Westerbeke 20.0KW SBEG, 22.5KW SBEG, 22.5KW SBEGA, 20.0KW SBEGA Operator's Manual

OPERATORS

MANUAL

20.0KW

SBEG

and

SBEGA • 60HZ

22.5KW

SBEG

and

SBEGA • 60HZ

MARINE

GASOLINE

GENERATORS

Single

and

Three

Phase

PUBLICATION

NO.049800

THIRD

EDITION

MARCH

2008

Ultra-Low

Carbon

Monoxide

Emissions

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

-

Throbbing

in

Temples

-Nausea

-

Muscular

Twitching

-Headache

-

Vomiting

-

Weakness

and

Sleepiness

-Inability

to

Think

Coherently

IF

YOU

OR

ANYONE

ELSE

EXPERIENCE

ANY

OF

THESE

SYMPTOMS,

GET

OUT

INTO

THE

FRESH

AIR

IMMEDIATELY.

If

symptoms

persist,

seek

medical

attention.

Shut

down

the

unit

and

do

not

restart

until

it

has

been

inspected

and

repaired.

A

WARNING

DECAL

is

provided

by

WESTERBEKE

and

should

be

fixed

to

a

bulkhead

near

your

engine

or

generator.

WESTERBEKE

also

recommends

installing

CARBON

MONOXIDE

DETECTORS

in

the

living/sleeping

quarters

of

your

vessel.

They

are

inexpensive

and

easily

obtainable

at

your

local

marine

store.

CALIFORNIA

PROPOSITION

65

WARNING

Marine

diesel

and

gasoline

engine

exhaust

and

some

of

its

constituents

are

known

to

the

State

of

California

to

cause

cancer,

birth

defects,

and

other

reproductive

harm.

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

electrical

connections

while

engine

is

running.

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.

• Electrical shock results from handling a charged
capacitor. Discharge capacitor

by

shorting terminals

together.

PREVENT

BURNS -HOT

ENGINE

A

WARNING:

Do

not

touch

hot

engine

parts

or

exhaust

system

components. A running

engine

gets

very

hot!

•

Always

check

the

engine coolant level

at

the coolant

recovery

tank.

A

WARNING:

Steam

can

cause

injury

or

death!

•

In

case of

an

engine overheat,

allow

the engine

to

cool

before touching

the

engine or checking the coolant.

PREVENT

BURNS -FIRE

A

WARNING:

Fire

can

cause

injury

or

death!

• Prevent

flash

fires.

Do

not

smoke

or

permit

flames

or

sparks

to

occur near

the

carburetor,

fuel

line,

filter,

fuel

pump,

or other potential sources of spilled

fuel

or

fuel

vapors.

Use

a suitable container

to

catch

all

fuel

when

removing

the

fuel

line, carburetor, or

fuel

filters.

•

Do

not

operate with 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 bum.

PREVENT

BURNS -EXPLOSION

A

WARNING:

explOSions

from

fuel

vapors

can

cause

injury

or

death!

•

All

fuel

vapors

are

highly

explosive.

Use

extreme

care

when

handling

and

storing

fuels.

Store

fuel

in a

well-ventilated area

away

from spark-producing

equipment

and

out of the reach of children.

•

Do

not

fill

the

fuel

tank(s)

while

the

engine

is

running.

• Shut off

the

fuel

service

valve

at

the

engine

when

servicing

the

fuel

system.

Take

care in catching

any

fuel

that

might

spill.

DO

NOT

allow

any

smoking,

open

flames,

or

other

sources

of

fire

near

the

fuel

system

or

engine

when

servicing.

Ensure proper ventilation exists

when

servicing

the

fuel

system.

•

Do

not

alter or modify the

fuel

system.

• Be

sure

all

fuel

supplies have a positive shutoff

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.

ACCIDENTAL

STARTING

A

WARNING:

Accidental

starting

can

cause

injury

or

death!

•

To

prevent accidental starting

when

servicing the

generator, remove

the 8 amp

fuse

from

the

control

panel.

• 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

fe-installed before starting

the

engine.

EngInes & Generators

SAFETY

INSTRUCTIONS

BATTERY

EXPLOSION

A

WARNING:

Battery

explosion

can

cause

injury

ordeathl

• 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
bums 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.

BATTERY

ACID

A

WARNING:

Sulfuric

acid

in

batteries

can

cause

severe

injury

or

deathl

•

'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.

A

WARNING:

Carbon

monoxide

(CO)

is a deadly

gasl

• 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.

A

WARNING:

Carbon

monoxide

(CO)

is

an

invisible

odorless

gas.

Inhalation

produces

flu-like

symptoms!

nausea

or

death!

• Do not use copper tubing

in

diesel exhaust systems. Diesel

fumes

can rapidly destroy copper tubing

in

exhaust

systems. Exhaust sulfur causes rapid deterioration

of

copper tubing resulting

in

exhaust/water leakage.

• Do not install exhaust outlet where exhaust can be drawn
through portholes, vents, or air conditioners.

• Although diesel engine exhaust gases are not

as

toxic

as

exhaust fumes from gasoline engines, carbon monoxide

gas

is

present

in

diesel exhaust fumes. Some of the
symptoms or signs of carbon monoxide inhalation or
poisoning

are:

Vomiting

Muscular twitching

Dizziness

Intense

headache

Throbbing

in

temples 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

situation arises in which it is absolutely necessary

to

make operating adjustments,

use

extreme care

to

avoid
touching moving parts and hot exhaust system
components.

• Do not wear loose clothing or jewelry when servicing
equipment; tie back long hair and avoid wearing loose

jackets, shirts, sleeves, rings, necklaces or bracelets that

could

be

caught

in

moving parts.

• Make sure

all

attaching hardware

is

properly tightened.

Keep protective shields and guards in their respective

places at all times.

• Do not check

fluid

levels or the drive belt's tension while

the engine is operating.

HAZARDOUS

NOISE

A

WARNING:

High

noise

levels

can

cause

hearing

lossl

• 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:

00

not

work

on

machinery

when

you

are

mentally

01

physically

incapacitated

by

fatiguel

Engines & Generators

ii

SAFETY

INSTRUCTIONS

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.

GASOLINE

ENGINE

AND

GENERATOR

INSTALLATIONS

Preparations

to

install a gasoline engine or generator should

begin with a thorough examination

of

the

American Boat

and

Yacht

Council's

(ABYC)

standards. These standards

are

from

a combination of sources including the

USCG

and

the

NFPA.

Sections of the

ABYC

standards of particular interest

are:

H-2

Ventilation
H-24 Gasoline Fuel Systems
P-l

Exhaust Systems

P-4

Inboard

Engines

E-9

DC

Electrical Systems

All

installations

must

comply with the Federal

Code

of

Regulations

(FCR).

ABYC,

NFPA

AND

USCG

PUBLICATIONS

FOR

INSTALLING

DIESEL

ENGINES

Read the following

ABYC,

NFPA

and

USCG

publications
for safety codes and standards. Follow their recommenda­tions

when

installing your engine.

ABYC (American Boat

and

Yacht

Council)

"Safety Standards

for

Small Craft"

Order

from:

ABYC
3069

Solomon's Island

Rd.

Edgewater,

MD

21037

NFPA

(National Fire Protection Association)

"Fire Protection Standard

for

Motor Craft"

Order

from:

NFPA

11

Tracy

Drive

Avon

Industrial Park

Avon,

MA

02322

USCG

(United States Coast Guard)

"USCG 33CFR183"
Order

from:

U.S.

Government Printing

Office

Washington,

D.C.

20404

Engines & Generators

iii

CARBON

MONOXIDE

"CO"/SAFE-CO

GENERATORS

IMPORTANT

INFORMATION

DESCRIPTION

Carbon monoxide "CO"

is

a component of engine

exhaust.

It

is a colorless, tasteless, odorless, lighter

than

air poisonous

gas

that

can kill

you

without

any

warning.

CO

poisoning

is

one

of

the

major safety risks associated

with

boating. It

is

a

threat that must

not

be

underestimated.

Several standards for

CO

have

been

published, expressed

in

parts

per million "ppm" and hours

of

exposure:

Regulator

CO

ppm

Exposure

Hours

EPA

9 8

ACGm

25

8

EPA

35

1

NIOSH

35

8

OSHA

50

8

ACGm

125

0.5

NIOSH

200

0.0

NIOSH

1200

0.0

(IDLH)

1200

ppm

is

the

so-called

IDLH

concentration

-

IMMEDIATELY

DANGEROUS

TO

LIFE

AND

HEALTH.

A city in California characterizes

the

effect of

CO

concentration this

way:

Parts

per

Million

Responses

25

Permissible exposure level, no
apparent

toxic symptoms.

100

No poisoning for long period.
Allowable

for

several hours.

200

Should

not

be exposed above

this level

for

any

period

of
time. A possible mild frontal
headache

in two to three hours.

Even though Westerbeke Safe-CO generators

are

designed

to

reduce nonnallevels of

CO

in

the engine exhaust

by

approximately

99%,

an

exhaust leak

of

untreated exhaust

would

be

extremely

dangerous.

For

this

reason it

is

extremely important

to

install a

CO

detector near

the

generator and

to

be

sure

it

is

always turned

on

and

functioning

properly.

If

this

detector sounds,

do

not

tum it

off,

assuming it

is a false

signal.

You

can

not taste, smell, or

otherwise detect

CO.

Leave

the

detector

on,

tum off

all

engines

and

generators, evacuate

the

boat leaving ports and

hatches

open,

and

seek professional help.

As

soon

as

CO

leaves the exhaust outlet, the level

is

subject

to

dilution

in

the

open

air.

The closer a person

is

to

the

exhaust outlet,

the

higher

the

concentration of

CO.

In

a closed

space,

such

as

the

engine compartment,

the

boat,

or

underneath a stern swim platform, concentrations

will

potentially rise

to

the undiluted level emanating

from

the

exhaust system due

to

a lack of fresh air

to

dilute the exhaust

gas.

Therefore, one should never rely

on

dilution of

the

exhaust

to

provide a

margin

of

safety.

Westerbeke Safe-CO generators achieve

an

approximate

99%

reduction of typical

CO

by precise control control of the

engine's air/fuel ration coupled with after treatment

in

a

special catalyst.

CO

emissions

are

not

the

same

for

every

model

because each engine

is

different.

Also,

certain

fuel

system components are commonized

across

several engine

models

being adequate for

some

and extra-adequate

for

others,

thus

producing different

CO

levels

for

different

models.
The

fuel

system which accomplishes the

required

precise

airlfuel ratio control

is

comprised

of

many

different

components:

purchased

sub-assemblies,

machined

castings,

sensors, electronics and others. Because of

the

extreme level

of

CO reduction,

any

variability in the functioning of

any

these components can

and

will

cause variability of

the

CO

output.
CO

concentration

also

varies

with

load.

Usually,

but

not

always, the worst case CO concentration

occurs

at

maximum

load.

INSPECTION

The

catalyst is critical

to

optimizing CO

levels.

Any

water

intrusion into the exhaust system

will

likely quickly

compromise

the

proper operation of

the

catalyst.

Westerbeke's exhaust system installation instructions

dated

on

or after February 2004 must be adhered

to.

NOTE:

Water

intrusion

is

not a product defect and

is

not

covered under

warranty,

neither

Westerbeke's

normal

product warranty nor

the

emissions specific warranty

mandated

by

various regulating authorities

such

as

EPA

andCARB.

Maintenance of

any

components affecting

the

flow

of

air

or

the

flow

of

fuel

to

the engine is critically important,

such

as

fuel

filters

and

air

filters

(if

any).

Inspection of the catalyst

at

the prescribed intervals

is

critically important. The exhaust elbow

is

removed

by

loosening

the

metal clamp

to

provide a

view

of the output

surface of

the

catalyst.

Any

visual

irregUlarity

of the nonnal

flush,

honeycomb appearance

is

most likely a result of water

intrusion. The cause of

the

irregularity must

be

identified and

addressed.

If

there

is

irregularity,

the

catalyst

and

gasket must

be

replaced.

Upon careful reassembly

of

the catalyst, exhaust

elbow

gasket,

and exhaust

elbow,

check

for

the presence of

CO

while

the engine

is

running. This must

be

performed with

a

CO

analyzer.

Engines & Generators

iv

CARBON

MONOXIDE

"CO"/SAFE-CO

GENERATORS

IMPORTANT

INFORMATION

Catalyst perfonnance

will

degrade over

time.

As

the

generator accumulates operating hours,

CO

concentrations

will

increase.

The

catalyst

must

be replaced every 2,000

hours

of

engine operation.

Verification

of

satisfactory CO levels must

be

done

seasonally

or

each 1,000 hours (which ever occurs first).

Verification

involves actual sampling of exhaust

gas

with

an

appropriate

CO

analyzer.

There

are

two

locations

where

exhaust

gas

can

be

sampled.

Dry,

but

hot,

exhaust

can

be sampled

at

the

plugged

tapped

hole in the exhaust elbow intended

for

back pressure

measurements. Measurements at

this

location

may

not

be

practical in

all

instances

due

to

the high exhaust temperature,

temperature limits of

the

analyzer, safety concerns over

temperatures involved or

the

possibility of high levels of

CO.

The other location

is

the

boat's exhaust outlet,

which

contains entrained cooling water (except

dry

stack exhaust

systems).

Only

analyzers

with

probes should

be

used

at this

location and it

is

critical that

the

probe not ingest

water.

Probe-type analyzers

have

an

air

pump

drawing a

gas

sample

through

the

probe.

As

a result,

they

tend

to ingest water

when

it

is

present.

Be

sure

to

aim

the

probe downwards

with

the

opening pointed

in

the direction of

the

water

flow

and

just

out

of

the

flow.

Position

the

analyzer

as

high

as

possible with

the tubing leading

to

the

probe running continuously

down-

hill.

Observe the usually

trdIlslucent

tubing between the

probe and

the

analyzer and

be

sure

no

water

is

being

ingested. If

any

water

is

ingested into the

analyzer,

it must

be

repaired

or

replaced

and

recalibrated.

When measuring

CO

at

the

exhaust outlet

be

aware of the

ambient

CO

level

by

also

measuring CO

away

from

and

upwind

of the exhaust outlet, especially

in

marinas.

the

CO

level

at

the

exhaust

will

be

influenced upwards by

the

ambient level.

EXHAUST

MANIFOLD

Whenever

taking

the time

to

verify proper

CO

concentration

from

the

exhaust

with a CO

analyzer,

always

take

the

opportunity

to

use

the analyzer

to

"sniff'

around

the

engine

looking

for

CO

from

exhaust leaks.

Pay

close

attention

to

the

connection of

the

cylinder head to the exhaust

manifold,

the

exhaust manifold

to

the water injected exhaust

elbow,

and

all

subsequent downstream exhaust components

and

hoses.

Remember,

exhaust

gas

that has

not

yet passed through

the

catalyst

is

raw,

untreated exhaust and

is

very

high

in

CO

content.

Analyzers usually require periodic calibration.

Follow

the

instructions that come

with

the analyzer

very

carefully

regarding calibration.

The

following

are

manufacturers that offer

CO

analyzers:

Extech,

TIP,

Testo, TSI, Bacharach,

Fluke,

Monoxor,

Fyrite,

Zellwgwer Analytics, Industrial Scientific

Corp,

GFG,

TPI,

Teledyne

and

others.

