTACT

YOUR

WESTERBEKE

DEALER

FOR

SUGGESTIONS

AND

ADDITIONAL

INFORMATION

WATER

PUMP

IMPELLER

KIT

DRIVE

BELTS

WESTERBEKE

RECOMMENDS

CARRYING

ENOUGH

SPARE

ENGINE

OIL

(YOUR

BRAND)

FOR

AN

OIL

CHANGE

(5

DTS.)

AND A GALLON

OF

PREMIXED

COOLANT.

WESTERBEKE also offers

two

Spare Parts Kits,

each packaged

in

a rugged hinged toolbox.

Kit

"A"

includes the basic spares.

Kit

"B"

is

for

more extensive off-shore cruising.

A

Kit

Impeller Kit
Heat Exchanger Gasket
Fuel

Filter with Gasket

Oil

Filter

Driv~

Belt

Zinc

Anodes

Engines & Generators

57

HARDWARE

KIT

B

Kit

Impeller Kit
Water Pump Repair Kit
Thermostat Kit
Zinc Anodes

Complete Gasket Kit
Heat Exchanger

Gaskt,r
Injector
Fuel Filter with

GaskCI

Oil

Filter

Drive Belt

1035WMDWc:yOO

REVISED

JUNE

2008

~r~

'WESTERBEKE

~

Engines & Generators