Westerbeke

recommends

analyzers

with

a probe connected

to

the analyzer

by

a length of transparent

tubing.

They

are

slightly

more

expensive than those

with

the

sensor built into one end of

the

analyzer,

but

they

allow

you

to

sample

the

exhaust coming out of

the

boat's exhaust

outlet.

Engines & Generators

v

EMISSIONS

This

genset

meets

the

requirements of California's Exhaust

Emissions Standards

as

stated

on

the

nameplate.

You

should

carefully

review

operator

(Owner)

Installation

and

other

manuals

and information

you

receive

with

your

genset.

If

you

are

unsure that the installation,

use,

maintenance

or service of

your

genset

is

authorized,

you

should seek assistance

from

an

approved

WESTERBEKE

dealer.

California users of

this

genset

should

be aware that

unauthorized modifications

or

replacement of

fuel,

exhaust,

air

intake,

or

speed control system components

that

affect

engine emissions

are

prohibited. Unauthorized

modification,

removal

or replacement of

the

engine

label

is

prohibited.

California genset

users

may

use

the

table

below

as

an

aid

in

locating information related to the California Air

Resources

Board requirements

for

emissions control.

Federal

Emissions

Compliance

Period:

The Federal

Emissions

Compliance Period referred

to

on

the

nameplate

indicates

the

number

of

operating

hours

for

which

the

engine

has

been

shown

to

meet

Federal Emissions

requirements.

Catagory

C=

250

hrs,

B=500

hrs,m A =1000.hrs.

EMISSIONS

CONTROL

INFORMATION

TABLE

The

California emissions

control

warranty statement

is

located

in

the

same

Emissions

Warranty

Infonnation

packet,

if information

as

this

manual

when

the

genset

is

shipped

from

the

factory.

Engine Fuel Reqnirements

The

engine

is

certified

to

operate

on

unleaded

ga'>oline.

See

FUEL

RECOMMENDATIONS.

Engine Valve Adjustment

See

MAINTENANCE

SCHEDULE.

Engine Ignition Timing

See

MAINTENANCE

SCHEDULE.

Engine Lubricating

on

Reqnirements

See

ENGINE

OIL

RECOMMENDATIONS.

Engine Adjustments

ECU.

Engine Emission Contol System The engine

emission

control system consists of engine

design

and

precision

manufacture.

Catalyst

See

MAINTENANCE

SCHEDULE.

Oxygen Sensor

See

MAINTENANCE

SCHEDULE.

Back Pressure

See

MAINTENANCE

SCHEDULE.

Engines & Generators

vi

INSTALLATION

When installing WESTERBEKE engines

and

generators it is important that strict

attention

be

paid

to

the following information:

CODES

AND

REGULATIONS

Strict federal regulations,

ABYC

guidelines,

and

safety codes must be complied

with

when

installing engines and generators in a marine environment.

SIPHON-BREAK

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

to

or will be below the vessel's waterline, provisions

must

be

made

to

install a 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 siphon-break

when

the exhaust manifold injection port

is

at or

below

the

load

waterline

will

result

in

raw

water

damage

to

the engine and

possible

flooding

of

the

boat.

If

you

have

any

doubt about the position of the water-injected exhaust elbow relative

to

the vessel's waterline under the vessel's various operating conditions, install a

siphon-break.

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.

EMISSION-RELATED

INSTALLATION

INSTRUCTIONS

AVAILABLE

FROM

YOUR

WESTERBEKE

DEALER

"Failing to follow these instructions when installing a certified engine in a piece

of

non road

equipment violates federal

law (40

CFR

1068.105(b), subject to fines

or

other

penalties

as

described

in

the Clean Air Act.".

If

your product

is

equipped with OBD (on board diagnostics)

go

to www.WESTERBEKE.COM and follow

the free interface software download instructions specific

to

your engine

to

obtain and install the

appropriate diagnostic software. The following

is

a list

ofOBD

compliant products:

20.0 SBEGA

22.5

SBEGA

To

sample exhaust emissions on installed OBD compliant generators, gain access to the exhaust stream by

removing the

test

port

plug

on

the

exhaust elbow. Be sure to reinstall the plug securely when testing

is

complete.

The Westerbeke

generator

that

you purchased is certified for constant-speed operation only. The

u~e

of

any Westerbeke

product

in any

manner

inconsistent with its intended use could be a viol,ation

of

Federal Law.

"If

you install the engine in a way

that

makes the engine's emission control information label hard to

read during normal engine maintenance, you must place a duplicate label on

the

equipment, as

described in

40

CFR

1068.105". Contact the factory for an additional engine emission control

information label

if needed to comply with this rule.

Engines & Generators

TABLE

OF

CONTENTS

20KW

SBEG/22.5KW

SBEG

Parts

Identification

..........

2

Introduction

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

3,4

Fuel,

Engine

Oil

and

Engine

Coolant..

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

5

Preparations

for

Initial

Start-Up ...................................

6

Operating

Instructlons

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

7

Generator Control Panel. .............................................. 7

Remote Control Start/Stop Panel ................................. 7

Break-In

Procedure/Dally

Operation

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

8

Safety

Shutdown

Sensors/Switches

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

9

Maintenance

Sehedule

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

lO,11

Cooling

System

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

12

Changing Coolant .......................................................

12

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

13

Zinc Anode .................................................................

13

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

13

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

14

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

14

Fuel

System

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

15

GasolinelWater Separator and Filter .........................

.15

Engine Fuel Filter .......................................................

15

Electronic Fuel Injection (EFI) ..................................

16

Engine

Lubrication

011

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

17

Changing the Engine

OiL

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

17

Replacing the Oil Filter ..............................................

17

011

Pressure

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

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

18

Testing Oil pressure ....................................................

18

Remote

Oil

filter

(Optional)

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

19

Timing

Belt

Inspection/lnstallation

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

20,21

Engine

Adjustments

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

22

Spark Plugs .................................................................

22

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

22

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

23

Valy~

Cl~~ce

Adjustment ...................................... 24

IgnItIOn

tlmlng ............................................................ 24

Torquing the Cylinder Head Bolts .............................

24

Generator

Information

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

25

The

SBEG

Generator

(Single

and

Three

Phase)

........

26

Internal

Wiring

Schematics

(Single

and

Three

Phase)

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

27

Generator

AC

Voltage

Connections

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

28, 29 30

SBEG

Troubleshootlng

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

31

Generator

Voltage

Regulator

Adjustments

(Three

Phase)

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

32

Shore

Power

Transfer

Switch

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

33

20KW

SBEG

and

22.5KW

SBEG

Generator

Wiring

Diagram

#49232

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

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

34

Remote

Control

Panel

Wiring

Diagram

#49209

..........

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

.35

Engine

Troubleshootlng

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

36,37,38,39

Lay-Up

and

Recommissioning

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

40,41

20KW

SBEG

and

22.5KW

SBEG

Generator

Specifications

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

42,43

Torque

Specifications

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

44

Standard

and

Metric

Conversion

Data

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

..45

Metric

Conversions

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

.46

Suggested

Spare

Parts

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

.47

...,y'

WESTERBEKE

Engines & Generators

1

fRONT

REAR

20KW

SBEG/22.5KW

SBEG

PARTS

IDENTIFICATION

SCHRAIIER

VAlVE

FUEL

PRESSURE

REGULATOR

AIR

HEATER

OXYGEN

SENSOR

tIVBli7~?~~;+_-\L

BELT

GUARD

HEAT

EXCHANGER

RAW

WATER

DISCHARGE

OXYGEN

SENSOR

(NB)

CONTROL

PANEL

GEIIERATOR

8ACKENO

HOUR

METER

fAULT

lEO

LIGHTS

RAll

lEFT

SIDE

OIL

SUMP

AIR

BLEED

PETCOCK

SYPHON

BREAK

CONNECTION

RAIL

COIIJBALLAST

REGISTER

\

COOLANT

FILL

(MANIFOLD

PRESSURE

CAP)

Oil

Fill

CAP

I

RIGHT

SIDE

IN-LINE

FUEL

FILTER

Engines & Generators

2

SENSOR

(liB)

CIRCUIT
BREAKER

~'"

_T--_

EXHAUST

TEMPERATURE

SWITCH

EXHAUST

CONNECTION

ISOLATOR

MOUNT

THERMOSTAT

ASSEMBLY

RAW

WATER

PUMP

OIL

FILTER

REAR

FRONT

INTRODUCTION

This

WESTERBEKE Generator

is

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

We

take

great pride

in

the

superior durability

and

dependable 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.

This

manual

is

designed

to

help

you

do

this.

Please read

this

manual

carefully

and

observe all the safety precautions

throughout.

Should your generator require servicing, contact

your nearest

WESTERBEKE dealer for assistance.

This

is

your operators

manual.

Along

with this

manual

there

is

an

Installation manual

and

a unit parts print. A Service

manual

is

available

and

can

be

ordered

from

your

local

WESTERBEKElUl\lVERSAL

dealer.

WARRANTY

PROCEDURES

Your

WESTERBEKE

Warranty

is included in a separate

folder.

If

you

have

not

received a customer

identification

card

registering your warranty

60

days

after submitting

the

warranty registry

form,

please contact the factory

in

writing with

model

information, including

the

unit's serial

number and commission date.

,..".".,WESTERBEKE

I

E.ngines & Generators

Customer Identification

WESTERBEKE OWNER
MAIN

STREET

HOMETOWN,

USA
Model
Expires

Ser.#

CUSTOMER

IDENTIFICATION

CARD

(TYPICAL)

The WESTERBEKE serial number

is

an

alphanumeric

number that can assist in determining the date

of
manufacture of your WESTERBEKE engine/generator.
The first character indicates the decade

(A=1960's,

B=1970', C=1980's, D=1990's, E=2000's),

the second
character represents the year in the decade, and the fourth
and

fifth

numbers represent the month

of

manufacturer.

PRODUCT

SOFTWARE

Product software,

(tech

data, parts lists,

manuals,

brochures

and

catalogs), provided from sources other

than

WESTERBEKE

are

not

within WESTERBEKE'S

CONTROL.

WESTERBEKE CANNOT

BE

RESPONSIBLE FOR THE
CONTENT OF SUCH SOFTWARE, MAKES NO
WARRANTIES OR REPRESENTATIONS WITH
RESPECT THERETO, INCLUDING ACCURACY,
TIMEUNESS

OR COMPLETENESS THEREOF AND

WIUIN

NO

EVENT

BE

UABLE

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

kcep 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.

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.

SPECIFICATION

MODEL

___ ~ ___

_

RPM._.

_______

_

KW

___________

_

KVA

__________

_

VOLTS

________

_

AMPS

________

_

ENG.

HP

______

_

ENG.

SER.

NO.

GEN.

SER.

NO.

PF/PHASE

___

_

WIRES

________

_

RATING.

______

_

INSUL

CLASS

__

TEMP.

RISE

___

_

BAlTERY

_____

_

e.I.D.

_________

_

50

HZ.

60

HZ.

I

Fin

in

the information for your

own

reference.

Engines & Generators

3

INTRODUCTION

The

engine/generator

model

number

and

serial

number

are

located

on

a plate mounted

on

the

engine's

valve

cover.

UNDERSTANDING

THE

DIESEL

ENGINE

The

gasoline engine driving

an

AC

generator

is

in

many

ways

similar

to

a gasoline automobile

engine.

The cylinders

are

vertic1e

in-line,

and

the

engine's cylinder head

has

an

over-

head camshaft

which

is

chain-driven. The engine utilizes a

solid-state distributor

which

is

horizontally

mounted

and

camshaft-driven.

The

engine incorporates a pressure

type

lubrication

system,

and a fresh

water-cooled engine block

which

is

thennostatically controlled.

To a large

degree,

the

generator's engine requires

the

same

preventative maintenance

that

is

required of a gasoline automobile

engine.

the

most

important

factors

to

the

generator's longevity are proper

ventilation, maintenance of

the

fuel

system, ignition

system,

cooling system

and

the

generator

back-end.

ORDERING

PARTS

Whenever replacement parts are

needed,

always

provide

the

generator

and

engine model

and

serial

numbers.

In

addition,

include a complete part description

and

part number

for

each

part needed.

Also

insist

upon

WESTERBEKE

packaged

parts

because

will fit or generic parts

are

frequently

not

made

to

the

same

specifications

as

original

equipment.

NOTES,

CAUTIONS

AND

WARNINGS

As

this

manual

takes

you

through

the

operating procedures,

maintenance

schedules,

and

troubleshooting of

your

generator" critical infonnation

will

be

highlighted

by

NOTES,

CAUTIONS,

and

WARNINGS.

An explanation

follows:

NOTE:

An

operating

procedure

essential

to

note.

A

CAUTION:

Procedures,

which

if

not

strictly

observed,

can

result

in

the

damage

or

destruction

of

your

engine.

A

WARNING:

Procedures,

which

if

not

properly

followed,

can

result

in

personal

injury

or

loss

of

life.

PROTECTING

YOUR

INVESTMENT

Care

at

the

factory

during

assembly

and

thorough

testing

have

resulted

in

a WESTERBEKE generator capable of

many

thousands

of

hours

of dependable

service.

However

the

manufacturer cannot control

how

or

where

the

generator

is

installed

in

the

vessel

or

the

manner

in

which

the

unit

is

operated

and

serviced

in

the

field.

this

is

up

to

the

buyer/owner

operator.

NOTE:

Six

important

steps

to

ensure

long

generator

lifo:

•

Proper

engine and

generator

installation.

• An

efficient

weU-designed

exhaust

system

that

includes

an

anti-siphon

break

to

prevent

water

from

entering

the

engine.

•

Changing

the

engine

oil

and

oilfilters

every

100

operating

hours.

•

Proper

maintenance

of

all

engine

and

generator

components

according

to

the

maintenance

schedule

in

this

manual.

•

Use

clean,filtered

unleadedfuel.

•

Winterize

your

engine

according

to

the

lAY-UP

AND

RECOMMISSIONING

section

in

this

manual.

SPARES

AND

ACCESSORIES

Certain

spares

will be

needed

to

support

and

maintain

your

WESTERBEKE

generator or engine

when

cruising

(see

SUGGESTED

SPARE

PARTS).

Often

even

simple

items

such

as

proper

fuel

and

oil

filters

can

be difficult

to

obtain

along

the

way.

WESTERBEKE

will provide

you

with a suggested

spares

and

accessories brochure

to

assist

you

in

preparing

an

on-board inventory of

the

proper

WESTERBEKE

parts.

Engines & Generators

4

FUEL,

ENGINE

OIL

AND

ENGINE

COOLANT

GASOLINE

A

CAUTION:

Only

use

unleaded

fuel

with

an

octane

rating

of

89

or

higher.

Leaded

fuel

will

cause

serious

harm

to

your

engine

and

violate

your

warranty.

Care

Of

The

Fuel

Supply

Use

only

clean

fuel!

The clearance of the components in

your

fuel

injection pump

is

very critical; invisible dirt

particles 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,

Coast Guard approved

metal

bowl type filter/water separator between

the

fuel

tank

and

the

engine.

ENGINE

OIL

Use a

heavy

duty engine

oil

with

an

API classification

of

SJ.

Change the engine oil

and

filter after

an

initial 50 hours

of

break-in operation,

and

every

100

hours

of operation

thereafter.

An oil viscosity of SAE

15W-40

is

recommended

for

this

engine

in

all conditions.

A

CAUTION:

Do

not

allow

two

Dr

more

brands

of

engine

oil

to

mix.

Each

brand

contains

its

own

additives;

additives

of

different

brands

could

react

in

the

mixture

to

produce

properties

harmful

to

your

engine.

ENGINE

COOLANT

WESTERBEKE recommends a mixture of

50%

antifreeze

and

50%

distilled

water.

Distilled water

is

free

from

the

chemicals

that

can corrode internal engine surfaces.

The

antifreeze performs double

duty.

It

allows

the

engine

to

run

at proper temperatures

by

transferring heat

away

from

the engine

to

the

coolant. It also lubricates

and

protects

the

cooling circuit from rust and corrosion. Use a

good

quality

antifreeze

that

contains supplemental cooling additives

(SeAs')

that

keep the antifreeze chemically balanced, crucial

to

long

term

protection.

The water

and

antifreeze should be premixed before being

poured

into

the

cooling circuit.

NOTE:

Use

the

new environmentally-friendly,

long

lasting,

antifreeze that is now available.

A proper 50/50 mixture

as

recommended

will

protect

the

engine coolant

to

temperatures of -4()0F.

ANTIfREEZE

PROTECTION

Antifreeze

Concentration

23%

30%

35%

50%

Freezing

Temperature

14°F

8°F

-4°F

-40°F

(-10°C)

(-13"C)

(-20"C)

(-40°G)

COOLANT

RECOVERY

TANK

A coolant recovery tank kit

is

supplied

with

each

generator.

The

purpose of

this

recovery tank

is

to

allow

for

engine

coolant expansion and contraction

during

engine operation.

Some loss of coolant

may

occur

as

a result of evaporation

and the effects of exhaust manifold

working

temperature.

Engines & Generators

5

PREPARATIONS

FOR

INITIAL

START-UP

PLASTIC

COOLANT

RECOVERY

TANK

THIS

LINE

RETURNS

COOLANT

TO

THE

ENGINE

PRESTART

INSPECTION

EXHAUST

MANIFOLD

Before starting your generator for the first time

or

after a

prolonged layoff, check the following items:

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

on

the dipstick

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

• Check the

DC

electrical system. Inspect wire connections

and battery cable connections.

NOTE:

The

starting battery must

be

totally dedicated

to

the

generator

and

maintained by

the

generator's DC

charging

alternator and

no

other

source.

• Check the coolant level

in

both the plastic recovery

tank

and at the manifold.

NOTE:

After

the

initial

running

of

the

generator,

the

air

in

the

engine's cooling system will

be

purged

to

the

coolant

recovery

tank.

Open

the air bleed petcock

to

ensure

that

the

cooling system

is

purged

of

air.

After shutdown and

after

the

engine has

cooled,

the

coolant from

the

recovery

tank will be drawn into

the

engine's cooling system

to

replace

the

purged

air.

Before subsequent operation

of

the

generator,

the

engine's

manifold should be topped

off

and the coolant

recovery

tank's level brought

to

114

full.

MANIFOLD

PRESSURE

CAP

OIL

DIPSTICK

AIR

BLEElJ

PETCOCK

• Visually examine the unit.

Look

for loose

or

missing
parts, disconnected wires, unattached hoses, and check
threaded connections.

Search for any gasoline leaks.

• Check load leads for correct connections as specified in
the wiring diagrams.

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

•

Be

sure no other generator or utility power is connected to

the load lines.

•

Be

sure that in power systems with a neutral line that the
neutral is properly grounded (or ungrounded) as the system
requires, and that generator neutral is properly connected

to the load neutral.

In

single phase systems an incomplete

or open

neutral can supply the wrong line-to-neutral

voltage

on

unbalanced loads.

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

A

CAUTION:

When

starling

the

generator,

it is

recommended

that

all

AC

loads.

especially

large

motors.

be

switched

OFF

until

the

engine

has

come

up

to

speed

and.

in

cold

climates,

starts

to

warm

up.

This

precaution

will

prevent

damage

caused

by

unanticipated

operation

of

the

AC

machinery

and

will

prevent a cold

engine

from

stalling.

Engines & Generators

6

OPERATING

INSTRUCTIONS

DC

CIRCUIT

BREAKER

ON/OFF

CAUTION:

When

servicing or replacing

DC

components,

tum offtbe

20

amp

DC

circuit

breaker.

fW'/WES1ERBEKE 0 T

'-r--r--r---r-'~

START

STOP

EMERGENCY

STOP

AND

FIREBOY

CONNECTIONS

o

STOP

SWITCH

GENERATOR

CONTROL

PANEL

The

start/stop

rocker

switch

is

the

only

functional

component

on

the

generator

control

panel

used

to

start

and

stop

the

generator.
The

start/stop

rocker

switch

is a three

position

switch

with

momentary

contacts in

the

(START)

and

(STOP)

position

and

a

stationary

contact

function

in

the

center (NORMAL).

This

position

allows

the

generator

to

run

once

started

and

also

enables

the

remote

start/stop

panel(s)

to

control the

start/stop

functions

of

the

generator.

The

(START)

position

starts

the

generator and

once

released

reverts

to

the

center

position.

The (STOP) position

stops

the

engine

in

normal

operation

as

well

as

in

an

emergency

situation.

This

position

opens

the

K2

run

relay

which

de-energizes

the engine's

run

circuit

and

shuts

down

the

engine.

Starting

Simply

press

the

(START)

switch

and

the generator

will

start.

A

green

light

will

glow

indicating

the

generator

is

running.

Stopping

Depress

the

(STOP)

side

of the start

switch,

the

green

light

will

go

out

and

the

generator

is

stopped.

Failure

to

Start

The

start

cycle

will

automatically

terminate

if

the

unit

fails

to

start

after

5-6

seconds

of

cranking.

Wait

20

seconds,

then

repeat

the

start.

If

the

unit

again

fails

to

start,

investigate

the

cause.

Sometimes

after

servicing

the

fuel

system

or

changing

the

fuel

filter,

air

can

accumulate

in

the

fuel

line or

the

throttle

body

and

prevent

starting.

The

Schrader

valves

on

the

throttle

body

and

the

fuel

cell

are

used

to

remove

trapped

air.

This

air

is

mixed

with

fuel

and

under

high

pressure.

Follow

the

BLEEDING 11IE FUEL

SYSTEM

instructions

in

this

manual.

-

CHECK

ENGINE

LIGHT

The

check engine light

indicates

a potential emission's

control

issue.

Immediate

action

by

the

operator

should

be

taken

to

troubleshoot

and

correct the emission's related

issue.

REMOTE

START/STOP

PANEL

The

components

on

the

panel

are:

1.

A three

position

start/stop

rocker

switch.

2. A

green

LED

run

indicator light

on

the

rocker

switch.

3. A four

position

LED

fault shut

down

display

board.

The

start/stop

rocker

switch

functions

the

same

as

the

start/stop

rocker

switch

on

the

genemtor's

control

panel

as

previously

explained.

The

green

LED

run

indicator light

on

the

rocker

switch

will

illuminate

when

the

start circuit is

energized.

It

,vill

go

dim

as

the

engine

cranks

and

will

brighten

as

the

engine

starts

indicating

the

generator

is

running.

The

LED

fault

shut

down

display

board

has

four

separate

LED

lights

to

display

to

the

operator

the

cause

of

the

generators

automatic

shut

down.

The

four

LED

displays

are:

low

oil

pressure,

high

engine

operating

temperature,

high

exhaust

temperature

and

engine

over-speedlunder-speed

(flashes).

Should

the

genemtor

shut

down

from

one

of

these

faults,

the

fault

LED

will

remain

illuminated.

To

reset

the

LED,

the

DC

breaker

on

the

control

box must be turned OFF

and

then

back

ON.

This

remote

panel

is

a plub-in accessory

and

is

availab;e

with

a

15'

to

100'

wiring

harness.

Engines & Generators

7

BREAK-IN

PROCEDURE/THE

DAILY

OPERATION

BREAK~IN

PROCEDURE

After

the

generator

has

been

started, check for proper

operation

and

then

encourage a fast wann-up.

Run

the

generator

between

20%

and

60%

of full-load

for

the

first

10

hours.

A

CAUTION:

00

not

attempt

to

break-in

your

generator

by

running

without a load.

After

the

first

10

hours

of

the

generators operation,

the

load

can

be

increased

to

the

full-load rated output,

then

periodically

vary

the

load.

Avoid

overload

at

all

times.

An

overload is signaled

by

smoky

exhaust

with

reduced output voltage and

frequency.

Monitor

the

current being

drawn

from

the

generator and

keep

it

within

the

generators

rating.

Since

the

generator

operates

at

1800

rpm

to

produce

60

hertz,

control of

the

generator's

engine break-in

is

governed

by

the

current drawn

from

the

generator.
To

protect against unintentional overloading of

the

gen!<rator,

the

generator's output

leads

should be routed through a

circuit breaker that

is

rated at

the

rated output of the

generator.

NOTE:

Be

aware

of

motor starting loads and the

high

current

drawn

required

for starting

motors.

The

starting

amperage

drawn

can

be 3 to 5 times

normal

running

amperage.

See

GENERATOR

INFORMATION

in

this

manual.

CHECK

LIST

Follow

this

check

list

each

day

before

starting

your

generator.

•

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).

•

Check

the

coolant

level

in

the

coolant recovery tank.

•

Check

your

fuel

supply.

• Check

the

starting batteries (weekly).

• Check

drive

belts

for

wear and proper tension

(weekly).

•

Check

for

abnormal

noise

such

as

knocking,

vibration

and

blow-back

sounds.

•

Check

drive belts for

wear

and

proper tension

(weekly).

•

Confirm

exhaust

smoke:

When

the engine

is

cold -

white

smoke.

When

the

engine

is

wann - almost smokeless.

When

the

engine

is

overloaded - some black

smoke.

NOTE:

Some

unstable

running

may

occur

in

a cold

engine.

This

condition should

lessen

as

normal

operating

temperature

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

generator.

'

GENERATOR

ADJUSTMENTS

Once

the

generator has been placed in

operation,

there

may

be governor adjustments required

for

engine

speed

(hertz)

during

the

engine's break-in period

(first

50

hours)

or

after

this

period.See

ENGINE

SPEED

(HERTZ)

ADJUSTMENT

under

ENGINE

ADJUSTMENTS).

NOTE:

After

the

first 50

hours

of

generator

operation,

check

the

maintenance

schedule for

the

50

hour

service

check.

A

WARNING:

VENTILATION

GaSoline

vapors

can

explode.

Before starting

the

engine,

operate the blower for at least four

minutes

and

check

both

'the engine compartment

and

bilge for

gasoline

vapors.

Run

the

blower

below

cruising.speed.

Engines & Generators

8

SAFETY

SHUTDOWN

SENSORS

AND

SWITCHES

SAFETY

SHUTDOWN

SWITCH/SENSORS

The

engine

is

protected

by

four automatic

shutdown

circuits.

Should a

shutdown

occur,

do

not attempt

to

restart

without

finding and correcting the

cause.

Refer

to

the

heading

Engine

starts,

rWlS

and

then

shuts

down

in

the

ENGINE

TROUBLESHOOTING

section of

this

manuaL

The

following

is

a description of these automatic

shutdown

circuits:

High

Exhaust

Temperature

Switch

An

exhaust temperature switch

is

located

on

the

water

injected exhaust

elbow.

Normally closed,

this

switch

will

open

and

the

ECU

will

interpret

this

as a high

exhaust

temperature

and

open

the

K2

run

relay,

stopping

the

generator.

The

exhaust

temperature

LED

on

the

panel

will

illuminate. The

switch

opens

at

260-270F

(127-132C).

This

switch

resets

(contacts close)

at

approximately

225F

(107C).

HIGH

EXHAUST
TEMPERATURE
SWITCH

Water

Temperature

Sensor

If

i'

MOUNTED

ATTHE

EXHAUST

ELBOW

A water temperature sensor

is

located

at

the

thermostat

housing.

This

sensor

sends a DC

voltage

to

the

ECU

that it

interprets

as

engine antifreeze coolant temperature. Should

this

voltage reach a set

value,

the

ECU

will interpret

this

as

high

antifreeze coolant temperature

and

open

the

K2

run

relay,

stopping

the

generator.

The

overheat

LED

on

the

panel

will

then

illuminate.

Oil

Pressure

Sensor

An

oil

pressure

sensor

is

located off

the

engines

oil

gallery.

Oil pressure

on

the

sensor

affects

the

DC

voltage

through

the

sensor

to

the

ECU.

Should the voltage reach a preset

value,

the

ECU

will

interpret

this

as a low

oil

pressure

issue

and

open

the

K2

run

relay,

stopping

the

generator.

The

oil

pressure

LED

on

the

panel

will

illuminate.

JiO

~

~

~q.~

:3

~

P

Engine

DC

Circuit

Breaker

Oil

PRESSURE

SENSOR

The

generator's engine

DC

circuit

is

protected

by a rocker

type

DC

20

amp

breaker mounted

on

the

control

box.

This

also serves

as

an

Emergency Stop

Switch.

Excessive

DC

current

draw

or

DC

electrical overload

anywhere

in

the

instrument

panel

wiring or engine

wiring

will

cause

the

breaker

to

trip

to

the

OFF position. In

this

event,

the

DC

power

to

the

ECU

will be interrupted,

stopping

the

generator.

No

panel

LED

will

illuminate. Check

and

repair

the

source

of

the

problem.

After repairing

the

fault,

reset

the

breaker

and

restart

the

generator.

High/Low

RPM

Shutdown

Should

the

generator's

RPM

go above

20%

of

the

specified

1800

rpm @ 60

HzJ1500

rpm

@ 50

Hz,

the

ECU

will

shut

the

engine

down

on

an

over speed fault

and

illuminate

the

over speed

LED

on

the

control panel

and

remote start/stop

panel

when

installed

Should

the

generator's

RPM

fall

below

20%

of

the

specified

1800

rpm @ 60

HZ/I500

rpm @ 50

Hz,

the

ECU

will shut

the

engine

down

on

an under speed fault

and

this

will

cause

the

over speed LED

to

flash.

The

OBD

(On

Board Diagnostic) will

also

show

these

faults.

Engines & Generators

9

SCHEDULED

MAINTENANCE

Fuel

Supply

fuel/Water

Separator

Engine

Oil

Level

Coolant

Level

Drive

Belts

MAINTENANCE

SCHEDULE

A

WARNING:

Never

attempt

to

pedorm

any

service

while

the

engine

is

running.

Wear

the

proper

safety

equipment

such

as

goggles

and

gloves,

and

use

the

correct

tools

for

each

job.

Disconnect

the

battery

terminals

when

servicing

any

of

the

engine's

DC

electrical

equipment.

I

SAFE

IMaintenance

items

that

are

very

important

to

the proper operation

of

CO

"Safe CO"

generators.

CHECK

HOURS

OF

OPERATION

EACH

MAINTENANCE

DESCRIPTION

DAY

50

100

250

500

750

1000

1250

0

Unleaded

gasoline

with

octane

rating

of

89

of

higher

0

Check

for

water

and

dirt

in

fuel

(drain/replace

filter

if

necessary).

0

Oil

level

should

indicate

between

MAX.

and

LOW

on

dipstick.

0

Check

at

recovery

tank;

if

empty,

check

at

manifold.

Add

coolant

if

needed.

~y

Inspect

for

proper

tension

(3/8"

to

1/2"

deflection)

and

adjust

if

needed.

Check

belt

edges

for

wear.

Visual

Inspection

of

Engine

0

NOTE:

Keep

engine

surface

clean.

Dirt

and

oil

Check

for

fuel,

oil

and

water

leaks.

Inspect

wiring

and

will

inhibit

the

engine's

ability

to

remain

eoo/.

Sparks

Plugs

ISfbEI

0

Starting

BaHeries

0

(and

House

Batteries)

weekly

Engine

Oil

DID

Generator

0

Fuel

Lift

Pump

0

Air

Screen

ISfbEI

0

Exhaust

System

0

Engine

Hoses

0

Raw

Water

Pump

Heat

Exchanger

1

0

Coolant

System

Fuel

Filter

Inlet

fuel

Filter

CAUTION: When servicing or replacing DC

components,

tum

off

the

20

amp

DC

circuit

breaker.

0

0

0

0
0

0

0 0 0

0

0 0 0 0 0

1010

0

DID

0

0

0

0 0

[J

0

0

0

0 0

0 0 0 0 0

0

10

0

0 0

0

0

0 0

0

0 0

Engines & Generators

10

electrical

connections.

Keep

bolts & nuts

tight.

Check

for

loose

belt

tension.

Check

gap,

inspect

for

burning

and

corrosion.

Every

50

operating

hours

check

electrolyte

levels

and

make

sure

connections

are

very

tight.

Clean

off

excessive

corrOSion.

Initial

engine

oil

and

filter

change

at

50

hours,

then

change

both

every

100

hours.

Check

that

AC

connections

are

clean

and

secure

with

no

chafing-see

GENERATOR

INFORMATION.

Periodically

inspect

for

leaks,

electrical

connections

are

clean

and

tight.

Clean

at

50

hrs.,

then

every

100

hours.

Initial

check

at

50

hours,

then

every

250

hours.

Inspect

for

leaks.

Check

anti-Siphon

valve

operation.

Check

the

exhaust

elbow

for

carbon

and/or

corrosion

buildup

on

inside

passages;

clean

and

replace

as

necessary.

Check

that

all

connections

are

tight.

Hose

should

be

hard & tight.

Replace

if

hoses

become

spongy.

Check

and

tighten

all

hose

clamps.

Remove

the

pump

cover

and

inspect

for

wear.

Inspect

impeller,

cam

and

wear

plate.

Replace

gasket.

Lubricate

impeller

when

reassembling.

Clean

or

replace

anode.

Open

heat

exchanger

end

cap

and

clean

out

debris.

Remove

every

1000

hours

for

professional

cleaning

and

pressure

testing.

Drain,

flush,

and

refill

cooling

system

with

appropriate

antifreeze

mix.

Change

every

250

operating

hours.

Change

every

250

operating

hours.

(continued)

MAINTENANCE

SCHEDULE

CAUTION:

When

servicing

or

replacing

DC

components,

tum

off

the

20

amp

DC

circuit

breaker.

NOTE:

Use

the

engine

hourmeter

gauge

to

log

your engine hours or

record

your

engine hours

by

running

time.

SCHEDULED

CHECK

HOURS

OF

OPERATION

MAINTENANCE

EACH

DAY

50

100

250

500

750

1000

1250

"'Starter

Motor

0

Distri b utor

0

1

0

*Engine

Cylinder

0 0

Compression

and

Valve

Clearances

*Engine

Timing

Belt

0

*Exhaust

Elbow

0

Catalytic

Converter

0

"'Exhaust

System

Back

0

Pressure

Catalyst

0

-

Oxygen

Sensor

0

CO

in

Exhaust

0

*WESTERBEKE

recommends

this

service

be

performed

by

an

authorized

mechanic.

r

41"

I

MEASURING

EXHAUST

BACK-PRESSURE

•

i

EXHAUST

MANIFOLD

,

ADJUSTABLE
CLAMP

INSTALLING A NEW
CATALYST

Engines & Generators

11

MAINTENANCE

DESCRIPTION

Check

solenoid

and

motor

for

corrosion.

Remove

and

lubricate.

Clean

and

lubricate

the

starter

motor

pinion

drive.

Check

ignition

timing.

Check

condition

of

distributor

cap

and

rotor.

Incorrect

valve

clearance

will

result

in

poor

engine

performance,

check

compression

pressure

and

timing

and

adjust

valve

clearances.

Remove

and

replace

every

1000

hours.

NOTE:

Failure

to

replace

the

timing

belt

at

the

recommended

inteNal

could

result

in

timing

chain

failure

resulting

in

major

damage

to

the

engine.

Test

exhaust

elbow

for

casting

integrity.

Replace

if

casting

is

corroded

or

deteriorated.

NOTE:

A

defective

exhaust

elbow

can

cause

carbon

monoxide

leakage!

Remove

water

injected

exhaust

elbow

and

visually

inspect.

Replace

every

2000

hours.

Perform

back

pressure

test

to

ensure

system

is

not

developing

restrictions

that

will

increase

pressure

above

1.5

PSI

or

41

inches

of

water

column

at

full

operating

amperage

load.

Correct

as

needed.

Remove

water

injected

exhaust

elbow

and

visually

inspect

every

2000

hours.

Replace

as

needed.

Inspect

every

1000

hours.

Replace

every

2000

hours.

Sample

with

CO

analyzer.

COOLING

SYSTEM

DESCRIPTION

Westerbeke

marine

engines

are

designed

and

equipped

for

fresh

water cooling. Heat produced

in

the engine

by

combus-

tion

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

transferred

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

words,

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

system.

The

fresh

water coolant

and

raw

water circuits

are

independent of

each

other.

Using

only

fresh

water coolant

within

the

engine

allows

the

cooling water

passages

to

stay

clean

and

free

from

harmful

deposits.

FRESH

WATER

CIRCUIT

NOTE:

Refer

to

ENGINE

COOLANT

section for

the

recom-

mended antifreeze and water mixture

to

be used

as

the

fresh

water coolant.

Fresh water coolant

is

pumped

through

the

engine

by

a

circulating

pump,

absorbing heat

from

the

engine.

The

coolant

then

passes

through

the

thermostat into

the

manifold,

to

the

heat exchanger

where

it

is

cooled

and

returned

to

the

engine

block

via

the

suction side of the circulating

pump.

When

the

engine

is

started

cold,

external coolant

flow

is

prevented

by

the closed thermostat (although

some

coolant

flow

is

bypassed

around

the

thermostat

to

prevent

the

exhaust

manifold

from

overheating).

As

the

engine

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

The coolant recovery tank allows

for

engine coolant

expansion

and

contraction

during

engine operation, without

the

introduction of

air

into

the

cooling

system.

This

tank

should

be

located at or

above

the

engine manifold

level

and

should

be easily accessible.

NOTE:

Periodically check

the

condition

of

the manifold

pressure

cap,

its

rubber seals and

the

vacuum retum

valve.

Ensure

the

passage from

the

filler neck

to

the

recovery tank

connection

is kept

clear.

CHANGING

COOLANT

The engine's coolant

must

be

changed

according

to

the

MAINTENANCE SCHEDULE.

If

the

coolant

is

allowed

to

become

contaminated, it

can

lead to overheating

problems.

A

CAUTION:

Proper

cooling

system

maintenance

is

critical; a substantial

number

of

engine

failures

can

be

traced

back

to

cooling

system

corrosion.

Drain

the

engine coolant

by

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 plug on

the

heat exchanger

can

also

be

used

to drain engine coolant.

A

WARNING:

Beware

of

the

hot

engine

coo/ant.

Wear

protective

gloves.

Refilling

the

Coolant

After replacing

the

engine block drain

plug,

close

the

heat

exchanger's coolant petcock. Then

run

the

engine

at

idle

and

slowly

pour clean, premixed coolant into

the

manifold.

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

SY$tem

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

COOLANT

EXPANSION

PRESSURE

CAP

;/

Engines & Generators

12

COOLING

SYSTEM

THERMOSTAT

A thennostat controls

the

coolant temperature

as

the

coolant

continuously

flows

through the closed cooling

circuit.

When

the

engine

is

first

started

the

closed thennostat

prevents

coolant

from

flowing

(some

coolant

is

by-passed

through

the

thennostat

to

p~vent

the

exhaust manifold

from

overheating).

As

the

engIne

wanns

up,

the

thennostat gradually

opens.

The

thennostat

is

accessible

and

can

be

checked,

cleaned,

or

replaced

easily.

Carry a

spare

thennostat

and

gasket.

GASKET

(APPLY

SEALANT

TO

BOTH

SIDES)

THERMOSTAT

TEST

If

you

suspect a

faulty

thennostat, place it

in a pan

of water and

bring

to a boil. A working

thennostat should

open

about

112"

ZINC

ANODE

~

zi~c

~o~e

(or pencil)

is

located

in

the

raw

water cooling

CIrcUlt

wIthm

the heat

exchanger.

The purpose of

the

zinc

~ode

is

to

sacrifice itself

to

electrolysis

action

taking

place

1ll

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

CLEAN & REUSE

NOTE:

Electrolysis is

the

result

of

each

particular installation

and vessel

location,

not that

of

the

generator.

If

the

zinc

anode

needs replacement, hold

the

hex

boss

into

which

the

zinc

anode

is

threaded

with a wrench

while

loosening

the

anode

with

another

wrench.

This

prevents

the

hex

boss

from

possibly

tearing

off

the

exchanger

shell.

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

damaged

when

removing

the

end

cover.

Replace

the

sealing

gasket (refer

to

your engine model's heat exchanger

end

gasket part

number),

O-ring,

cover,

and

install a new

zinc

anode.

NOTE:

The

threads

of

the

zinc

anodes

are

pipe

threads

and do

not

require

sealant.

sealant shmdd not

be

used

as

it

may

insulate

the

zinc

from the metal

of

the

heat exchanger

housing preventing electrolysis

action

on

the

zinc.

ZINC

ANODE

HEAT

EXCHANGER

"

Cool

raw

water

flows

through the inner

tubes

of

the

heat

exchanger.

As

the

engine coolant passes

around

these

tubes,

the

heat of

the

internal engine

is

conducted

to

the

raw

water

which

is

then

pumped

into

the

exhaust

system

and

discharged.

The engine coolant

(now

cooled)

flows

back

through

the

engine

and

the

circuit repeats itself.

The

engine coolant

and

raw

water are independent of

each

other;

this

keeps

the

engine's water

passages

clean

from

the

harmful

deposits

found

in

raw

water.

Heat

Exchanger

Service

After

approximately

1000

hours

of operation,

remove,

clean

and

pressure test

the

engine's heat

exchanger.

(A

local

automotive 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

perfonned

more

often

than

every 1000

hours.

Engines & Generators

13

COOLING

SYSTEM

RAW

WATER

INTAKE

STRAINER

NOTE:

Always

install

the strainer at or

below

the

waterline

so

the

strainer

will

always

be

self-priming.

A clean raw water intake strainer

is

a vital component

of

the

engine's cooling system. Include a visual inspection

of

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

the

glass should be

clear.

Perform the following maintenance after every

100

hours of

operation:

1.

Close the raw water seacock.

2.

Remove and clean the strainer

filter.

3. Clean the glass.

4.

Replace the sealing washer

if

necessary.

5.

Reassemble and install the strainer.

6.

Open the seacock.

7. Run the engine and check for leaks.

NOTE:

Also follow

the

above procedure after

having

run

hard

aground.

If the engine temperature gauge ever shows a higher than
normal

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

may have been caught

up

in

the strainer, slowing the

flow

of

raw water through the cooling system.

STRAINER

RAW

WATER

INTAKE

STRAINER

OWNER

INSTALLED

(TYPICAL)

RAW

WATER

PUMP

The raw water pump

is

a self-priming, rotary pump with a
non-ferrous housing and a Neoprene impeller. The impeller
has

flexible blades which wipe against a curved cam plate
within the impeller housing, producing the pumping action.
On

no account should this

pump

be

run

dry. There should
always be a spare impeller and impeller cover gasket aboard
(an

impeller kit). Raw water pump impeller failures occur

when lubricant (raw water)

is

not present during engine

operation. Such failures

are

not warrantable, and operators

are

cautioned to make sure raw water

flow

is

present

at

start-up. The raw water pump should

be

inspected

periodically for broken or tom impeller blades. See

MAINTENANCE

SCHEDULE.

Changing

the

Raw

Water

Pump

Impeller

Close the

raw

water intake valve. Remove the pump cover

and,

with

the

aid of two small screwdrivers, carefully

pry

the

impeller out of the

pump.

Install

the

new

impeller and gasket.

Move the blades

to

conform

to

the curved cam plate

and
push the impeller into the pumps housing. When assembling,
apply a

thin

coating

of

lubricant

to

the impeller and gasket.

Open the raw water intake valve.

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.

Engines & Generators

14

FUEL

SYSTEM

GASOLINE

Use unleaded 89 octane

or

higher gasoline. When fueling,

follow

U.S. Coast Guard regulations, close off all hatches and

companionways

to prevent fumes from entering the boat, and

ventilate after fueling.

NOTE:

The

generator compartment should

have a gasoline

fume

detector/alarm

plVperly installed and

working.

GASOLlNEJWATER

SEPARATOR

AND

FILTER

A primary fuel filter

of

the water separating type must be
installed between the fuel tank and the engine to remove
water and other contaminant's from the fuel before they can
be carried to the fuel system

on

the engine.

These gasoline filters must have

metal bowls (not "see-

through")

to

meet U.S. Coast Guard requirements. The metal

bowls have drain valves

to

use when checking for water and

impurities.

FUEL

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

engine mounted fuel pump is

maintenance free.

ENGINE

FUEL

FILTER

Periodically check the fuel connections and the filter bowl for

leakage. Replace the filter element after the first

50 hours. See

the

MAINTENANCE SCHEDULE.

OWNER

INSTALLED

FUEL

WATER

SEPERATOR

(WESTERBEKE

PART

#49602)

ELEMENT

O-RING

Changing

Filter

Element

1. Shut off the fuel supply.

2. Ensure there is no pressure in the fuel system by bleeding
off any existing pressure using a Schrader valve on the

throttle body and the fuel celL

Use a pressure testing kit as

shown below.

3.

Unscrew the fuel bowl from the housing and allow the
bowl to come away from the housing.

4. Remove and replace the filter element and clean the bowl.
S. Inspect both

a-rings.

Replace

if

necessary.

6. Press on a new filter and replace the filter bowl.

7.

Open the fuel supply. Inspect for leaks.

INLET

FUEL

FILTER

1.

Shut

off

the fuel supply to the generator. Disconnect the
fuel supply line to the inlet filter and unscrew the filter
from the pump inlet. Take care

to

catch any fuel that may

be present.

2. Thread on the replacement inlet filter and connect the fuel
supply line.

Use care when connecting and tightening the

fuel supply line so as not to distort the inlet filter.

3. Turn

on

the fuel supply to the generator and start the

generator. Ensure that there are no leaks.

A

WARNING:

Shut

off

the

fuel

valve

at

the

tank

when

servicing

the

fuel

system.

Take

care

in

catching

any

fuel

that

may

spill.

SCHRADER

TEST

PORT

FUEL

CELL

(FUEL

PUMP/FILTER)

ENGINE

FUEL

FILTER

Engines & Generators

15

FUEL

SYSTEM

BLEEDING

THE

FUEL

SYSTEM

If

the engine cranks but fails to start or starts and then shuts

down, there may be

air

in

the fuel system. Use the following

procedure

to

purge air from the fuel system.

1. Connect a fuel pressure gauge kit (Snap-On

MT

3378) or

equivalent to the Schrader port

on

the fuel cell.

A

CAUTION:

Follow

the

manufacturers

Instructions

for

the

safe

use

of

the

pressure

gauge

kit

when

purging

high

pressure

fuel

systems.

2.

While holding the STOP switch in the prime (depress)

position, bleed the air from the fuel celL The fuel cell is
purged when no air bubbles are visible escaping from the
bleed line.

3. Remove the pressure gauge kit from the fuel cell and
connect

it

to the Schrader valve at the throttle.

4. Open the valve

on

the fuel pressure gauge line.

Do

not

prime system without the fuel gauge purge valve open

or

air can

be

forced back into fuel cell.

If

this happens,

repeat steps 1, 2, and 3

to remove trapped air from the

fuel cell.

/

/

FUEL

CELL

(FUEL

PUMP/FILTER)

FUEL

FILTER

S.

Repeat step 2, this time purging the air completely from
the throttle body. The pressure should

be

40psi in the

throttle body after purging the system.

NOTE:

The

system

can

develop 40psi without being fully

purged.

The system

is

only fully purged

when

no

bubbles

are

visible

in

ihe purge

line.

6.

Remove the pressure gauge set, and cap all Schrader
valves.

7. Insure that all wire connections are secure and that there

are no leaks in

the,

fuel system.

-'~onLE

BODY

~

'~~~

.....

--

~

~

PRESSURE

GAUGE

"SNAP-ON-

TOOL"

PROVIDES

AN

EXCELLENT

PRESSURE

GAUGE

KIT

FOR

PRESSURE

TESTING

AND

BLEEDING

SCHRADER

TEST

PORTS

BLEEDING

THE

FUEL

SYSTEM

Engines &

Genera~rs

15A

ELECTRONIC

FUEL

INJECTION

(EFI)

TO

DISTRIBUTOR

STEPPER

MOTOR

DESCRIPTION

The above illustration

shows

the throttle body assembly

attached

to

the intake manifold.

An

electronic control unit

(BCU)

controls the

fuel

injection

and throttle

actuator.

The ECU

is

supplied with electrical signals it interprets

as
engine operating conditions from sensors that monitor intake
air temperature, engine coolant temperature, map sensor
(intake manifold absolute pressure), engine

rpm,

battery

voltage and distributor cam signal.
The

ECU

interprets this information to determine the

appropriate injector pulse rate

and

throttle opening position.

A high pressure

fuel

pump supplies fuel

to

the area

around

the injector and regulator maintains the fuel pressure in that

area

at

35

- 40

PSI.

COOLANT

RETURN

FUEL

PRESSURE

REGULATOR

FUEL

RETURN

AIR

HEATER

PCVVALVE

AIR

SCREEN!

FLAME

ARRESTOR

The

injector

is

a solenoid operated pintle valve that

meters

fuel

into the intake manifold depending

on

engine operating

conditions and generator amperage load

as

determined

by

the

ECU.
Air

flow

into the intake manifold

is

controlled by the

ECU

operation of the throttle plate via the

actuator.

Throttle plate

positioning

for

proper air

flow

into

the

engine

is
accomplished through the ECU interpretation of engine
operating conditions. The

Schrader

valve

is

used

to

monitorlcheck

fuel

pressure around the

fuel

injector.

Engines & Generators

16

ENGINE

LUBRICATING

OIL

DESCRIPTION

Use a heavy duty engine oil with an API classification

of

SJ.

Change the engine oil after an initial

50

hours

of

break-in

operation and every

100 hours

of

operation thereafter. For

recommended oil viscosity see the following chart:

g

Temperature

Oil

Viscosity

Above

68° F (20°

C)

SAE

30.

1

OW-3~

or

15W-

SAE

20

or

10W-30

Below

41° F (5°

C)

SAE

10W-30

A

CAUTION:

Do

not

allow

two

or

more

brands

of

engine

oil

to

mix.

Each

brand

contains

Its

own

additives;

additives

of

different

brands

could

react

in

the

mixture

to

produce

properties

harmful

to

your

engine.

CHANGING

THE

ENGINE

OIL

The engine oil should

be

warm. Remove the oil drain hose

from its attachment bracket and lower

it into a container and

allow the oil to drain,

or

attach a pump to the end

of

the drain
hose and pump the old oil out. Make sure the oil drain hose
is properly secured in its holder after all

of

the old oil has

been drained.
Always observe the old oil as it is removed. Ayellow/gray

emulsion indicates the presence

of

water in the oil. Although
this condition is rare, it does require prompt attention to
prevent serious damage. Call a competent mechanic

if

water
is present in the oil. Raw water present in the oil can
be the result

of

a fault in the exhaust system attached to the
engine andlor a siphoning through the raw water cooling
circuit into

the exhaust, filling into the engine.

A

WARNING:

Used

engine

oil

contains

harmful

contaminants.

Avoid

prolonged

skin

contact.

Clean

skin

and

nails

thoroughly

using

soap

and

water.

Launder

or

discard

clothing

or

rags

containing

used

oil.

Discard

used

oil

properly.

REPLACING

THE

OIL

FILTER

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

of

the old filter

to

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

in

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

to make sure that the rubber sealing gasket comes

off with the old oil filter.

If

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

on

the oil filter adapter free

of

oil and apply a

thin coat

of

clean engine oil to the rubber sealing gasket on

the oil filter.

Screw the filter onto the threaded oil filter stub,

and tighten the filter firmly

by

hand.

NOTE:

Use

genuine WESTERBEKE oil

filters.

Generic jilters

are

not

recommended.

REFILLING

THE

OIL

SUMP

Add fresh oil through the valve cover. After refilling the oil,
run the engine for a few moments while checking the engine's
oil pressure. Make sure there is no leakage around the new
oil filter

or

from the oil drain system, and then stop the

engine. Then check the quantity

of

oil with the lube oil

dipstick. Fill to,

but

not over, the

FULL

mark on the dipstick.

~8mm

[11/16]

SOCKET

1/4"

NPT

FILTER

OIL

SUMP

DRAIN

TIGHTEN

BY

HAND

Engines & Generators

17

SEALING

GASKET

APPLY

CLEAN

OIL

OIL

PRESSURE

NOTE:

WESTERBEKE recommends that the following engine

adjustments be performed by a competent engine mechanic.

The information below is provided

to

assist the mechanic.

DESCRIPTION

The lubricating system is a pressure feeding system using an

oil pump. The engine oil is drawn from the oil sump by the
oil pump, which drives the oil, under pressure, through the
oil filter and various lubricating points in the engine. The oil
then returns to the oil sump to repeat the continuous cycle.
When the oil pressure exceeds the specified pressure, the oil
pushes open the relief valve in the oil pump and returns to
the oil sump, keeping the oil pressure within its specified
range.

TESTING

OIL

PRESSURE

To test the oil pressure, remove the oil pressure sender and

install a mechanical oil pressure gauge in its place. After
warming up the engine, set the engine speed at

1800 rpm and

read the oil pressure gauge.

Oil

Pressure

Between

55

and

16

psi

at

1800

rpm.

Note:

A newly started (cold) engine may have an oil

pressure up to 70

or

80

psi. A warmed engine can have an

oil pressure as low as

40 psi. Oil pressure will vary

depending on the load placed on the generator.

MECHANICAL

OIL

PRESSURE

GAUGE

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

worn bearings. For additional information

on

low oil pressure

readings, see the

ENGINE TROUBLESHOOTING chart.

OIL

PRESSURE

SENSOR

The generator's drive engine has an oil pressure sensor
mounted off the oil gallery. This sensor, during generator
operation, is sending a

DC

voltage

to

the

ECU

that

it
interprets as oil pressure. Should the engine's oil pressure
drop below a safe minimum, the

DC

voltage to the BCU

win

drop.

The

ECD

will interpret this as a low oil pressure fault

and stop the generator.

Oil

PRESSURE

SENSOR

Engines & Generators

18

REMOTE

OIL

FILTER

(OPTIONAL)

INSTALLATION

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

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

NOTE:

Refer to ENGINE OIL CHANGE in this manual

for

instructions on removing the oil filter.

APPLY A THIN

COAT

OF

CLEAN

OIL

TO

THE

O-RING

WHEN

INSTALLING

THIS

KIT.

THREAD

THE

KIT

ON,

THEN

HAND

TIGHTEN

AN

ADDITIONAL

TURN

AFTER

THE

O-RING

CONTACTS

THE

BASE.

NOTE:

THE

"IN"

"OUT"

MARKINGS

ON

THE

ADAPTER

WHEN

THE

HOSES

ARE

-REMOVED

FOR

INSTALLATIONS

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 infonnation.

NOTE:

Westerbeke is not responsible

for

engine failure due to

incorrect installation

of

the Renwte Oil Filter.

FASTEN

SECURELY

TO A BULKHEAD

(SCREWS

ARE

SUPPLIED)

APPLY A THIN

COAT

OF

OIL

TO

THE

ALTER

GASKET

WHEN

INSTALLING.

AFTER

THE

FILTER

CONTACTS

THE

BASE,

TIGHTEN

IT

AN

ADDITIONAL

3/4

TURN.

Engines & Generators

19

TIMING

BELT

DISASSEMBLY

IINSPECTION

\\

\~1:'~1"1

TENSIONER

III

PUllEY

(-

...

~

TIMING

BELT

RUllBEl!

'EXl'OSBl

UPPER

TIMING

BELT

COVER

'"

)}

~

PUllEY

J

3.

Replace the belt

if

any

of

the above conditions exist.

/

TIMING

BELT

TENSIONER

AND

IDLER

PULLEY

lARK

THE

FORWARD

ROTATION

OF

THE

BELT

TO

PREVENT

INCORRECT

INSTALLATION

IF

THE

BELT

IS

TO

BE

RE·USED.-.

-.,..".

....

r

DISASSEMBLY

1. Remove the tensioner spring after loosening the
tensioner lock bolt.

2. Remove the timing belt.

NOTE:

Do not allow oil or water

to

contaminate

the

timing

belt.

Do

not

twist,

tum inside

out,

or bend

the

belt.

TIMING

BELT

INSPECTION

1.

Replace the timing belt

if

there is any oil, grease,

or

moisture

on

it.

2. Check for damage, wear, peeling, cracks, and hardening.
Replace

if

necessary.

Check the timing belt tensioner and idler pulley for smooth
rotation and abnormal noise. Replace

if

necessary.

NOTE:

Do

not clean

the

tensioner

with

cleaning

fluids.

If

necessary,

use

a soft

rag

to

wipe it

clean,

and avoid

scratching

it.

.

/

/

TIMING

BELT

TENSIONER

TIMING

BELT

PULLEY

AND

CAMSHAFT

PULLEY

Inspect the pulley teeth for wear, deformation,

or

other

damage. Replace

if

necessary.

NOTE:

Do

not clean the pulley

with

cleaning

fluids.

If

necessary,

use a rag

to

wipe

it

clean.

TIMING

BELT

COVER

(LOWER

AND

UPPER)

Inspect the timing belt covers for damage

or

cracks. Replace

if

necessary.

Engines & Generators

20

TIMING

BELT

INSTALLATION

1. Align

the

timing mark

on

the timing belt pulley and

camshaft pulley with

the

marks.

2.

Remove

all

the spark plugs. This

is

to

prevent

compression when rotating

the

timing

belt.

MATING

MARK

MATING

MARK

3.

Install the timing belt tensioner

and

spring.

4.

Position the timing belt tensioner all the way

to

the

intake side,

and

temporarily secure it

by

tightening

the

lock bolt.

TIMING

BELT

TENSIONER

AND

SPRING

DlRECTIO;n

ARROW

II

i

IF

RE-USING

THE

TIMING

BELT,

INSTALL

IT

IN

THE

DIRECTION

OF

THE

APPLIED

ARROW -FORWARD

ROTATION.

5.

Install

the

timing belt on the crankshaft pulley

and

the

camshaft pulley from the tension side (the right side

as
viewed from the front of the engine) so that tension is
retained.

6.

Loosen the tensioner lock bolt so that

the

tensioner spring

applies tension.

7.

Tum the crankshaft twice

in

the direction of rotation. This

will apply equal tension

to

each side of the timing

belt.

TENSIONER
LOCK

BOLT

A

CAUTION:

Water

or

oil

on

the

timing

belt

severely

reduces

the

sefJIice

life of

the

belt.

keep

the

timing

belt

sproket

and

tensioner

free

of oil

and

grease.

These

parts

should

never

be

cleaned.

Replace

if

seriously

contaminated

with

dirt

or

oil.

If

oil

is

evident

on

these

parts,

check

the

front

ease,

oil

pump

seals,

and

camshaft

oil

seals

for a possible

leak.

Engines & Generators

21

ENGINE

ADJUSTMENTS

SPARK

PLUGS

The spark plugs should be cleaned and re-gapped after the
first

50

hour break-in period, then inspected every 250 hours

thereafter and replaced

as

needed.

A

WARNING:

Do

not

remove

the

spark

plugs

while

the

engine

is

hot.

Allow

the

engine

to

cool

before

removing

them.

SPARK

PLUG

GAP:

0.031 -0.002in.

(0.8·

0.7mm).

SPARK

PLUG

TORQUE:

11

-15

Ib-fl

(1.5

-2.31

kg-mI.

NOTE:

!.octite Anti-Seize applied

to

the threaded portion

of

the spark plugs will

retard

corrosion,

making future

removal

of

the

spark plugs

easier.

CHECK

FOR

DETERIORATION

~

INSPECTING

THE

SPARK

PLUGS

CHECK

FOR

CARBON

~BUlLD

UP

AND

BURNING

- i

GAP

HIGH

TENSION

CORDS

(IGNITION

WIRES)

Check the ignition wires every 500 operating

hours

as

engine

compartment heat can deteriorate the wires.
Check

the

resistance

of

each

wire.

Do not

pull

on

the wire

because the wire connection inside the cap

may

become

separated or

the

insulator

may

be

damaged. When removing

the wires

from

the

spark plugs,

grasp

and

twist

the

moulded

cap,

then pull the cap off the spark plug.

The

resistance value is 410

ohm

per inch

of

wire.

CHECKING

RESISTANCE

DRIVE

BELT

ADJUSTMENT

The drive belts must be properly tensioned. Excessive drive
belt tension

can

cause rapid wear of

the

belt

and

reduce

the

service life

of

the fresh water pump's bearing. A slack belt

or

the presence of

oil

on

the

belt can cause belt slipping,

resulting in high operating temperatures.

The

22.5Kw

and

20Kw SBEG generators have

two

drive

belts, one drives

the

governor and alternator and the other

drives the

raw

water

pump.

The tension adjustment

procedure

for

both belts

is

as

follows:

A

WARNING:

Never

attempt

to

check

or

adjust

the

drive

belt's

tension

while

the

engine

is

in

operation.

1.

Remove

the

belt

gUard.

2.

To

adjust the governor drive belt, loosen

the

two

governor

mounting bolts.
To

adjust the

raw

water pump/fresh water pump drive

belt, loosen the

two

raw

water

pump

mounting

bolts.

3.

With

the belt(s) loose, inspect

for

wear,

cracks,

and

frayed

edges,

and

replace if

necessary.

4.

To

loosen or tighten

the

governor drive belt,

slide

the

governor in or out

as

required, then retighten its mounting

bolts.
To

loosen or tighten the

raw

water pump/fresh water

pump drive belt, slide the

raw

water pump

in

or

out

as

required, then retighten its mounting bolts.

5.

The drive belts

are

properly adjusted if it can

be

deflected

no

less

than

3/8 inch (lOmm) and

no

more

than

1/2

inch

(l2mm)

as

the

belt

is

depressed

with

the

thumb

at

the

midpoint between the

two

pulleys

on

the

longest

span

of

the belt.

NOTE:

Maintain a

221b

pressure

to

the

belt's outer face for

proper belt operation.

Spare

belts should always

be

carried

on

board.

6. Operate the generator

for

about 5 minutes

then

shut

down

and

recheck

the

belt(s) tension.

7.

Replace the belt

guard.

Engines & Generators

22

ENGINE

ADJUSTMENTS

NOTE:

WESTERBEKE

recommends

that

the

following engine

adjustments be performed

by

a competent engine mechanic.

ENGINE

COMPRESSION

TEST

1. To check the engine's compression pressure,

wann

up the

engine then shut

it

down.

2. Remove the three spark plug caps and remove the three
spark plugs.

3. Install a compression adapter and gauge

in

the spark plug

hole.

4. Close

off

the raw water intake seacock.

5.

Crank the engine with the start motor and unplug the
ignition coil and allow the compression gauge to reach a
maximum reading and record.

ADAPTER

COMPRESSION
GAUGE
(TYPICAL)

~rt:jj

-----~I

6. Measure the compression pressure for all the cylinders.
Ensure that compression pressure differential for each
cylinder is within the specified unit.

Compression

pressure

should

not

differ

by

more

than

14

psi

(100

Kpa).

7.

If

a cylinder's compression

or

pressure differential is

below the limit, add a small amount

of

engine oil through

the spark plug hole and repeat steps 4 and 5.

(a)

If

additional

of

oil causes an increase

of

pressure, the

piston ring and/or cylinder wall may

be

worn or damaged.

(b)

If

additional oil does not increase compression pres-

sure suspect poor valve contact, valve seizure,

or

valve

wear.

8. Reinstall three plugs and ignition wires.

9.

Open the raw water

thm

seacock.

Engines & Generators

23

ENGINE

ADJUSTMENTS

NOTE:

WESTERBEKE

recommends

that the following engine

adjustments

be

performed by a competent engine mechanic.

VALVE

CLEARANCE

ADJUSTMENT

NOTE:

Retorque the cylinder head bolts before adjusting

the

engine s

valves.

See

TORQUING

THE

CYLINDER HEAD

BOLTS.

1.

Remove the rocker cover and gasket.

2. Position the No.1 piston at Top dead Center (TDC)

of

its
compression stroke and adjust the #1 and #3 exhaust
calves. While facing the front

of

the engine, rotate the

crankshaft

3600 clockwise and adjust the remaining

valves.

#1

EXHAUST

#2

INTAKE

#3

EXHAUST

3.

Replace the rocker cover and the rocker cover gasket.

ROCKER

COVER

TORQUE:

2.9

-5:1Ib-fl

(0.4 -0.7

ko-m)

4. Adjust all valves to 0.012 (0.30mm) with the engine hot.

(O.3Umm)

IGNITION

TIMING

1. Attach a digital timing light

to

the #1 spark plug and mark

the front crankshaft timing groove and the timing mark

on

the scale embossed

on

the engine's front cover.

timing mark

rl4!J~m!li

TIMING
GROOVE

CRANKSHAFT

PUllEY

/

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

3.

Using the digital timing light, check the ignition timing

first with the vacuum hose disconnected from the

distribu-

tor and then with

it

connected. Compare timing with the

specifications below. Adjust the timing as needed.

Timing

Specifications:

16"

BlOC

at

1800

rpm ± 1·

(vacuum

advance

hose

disconnected)

330 BlOC

al1800

rpm

± 1

0

(vacuum

advance

hose

connected)

TORQUING

THE

CYLINDER

HEAD

BOLTS

After the initial break-in period (approximately 50 hours), the
cylinder head bolts should

be

re-torqued.

Tighten the cylinder head bolts according to the sequence
shown. Make sure the engine is cold when this is done, and
loosen one head bolt one-half

turn and then tighten it

between 43 - 511b-ft

(60 -

70

Nm). Then proceed to the next
head bolt in the sequence. Tighten the RS (rocker cover stud)
securely.

Engines & Generators

24

4

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 otiler types. They

are

com-

monly

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. The current required

to

start

any

motor varies with

the

load connected to it.

An

electric motor connected to

an

air

compressor, for example, will require more current than a
motor

to

which

no

load is connected.

In

general,

the

current

required

to

stmt

115-Volt

motors

connected

to

medium

starting

loads

will be

approximately

as

follows:

MOTOR

SIZE

AMPS

FOR

AMPS

FOR

(HP)

RUNNING

STARTING

(AMPERES) (AMPERES)

1/6

3.2

6.4

to

22.4'

1/4

4.6

9.2

to

32.2'

1/3

5.2

10.4

to

72.8'

1/2

7.2

14.4

to

29.2*

3/4

.10.2

20.4

to

40.8'

1

13

26

to

52

*NOTE:

In

the

above table the maximum Amps for Starting is

more for some small nwtors

than for larger

ones.

The

reason

for

this is that the hardest starting types (split-phase) are

lwt

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

tj.p

to speed in a

few

seconds. If difficulty is experienced

in

starting motors,

tum

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

generators capacity, and

finally

loaded to

its

full capacity

as

indicted

on

the generators

data

plate. The output voltage

should be checked periodically

to

ensure proper operation of

the generating plant and

lile appliances it supplies.

If

an

AC

voltmeter or ampmeter is not installed

to

monitor voltage and

load, check

it with a

pOl

table meter

and

amp

probe.,

NOTE:

When

the

area in which the

generatO.r

is installed

contains AC equipment

O.f

120 volts

only,

it is recommended

that the generators

AC

tenni.nal block be configured

to

PtPl!ideiO.T~e}

20 yolt A C hot leg for the distribution panel.

111is

will

ensure

good motor

starting

response from the

generator.

Generator

Maintenance

• Maintaining reasonable

c1earu.iness

is

important.

Connections of

terminal

boards

and

rectifiers

may

become

corroded,

and

insulation surfaces

may

start

conducting

if

salts,

dust,

engine exhaust, carbon,

etc.

are

allowed

to

build

up.

Clogged

ventilation

openings

may

cause

excessive heating and 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 tenninals and loose or

damaged

wires.

• The ikive

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

becapse

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

comers 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

living

quarters.

Carbon Monoxide, even

in

smaIl

amonnts

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

generator

are leaking in

your

area.

If carbon

monoxide

is

present, ventilate

the

area

with

clean

air

and

COlTect

the

problem

immediately!

Engines & Generators

25

THE

SBEG

GENERATOR

SINGLE

AND

THREE

PHASE

DESCRIPTION

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

generator.

The magnetic

field

produced causes

an

AC

voltage

to

be

induced into the related excitor rotor windings during rotation.
Diodes located in

the

exciter rotor rectify this voltage

to

D<;

and supply it

to

the windings

of

the rotating

field.

This creates

an

electromagnetic

field

which rotates through the windings of

the

main

stator, inducing

an

AC

voltage which

is

supplied

to

a

load.

An

AC

voltage

is

produced in the auxiliary

windings

of

the

main stator

and

is,

in

turn, supplied

to

a voltage regulator.

The

regulator produces a

DC

voltage

to

further excite the

exciter stator windings, enabling

the

generator

to

produce a

rated

AC

output. The voltage regulator senses

AC

voltage out-

put and adjusts

DC

excitation

to

the exciter stator winding

according

to

amperage load the generator

is

furnishing

to

maintain a constant voltage output.

DISC

PLATE'

CIRCUIT

BREAKER

A circuit breaker

is

installed

on

all WESTERBEKE

generators. This circuit breaker will automatically disconnect

generator power

in

case of

an

electrical overload. The circuit

breaker

can

be manually shut off

when

servicing the

generator

to

ensure that

no

power

is

coming into the

boat.

NOTE:

This

circuit breaker

is

available

as a WESTERBEKE
add-on kit for earlier model generators; contact your
WESTERBEKE

dealer.

DRIVE

HUB

FAN

DIODE

ASSEMBLY

CIRCUIT

BREAKER

Engines & Generators

26

PTO

GENERATOR
HOUSING

GENERATOR

BACK

END

INTERNAL

WIRING

SCHEMATICS

r------

.,

SINGLE

PHASE

1._

I

EXCITER

I

STATOR

I

I

REO

r

----1------

----,

I

I

I

REO

I

I

I

I

EXCITER

I

ROTOR

FIELD

I

1

I

I

r----

- -

--1

I

ROTOR

I

~

I

1 I

il

i

I

I

STATOR

I

RED

1

I

RED

I

I

I

I

I

I

1

f

AUX

I

1.

--/-------

J

-----

_I

-----

__

J

®

REGULATOR

W2

®

rell

....

~

green

-

yellow

"-

THem

-e=

Amp

Slab

~

Volt

"0

0..

...

~~;===~

FUSE

REO

U1

V1

GREEN

RED

BLUE

YELLOW

THREE

PHASE

-------,

EXCITER

I
I
I

I

6

WIRE

RECONNECTABLE

1-----'

...

--

-1---------

I

STATOR

I

_

~rn~'~K~""""T-

__

~Bl~~~K

____

__

-~ V2'

ULft

I I

-VI

I I
I I
I I

I I

ROTOR

I I I

I

V2

_.

IG§iiiRE§EiENr-tI":

......

lIT,

__

~G~REE~N

____

.Vl

I

I

I

!
I

I
I
I
I

1

I

I

I
I

I

f

I

,.....-----,

I I r:tcIl

:I~.---+---Ij

~

I I I

:~~ilRmED'-+:II

....

It+l--~R~ED~----;·WI

:

l~-,,'

L.

W

:::J.,

..Jc

(Dw

-'

L.

____

/-_----

________

..1

rea

green

yellow

REGULATOR

1 I I

I

1_.

__

J

I

___

..1

iii

""

Q

~

iI!

'-'

<ll

~

'"

a:

n:

FUSE

6.3 AMP

BLUE

YEllOW

Engines & Generators

27

BLACK

GENERATOR

AC

VOLTAGE

CONNECTIONS

AC

VOLTAGE

CONNECTIONS

NOTE:

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

of

the

AC

terminal block. For making

connections

to the AC tenninal block, use tenninal ends for

114

inch studs that will accept multi strand copper wire sized
for the amperage rating from the hot lead connection. The
frame ground wire is white

or

white with a green strip. It

connects between the neutral stud and the generator frame.

BE

SINtiLE

PHASE

120/240V-60HZ.

120V-60HZ.

AVR

AVR AVR

AVR

z

r----

___

~

;----.,.

a::

..J

Ci

o 0

!Xl

L1

L2

N

N

Generator

Frequency

Frequency is a direct result

of

engine/generator speed:

1800

rpm = 60

hertz; 1500

nnp = 50

hertz.

NOTE:

The

white/green ground

wire

may be

removed

in

those

installations

where

the

A C circuit

has

a separate neutral and

ground

circuit.

This

will prevent

the

unit

from

being a

ground

source

in

the

vessel.

A

JUMPER

IS

RE{)UIRED

20

KW

BED

SHOWN

CIRCUIT

BREAKER

1

FOR

120V -60

Hz

I

I

!

,

I

L

___

J

Engines & Generators

28

---1+--

D10DES/lEDS

REGULATOR

/

GENERATOR

AC

VOLTAGE

CONNECTIONS

BE

THREE

PHASE 6 STUD

/12

WIRE

TERMINAL

BLOCKS

NOTE:

For output

leads

from the AC terminal block used terminal ends/or

114"

studs that

accept multi-strand copper

wire

sized for

the

average

rating

from the hot lead connection.

L1

0

L1

2+3

1

+3

-

-

L2

0

L2

0

5

6+7

5+7

6+8

L3

0

N

L3

N

9

10 + 11

9+

11

10+12

0'

2

4

+

8

12

-

"SERIES

YII

"PARALLEL

Y"

480V/60

Hz.

208V/60

Hz.

N

L1

"

L1

2+3

L2

0

L2

6+7

L3

0

L3

8+9

10

+ 11

0

2

-

-

"SERIES

-DELTA"

"PARALLEL

DELTAII

240V/60

Hz.

l20V/60

Hz.

"SINGLE

PHASE"

L1

L2

4+7

1 +

10

0

0

6+9

8+11

N

-

-

"DOUBLE

DELTA"

120-240V/60

Hz.

Engines & Generators

29

GENERATOR

AC

VOLTAGE

CONNECTIONS

DESCRIPTION

The

regulator

is

equipped

with

seven

numbered

terminals

(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.

NOTE:

Series Delta

requires

the

installation

of

a jumper

on

the

regulator board between terminal B and

10.

170·270

V

180·160

V

BLK

AVR

CASE

GND

BlK

AVR

CASE

GND

-N/GND

U1

V1

L1

L2

L3

H-i--N/GND

Ul

V1

L1

l2

l3

GRN

GND

BE

THREE

PHASE

(SIX

WIRE)

3

PHASE

VOLTAGE

REGULATOR

PARALLEL

WYE

(STAR)

L-N

-120

VAC

10

60

Hz

L-N

-110

VAC

10

60

Hz

SERIES

WYE

(STAR)

L-L

..

450

VAC

30

60

Hz

L-N -265

VAC

10

60

Hz

Ll

N

BE

THREE

PHASE

(TWELVE

WIRE)

Engines & Generators

30

SERIES

DELTA

L-L -240

VAC

30

60

Hz

L2,

L3-N -120

VAC

1060

Hz

A.

SERIES

DELTA -Note

the

repositioning

of

the

ground

lead

from

neutral

to

gener-

ator

housing.

J.

Jumper

using

#10

AWG

Wire.

SBEG

TROUBLESHOOTING

NOTE:

AC

GENERATOR TROUBLESHOOTING

MUST

BE

PERFORMED WITH THE ENGINE OPERATING

AT

60

HZ.

FAULT

PROBABLE

CAUSE

NO

AC

VOLTAGE

OUTPUT

AT

NO

LOAD.

1.

Short

or

open

in

the

main

stator

winding.

2.

Shorted

varister

on

exciter

rotor,

3.

Four

or

more

shorted

or

open

diodes

on

exciter

rotor,

RESIDUAL

VOLTAGE

PRODUCED

AT

NO

LOAD

15 • 20

VOLTS

AC.

1.

Blown 6 AMP

fuse

auxiliary

circuit

feed

to

AVR.

2.

Faulty

voltage

regulator

LOW

AC

VOLTAGE

OUTPUT

AT

NO

LOAD

60

·100

VAC.

1.

Reset

voltage

potentiometer.

2.

Open

or

shorted

diodes

in

exciter

rotor 1 to 3 diodes.

3.

Faulty

voltage

regulator

HIGH

AC

OUTPUT

VOLTAGE

150

VAC

OR

HIGHER.

1.

Faulty

voltage

regulator.

UNSTABLE

VOLTAGE

OUTPUT.

1.

STB

pod

on

regulator

needs

adjustment

AC

VOLTAGE

DROP

UNDER

LOAD

60 -100

VOLTS

AC.

1.

Diode(s)

on

exciter

rotor

breaking

down

when

load

is

applied

(inductive)

1·3

diodes.

r-

-

---------.,

L_

1

EXCITER

I

STATOR

I

I

r-----~----------~

I I I

I I I

I

EXCITER

I

ROTOR

FIELD

I

~_--,

I

ROTOR

I I

r-

I I I

+

I A I

I S I I

I I

I I

! I !

,-----1

I I I

L-----

r

---

------~

_________

J

w

.;::>

.....

."

FUSE

6.3 AMP

RED

t----

---1

I I

4 I

STATOR

13

I I

AUX

I I

______

I

RED

RED

4.

Open

in

exciter

stator

winding.

5.

Open

in

rotating

field

winding,

3.

Shorted

or

open

main

stator

auxiliary

winding.

4.

Short

in

rotating

field

winding.

5.

Short

in

exicter

stator.

2.

Faulty

voltage

regulator.

RED

RED

®

W2

®

U1

W1

V1

BLACK

GREEN

BLUE

AUXILLIARY CIRCUiT VOLTAGE

215VAC NO LOAD TO Z22VAC

FULLY LOADED

EXCITER -CIRCUIT VOLTAGE

YELLOW

8.DVDC NO LOAD

TO

17.0VDC FULLY LOADED

Engines & Generators

31

VOLTAGE

REGULATOR

ADJUSTMENTS

Description

The voltage regulator

is

an

advanced design which ensures

optimum

AC

alternator performance. It

is

equipped

with

complete protection circuitry

to

guard against operating

conditions that could be detrimental

to

the

AC

alternator.

Volts

!i.a

BUS

FUSE

PROTECTS

THE

REGULATOR

BOARD

FROM

AN

ELECTRICAL

OVERLOAD

1111s

potentiometer is used

to

adjust output voltage.

At

proper

engine operating speed

the

output voltage should be held

at

±1

% from a no-load condition

to

a full rated generator output

and

from

power factor 1.0

0.8

with

engine drive speed

variations

up

to

-6%.

Prior to starting the engine,

turn

the

VOLT

and

STAB

trimmers (using a mini phillips screw-

driver) fully

in

a counter clockwise (Minimum) direction

until you feel them hit their stops. Turn

the

AMP

and

HERTZ

trimmers completely clockwise (Maximum) in the same

manner.

With

the generator running

at

no-load, at normal

speed, and with

VOLT

adjust at minimum,

it

is

possible that

output voltage will oscillate. Slowly rotate

the

VOLT

adjust clockwise. The voltage output

of

the alternator will

increase and stabilize. Increase the voltage

to

the

desired

value. In

this

situation, only the green LED will stay lit.

~

Hertz

~

Jlinp

E

Slab

~

Volt

...

i5

n..

VOLTAGE

REGULATOR

DIAGRAM

Stability

This potentiometer permits variation of the regulator's
response

to

generator load changes so

as

to

limit

overcompensation

and

obtain a minimum recovery

time

to

the

normal voltage output.

In order

to

adjust the regulator stability

the

alternator must be

running at no-load and the output must be monitored.
Turn

the

STAB

adjust slowly clockwise

until

the

voltage

starts

to

fluctuate.

At this point rotate the

STAB

adjust

counterclockwise until the voltage

is

stable within 1 or 2

tenths of a volt.

Amp-Hertz

.

These two adjustments are used

in

conjunction

with

the

two

protection circuits in the voltage regulator that are indicated

by the illumination of a colored

LED

lights.

1.

Delayed overload protection (yellow LED).

2.

Low

speed protection (red LED).

Both systems have an intervention threshold which can

be

adjusted using the respective potentiometer. Each of the

two

circuits are

able

to

cause

an

adequate reduction

in

excitor

voltage

to

safeguard the excitor windings and prevent their

overheating.
The overload protection system has a delay which permits

temporary overloading of the generator during times such

as
motor start-up or other similar load surge demands. The
regulator also has a third LED (green), that glows during
generator operation to indicate

con-ect

operation of

the

regulator with the generator.

Engines & Generators

32

SHORE

POWER

TRANSFER

SWITCH

SHORE

POWER

CONNECTIONS

(60

HERTZ)

NOTE:

Diagram

ehows

connections

for a two-

wire.

120-

Volt

system. For a

three

..

wire

system

use

dotted

lit'lt'ts

for

the

other

hot

leg.

Ship.to

..

Shor.

SWitc:h{3

Pole)

PN

32008

{40Ampo,Pol<>,

PN

32009

(90A

..

po'

Pole)

PN

32010

U25

Amps/

Pole)

PN32133

(200

Amps,

Pole)

If

the installer connects shore power to the vessel's

AC

circuit, this must be done by means

of

the Shore Power

Transfer Switch.

Set the transfer switch shown in the

diagrams to the

OFF

position.

TJ1is

switch prevents

simultaneous connection

of

shore power

to

generator output.

A

CAUTION:

Damage

t~

the

generator

can

result

if

utility

shore

power

and

generator

output

are

connected

at

the

same

time.

This

type

of

generator

damage

is

not

covered

under

the

wa«anty;

it

is

the

installer's

responsi-

bility

to

make

sure

all

AC

connections

are

co«ect.

120

VOLT/60

HZ

THREE

WIRE

CONFIGURATION

Notice the repositioning

of

the white wire ground load

on

the

terminal block to the generator case.

GeneratOt

NOT£:

Diagram

shows

confHtetions

for

a

two-

wlnh

120·Voft

system

from

the

generatorl

with

three

..

wiref

t20-VoJt

boat

system.

~

-'"

,.

...

III

Slttp~to-Shore

SWiteh{3

Pokt)

PN

32008

(40

Ampsl

Pote)

L'

PN

32010

<2]

reNo

~~~~~

Pole)

(125

Ampsl

Pole)

I

;;:;-+---I---":..:.=-:;=--

....

N

Ships

Load

PH

32133

~rr-..-.//

=~~~:O-VOlt

(200Amps/Pole)

~

Ground

II.

Equipment

Z

(GRN)

,

"'"

~~--'

Shore

Power

Switching

Shore

Power

to

Generator

Power

A

CAUTION:

Heavy

motor

leads

should

be

shut

off

before

switching

shore

power

to

generator

power

or

vice-versa

because

voltage

surges

induced

by

switchIng

with

heavy

AC

loads

on

the

vessel

being

operated

may

cause

damage

to

the

exciter

circuit

components

in

the

generator.

Engines & Generators

33

20KW

and

22.5KW

SBEG

GENERATOR

WIRING

DIAGRAM

#49232

34

i

j

j

~

~

~

a

I

,

i !

i

~

,

~

!

~

,

L

20KW

AND

22.5KW

SBEGA

GENERATOR

WIRING

DIAGRAM

#53467

i

i

~

;

,

,

,

.

,

,

i

i !

!

~

,

;

•

!

; f

~

~

•

!

,

l

i

- -

-

~

u

3 (

--'

I

~.

0-,

-1-

--

-

,

!

ttlt

!

Hi

;a:~~~----*~!§

l l

~~

~>-------"''"'-''''-------------1rn

;

Engines & Generators

.,,,

... , ... , ..

,,

....

,3

34A

~I

~I

a

L1.J

a::

--

::<:::

...J

co

---

I-

ro

#

REMOTE

START/STOP

PANEL

WIRING

SCHEMATIC

#49209

#180RG
#18

GRN

~-\"--4q:=~--#

1 8 W H T I B L K

IRE

D

#18

WHT/BLK/BLU

#20

WHT/BLK/BRN

#2'0

WHT/BLK/YEL

#20

WHT/BLK/GRY

#20

WHT/BLK/GRN

PART

NO.

491.47

VIEWED

FROM

WIRE

SIDE

#18

WHT/BLK/RED

AVAILABLE

FROM

YOUR

WESTERBEKE

DEALER.

WIRING

HARNESS

EXTENSIONS:

15

fT.

PART

NO.

49201

30

FT.

PART

NO.

49211

50

fT.

PART

NO.

49667

75

fT.

PART

NO.

49668

100

FT.

PART

NO.

49669

Engines & Generators

35

ENGINE

TROUBLESHOOTING

The following troubleshooting tables

are

based upon certain

engine problem indicators and the most likely causes

of

the

problems.
When troubleshooting indicates

an

electrical problem, see the

ELECTRICAL SYSTEM WIRING DIAGRAM

as

these may

reveal other possible causes

of

the problem which

are

not

listed

below.

PROBLEM

PROBABLE

CAUSE

Engine

does

not

1.

Voltage

drop

at

starter

solenoid

crank.

terminal.

2.

Engine

circuit

breaker

has

tripped.

3.

a

amp

fuse/holder

is

faulty.

4.

Battery

is

low

or

dead.

5.

Loose

battery

connections.

6.

Faulty

wire

connection.

7.

Faulty

start

switch.

8.

Faulty

starter

relay.

9.

Faulty

starter

solenoid.

10.

Raw

water

filled

cylinders.

Engine

starts.

runs

1.

Faulty

shutdown

switch.

but

then

shuts

(oil

pressure,

coolant

or

exhaust

down.

temperature).

2.

Dirty

fuel/water

separator

filter.

3.

Faulty

speed

sensor.

4.

Low

oi/level

in

sump.

5.

Faulty

fuel

pump.

6.

High

engine

water

or

exhaust

temperature.

7.

Air

in

the

fuel

system.

Engine

starts,

runs

1.

Faulty

mag.

pick-up

sensor.

but

does

not

come

2.

ECU

faulty.

up

to

speed.

3.

Fuel

pump.

4.

Fuel

supply

to

engine

restricted.

5.

Throttle

actuator

binding.

6.

Actuator

or

electrical

connections

faulty.

7.

AC

generator

overloadJshort.

8.

Air

intake

restricted.

9.

Exhaust

restricted.

10.

Air

in

fuel

system.

NOTE:

The engines control system (electrical system) is

protected by a

8 Ampere manual fuse located on the control

panel. The generator has an

AC

circuit breaker at the control

panel which should be in the

off

position when performing

troubleshooting.

CAUTION:

When

servicing or

replacing

DC

components,

tum

off

the

20

amp

DC

circuit

breaker.

PROBLEM

PROBABLE

CAUSE

Engine

cranks

but

1.

Out

of

fuel.

fails

to

start.

2.

Engine

is

flooded.

3.

Bad

ignition

coil.

4.

Faulty

spark

plug.

5.

Unplugged

distributor

wire.

6.

Faulty

electrical

connection.

7.

Air

in

the

fuel

system.

Engine

hunts.

1.

ECU

gain

adjustment

needed.

2.

Faulty

fuel

pump.

3.

Mag.

pick-up

sensor

needs

adjustment.

4.

Low

DC

battery

voltage.

5.

Generator

overload.

6.

Valves

need

adjustment.

Engine

misfires.

1.

Poo r quality

fuel.

2.

Incorrect

timing.

3.

Dirty

flame

arrester.

4.

Cracked

distributor

cap.

5.

Faulty

ignition

wires.

6.

Throttle

actuator

linkage

binding.

7.

High

exhaust

back-pressure.

8.

Valve

clearances

are i nco

rreet.

Engine

backfires.

1.

Spark

plug

wires

are

connected

wrong.

2.

Incorrect

timing.

3.

Engine

is

flooded.

4.

Dirty

flame

arrester.

5.

Cracked

distributor

cap.

6.

High

exhaust

back-pressure.

Engine

overheats.

1.

Coolant

loss.

Pressure

test

cooling

system.

Refill.

2.

Faulty

raw

water

pump

impeller.

3.

Belts

are

loose

or

broken.

4.

Raw

water

pump

worn.

5.

Faulty

thermostat.

6.

Heat

exchanger

restricted.

Engines & Generators

36

ENGINE

TROUBLESHOOTING

PROBLEM

PROBABLE

CAUSE

PROBLEM

PROBABLE

CAUSE

Low

oil

pressure.

1.

Low

oil

level.

Blue

exhaust

smoke

1.

Lube

oil

is

diluted.

2.

Wrong

SAE

type

oil

in

the

engine.

discharge

from

the

2.

High

lube

oil

level.

3.

Faulty

or

wrong

type

oil

filter.

engine.

3.

Crankcase

breather

hose

is

clogged.

4.

Relief

valve

is

stuck.

4.

Valves

are

worn

or

adjusted

5.

Faulty

oil

pump.

incorrectly.

6.

Faulty

engine

bearings.

5.

Piston

rings

are

worn

7.

Fau

Ity

oil

filter.

or

unseated.

High

oil

pressure.

1.

Dirty

oil

or

wrong

SAE

type

oil

in

the

engine.

2.

Relief

valve

is

stuck.

Black

exhaust

smoke

1.

Dirty

flame

arrester.

discharge

from

the

2.

Lube

oil

is

diluted.

engine.

3.

Valves

are

worn

or

incorrectly

No

DC

charge

to

the

1.

Loose/corroded

battery

charge

starti

ng

battery.

Circuit

connection(s).

2.

Faulty

alternator

regulator.

adjusted.

4.

Piston

rings

are

worn

or

unseated

..

5.

Cankcase

breather

hose

is

clogged.

3.

Faulty

DC

alternator.

Poor

Performance

1.

Fuel

pump

clogged.

Remove

and

4.

Slipping

alternator

drive

belt.

5.

Broken

alternator

drive

belt.

at

generator

speed.

replace.

2.

Throttle

body

filter

screen

dirty.

3.

Fuel

filter

contaminated.

CHECK

ENGINE

LIGHT

(YELLOW)

When the Check Engine Light

is

illuminated, the PC Interface Diagnostics

will

indicate the problem.

NOTE:

To

properly troubleshoot

the

Check Engine light,

the

PC

lnteiface Diagnostics MUST

be

used

to

properly determine the fault

cause.

PROBLEM

PROBABLE

CAUSE

Wide

Band

02 Sensor.

1.

Sensor

Failure.

2.

Sensor

wiring

issue.

Crossing

Stoich.

1.

Sensor

failure.

2.

Sensor

wiring

issue.

3.

Air

intake

obstructed.

02 Sensor

out

of

range.

1.

Air

intake

obstructed.

NOTE:

To

extinguish

the

Check Engine Light once

the

fault

is

corrected.

The

unit must be put

through

three (3) consecutive successful start and

stop

sequences,

each

having a

run

period

of

approximately four (4) running

minutes.

Eng/nes & Generators

37

PROBLEM

ELECTRICAL

TROUBLESHOOTING

CHART

The

following test procedures will

require

the

use

of

a multimeter and

the

engine's wiring diagram

(in

this

manual).

Also refer

to

the

relay

testing

page.

WESTERBEKE

recommends

that these tests

be

peiformed by a

qualified technician.

CAUTION:

When

servicing or

replacing

DC

components,

turn off

the

20

amp

DC

circuit

breaker.

TESTING

INSPECTION/SOLUTION

(12

VDC

is

battery + voltage

measured

to

ground)

Engine

does

not

crank,.

.....

Test

for

B+

(12v)

at

the

circuit

breaker

to

the

PC

board

terminal

T4.

Check

for

bad

connections

at

the

engine

harness

connector

P1,

Pin

1,

the

#14

red

wire,

or

at

the

battery + on

the

starter.

Check

the

connections

at

the

PC

board

terminal 4 and

at

the

circuit

breaker

IIOK

...

Test

for

B+

(12v)

at

the

circuit

breaker

to

the

panel

fuse

end

and

to

the

PC

board

terminal

T1.

If

OK

...

Test

for

B+(12v)

from

the

fuse

end

to

the

PC

board

terminal

T2.

ItOK

...

Test

for

B+(12v)

at

the

crank

relay

K1

terminal

30.

IfOK

...

Test

for

B+

(12v)

at

the

starVstop

switch

terminals

2

and

10.

IIOK

...

Test

for

B+

(12v)

at

the

start

switch

terminal

1

when

the

switch

is

activated.

IIOK

...

Test

for

B+

(12v)

at

crank

relay

K1,

terminal

86.

If

OK

...

ItOK

...

Test

for

B+(12v)

at

crank

relay

K1

terminal

85.

Activate

the

start

switch

and

after a few

seconds

the

voltage

should

drop

below

.5

volts.

If

OK

...

Activate

the

start

switch,

after

4-5

seconds

B+(12v)

should

be

present

at

terminal

87

on

relay

K1.

If

OK

...

Look

for a bad

connection

from

the

circuit

breaker

to

the

fuse

or

at

the

PC

board

terminal

T1.

Replace

the

circuit

breaker.

Inspect

the

connections

at

the

fuse

or

PC

board

terminal

T2.

Replace

the

fuse.

Check

for a bad

connection

at

the

engine

harness

connector

P1,

pin

#3.

Check

the

DC

voltage

at

terminal

#30

at

the

K1,

K2,

K3

and

K4

relays.

Look

for

bad

connections

at

the

panel

connector

82,

pin

1,

white/black/red

wire

to

the

terminal

PC

board

or

at

the

starVstop

switch

terminals

2

and

10.

Replace

the

start

switch.

Check

bus

fuse

(8

amp).

Inspect

for a bad

connection

at

relay

K1

terminal

8

orange

wire

or

at

ECU

connector

J2,

Pin

#8

Look

for a bad

connection

at

relay

K1.

Activate

the

start

switch,

after

4-5

seconds

check

for

Look

for a bad

connection

at

crank

relay

K1,

B+(12v)

at

the

start

solenoid.

terminal

85

orange

wire

or

at

the

ECU

If

OK

...

connector

J2,

pin

#8.

Inspect

the

starter.

Check

the

connections

at

crank

relay

K1

terminal

87,

yellow/red

wire

or

at

the

start

solenoid.

Engines & Generators

38

ELECTRICAL

TROUBLESHOOTING

CHART

The

following test procedures will

require

the

use

of

a multimeter and the

engine's

wiring

diagram

(in

this

manual).

Also

refer

to

the

relay

testing

page.

WESTERBEKE

recommends

that

these

tests

be

performed by a

qualified

technician.

PROBLEM

TESTING

(12

VDC

is

battery + voltage

measured

to

ground)

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

Engine

cranks

but

fails

to

start

...

Test

for

B+

(12v)

at

terminals

30

and

86

on

the

K2

run

relay

If

OK

•

Test

for

B+

(12v)

at

run

relay

K2,

terminal

85

and

activate

the

start

switch.

Voltage

should

be

less

than 5 volts.

If

OK

•

Activate

the

start

switch,

test

for

B+(12v)

at

relay

K2

run

relay,

terminaI8?

INSPECTION/SOLUTION

Check

for

bad

connections

at

both

terminals.

Replace

the

K2

relay.

Inspect

the

connections

at

relay

K2,

terminal

85,

or

at

the

ECU

connector

J2,

pin

19.

Replace

the

K2

relay.

NOTE:

For

other possible

causes

(failure

to

start) such

as

fUel

pump,

speed sensor

(MPU),

ignition,

etc,

refer

to

the

these

sections

in

this

manual.

Engine

starts,

runs

but

shuts

down

.....

Test

for

voltage

across

the

oil

pressure

sensor

terminals,

with

the

engine

running

voltage

should

be

less

than

1.0

volts.

With

the

PC

interface,

read

the

.....

engine

shutdown

fault

IIOK.

Test

for

voltage

across

the

exhaust

temperature

switch,

when

the

engine

shuts

down,

it

should

read

zero

(0)

volts.

IIOK.

The

engine

temperature

sensor

maybe

faulty.

Low

DC

battery

charge

level

when

cranking

IIOK.

Speed

loss

IIOK.

Shorted

oil

pressure

sensor

IIOK.

External

fault

Engines & Generators

39

Faulty

oil

pressure

sensor.

Replace

sensor/switch.

Faulty

exhaust

temperature

switch.

Replace

switch.

Loss

of

coolant

thru

exhaust

elbow.

High

exhaust

temperature.

Test

sensor,

refer

to

component

testing

in

this

manual.

Change

batteryi

Replace

battery.

Check

MPU

and

wiring.

Replace

MPU.

Check

wiring/replace

sensor

Check

fire

suppression

system

for

cause

LAY-UP & RECOMMISSIONING

GENERAL

Many

owners

rely

on

their boatyards

to

prepare

their craft,

including

engines

and

generators,

for

lay-up during

the

off-season or for

long

periods of

inactivity.

Others

prefer

to

accomplish

lay-up preparation

themselves.

The

procedures

which

follow

will

allow

you

to

perform

your

own

lay-up

and

recommissioning,

or

you

may

use

them

as

a

check

list

if

others

do

the

procedures.

These

procedures

should afford

your

engine protection

during

a lay-up

and

also

help

familiarize

you

with

the

maintenance

needs

of

your

engine.

If

you

have

any

questions regarding lay-up

procedures,

call

your

local

servicing

dealer;

he

will

be

more

than

willing

to

provide assistance.

Propeller

Shaft

Coupling

[Propulsion

Engine]

The

transmission

and

propeller half couplings

should

always

be

opened

up

and

the

bolts

removed

when

the

boat

is

hauled

out of

the

water or

moved

from

land

to

water,

and

during

storage in the cradle. The

flexibility

of

the

boat

often

puts

a

severe strain

on

the

propeller shaft

or

coupling or

both,

while

the

boat

is

taken out or put

in

the

water.

In

some

cases,

the

shaft

has

actually

been

bent

by

these

strains.

This

does

not

apply

to

small boats that

are

hauled out of

the

water

when

not

in

use,

unless

they

have

been

dry

for a considerable

period of

time.

Fresh

Water

Cooling

Circuit

[Propulsion

Engine]

A

50-50

solution of antifreeze and distilled water

is

recommended for

use

in

the

coolant system

at

all

times.

This

solution

may

require a higher concentration of

antifreeze,

depending

on

the

area's winter climate.

Check

the

solution

to

make

sure

the

antifreeze protection

is

adequate.

Should

more

antifreeze

be

needed,

drain

an

appropriate

amount

from

the

engine

block

and

add a more

concentrated

mixture.

Operate

the

engine

to

ensure a complete

circulation

and

mixture

of

the

antifreeze

concentration

throughout

the

cooling

system.

Now

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

the

oil changing

procedure.

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.

Lubricating

oil

and

combustion

deposits

combine

to

produce

harmful

chemicals

which

can

reduce

the

life

of

your

engine's

internal

parts.

Fuel

System

[Gasoline]

Top

off

your

fuel

tanks

with

wzleaded gasoline of

89

octane

or

higher. A fuel

conditioner

such

as

Sta-Bil

ga'loline

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

[Diesel]

Top

off

your

fuel

tanks

with

No.2

diesel

fuel.

Fuel

additives

such

as

BioBor

and

Sta-Bil should

be

added

at

this

time

to

control

algae

and

condition

the

fuel.

Care should

be

taken

that

the

additives

used

are

compatible

with

the

primary

fuel

filter/water separator

used

in

the

system.

Change

the

element

in

your

primary

fuel

filter/water

separator,

if

the

fuel

system

has

one,

and

clean

the

separator sediment

bowl.

Change

the

fuel

filter elements

on

the

engine

and

bleed

the

fuel

system,

as

needed.

Start

the

engine

and

allow

it

to

run

for

5 -

10

minutes

to

make

sure

no

air

is

left

in

the

fuel

system.

Check for

any

leaks that

may

have

been created

in

the

fuel

system

during

this

servicing, correcting

them

as

needed.

Operating

the

engine

for

5 -

10

minutes

will

help

allow

movement

of

the

treated

fuel

through

the

injection

equipment

on

the

engine.

Raw

Water

Cooling

Circuit

Close

the

through-hull seacock.

Remove

the

raw

water

intake

hose

from

the

seacock. Place

the

end

of

this

hose

into a five

gallon

bucket of clean

fresh

water.

Before

starting

the

engine,

check

the

zinc

anode

found

in

the

primary

heat exchanger

on

the

engine

and

clean

or replace it

as

required,

and

also

clean

any

zinc

debris

from

inside

the

heat

exchanger

where

the

zinc

anode

is

located.

Clean

the

raw

water

strainer.

Start

the

engine

and

allow

the

raw

water

pump

to

draw

the

fresh

water

through

the

system.

When

the

bucket

is

empty,

stop

the

engine

and

refill

the

bucket

with

an

antifreeze

solution slightly stronger

than

needed

for

winter

freeze

protection

in

your

area.

Start

the

engine

and

allow

all

of

this

mixture

to

be

drawn

through

the

raw

water

system.

Once

the

bucket

is

empty,

stop

the

engine.

This

antifreeze mixture should protect

the

raw

water circuit

from

freezing during

the

winter lay-up,

as

well

as

providing

corrosion protection.

Remove

the

impeller

from

your

raw

water

pump

(some

antifreeze

mixture

will

accompany

it,

so

catch it

in a bucket).

Examine

the

impeller.

Acquire

a replacement, if

needed,

and

a cover

gasket.

Do

not

replace

the

impeller

(into

the

pump)

until

recommissioning, but replace

the

cover

and

gasket.

Intake

Manifold

and

Thru-Hull

Exhaust

Place a

clean

cloth,

lightly soaked

in

lubricating oil,

in

the

opening

of

the

intake manifold

to

block

the

opening.

Do

not

shove

the

cloth

out of

sight.

(If it

is

not

visible

at

recommissioning,

and

an

attempt

is

made

to

start

the

engine,

you

may

need

assistance of

the

servicing

dealer.

Make

a

note

to

remove

the

cloth prior

to

start-up.

The

thru-hull

exhaust

POlt

can be blocked

in

the

same

manner.

Engines &

Generators

40

LAY-UP & RECOMMISSIONING

Starter

Motor

Lubrication and cleaning of the starter drive pinion is advisable,
if access

to

the starter permits 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 removed

from

the

starter.

Cylinder

Lubrication

[Diesel]

If

you

anticipate a long lay-up period (12 months or

more)

WESTERBEKE recommends removing the

fuel

injectors

for

access

to

the cylinders. Squirt light lubricating oil into the

cylinders

to

prevent the piston rings from sticking

to

the

cylinder

walls.

Make

sure

you

have a replacements for the injector and return

line sealing

washers.

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!

Cylinder

Lubrication

[Gasoline]

After engine shutdown, remove

the

spark plugs

and

spray a

small amount of

fogging

oil into each cylinder. Rotate the
crankshaft manually two complete revolutions. Re-install the
spark plugs loosely for winter lay-up.

NOTE:

At spring commissioning,

remove

the

plugs

and

rotate

the crankshaft

two

full

revolutions.

Re-install

the

spark plugs,

tightening properly and connecting

the

high tension leads fully

onto

each

spark

plug.

Batteries

If

batteries are to

be

left

on

board during

the

lay-up period,

make

sure that

they

are

fully

charged, and will remain that

way,

to

prevent them

from

freezing.

If

there

is

any doubt that the

batteries

will

not

remain

fully

charged, or that

they

will

be

subjected

to

severe environmental conditions, remove the

batteries and store them in a

warmer,

more compatible

environment

A

WARNING:

Lead

acid

batteries

emit

hydrogen.

a

highly-explosive

gas.

which

can

be

ignited

by

electrical

arcing

or a lighted

cigarette.

cigar,

or

pipe.

Do

not

smoke

or

allow

an

open

game

near

the

battery

being

serviced.

Shut

0"

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

the

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 described in the

PREPARATIONS

FOR

STARTING

sec-

tion 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

terminals

are

clean

and

that the connections

are

tight.

Check

to

make sure that the batteries are

fully

charged.

A

CAUTION:

Wear

rubber

gloves, a rubber

apron.

and

eye

protection

when

servicing

batteries.

Lead

acid

batteries

emit

hydrogen, a highly

explosive

gas.

which

can

be

ignited

by

electrical

arcing

or

a

lighted

Cigarette,

cigar,

Dr

pipe.

Do

not

smoke

Dr

allow

an

open

game

near

the

battery

being

serviced.

Shut

off

all

electrical

equipment

in

the

vicinity

to

prellent

electrical

arcing

during

serviCing.

4.

Remove

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

proper tightness [gasoline].

5. Check

the

condition of

the

zinc

anode in

the

raw

water

circuit and clean or replace the anode

as

needed.

Note

that it

is

not necessary

to

flush

the antifreeze/fresh water

solution from the

raw

water coolant

system.

When

the

engine

is

put into operation, the system

will

self-flush in a

short period of time

with

no adverse

affects.

It

is

advisable,

as

either

an

end of season or recommissioning

service,

to

inspect

the

area where the zinc is located in

the

heat exchanger and clear any and all

zinc

debris

from

that

area.

6.

Start

the

engine in accordance with procedures described

in the

PREPARATIONS

FOR

STARTING

section of this

manual.

Engines & Generators

41

WESTERBEKE

25KW

AND

22.5KW

SBEG

GENERATOR

SPECIFICATIONS

ENGINE

SPECIFICATIONS

Engine

Type

Governor
Combustion

Chamber
Bore & Stroke
Piston

Displacement

Firing

Order

Direction

of

Rotation

Compression

Ratio

Dimensions

Weight
20KW

22.5KW

Inclination

Gasoline,

four-cycle,

four-cylinder,

fresh

water-cooled,

Vertical,

in-line

overhead

mechanism

1.5%

steady

speed

regulation.

Multi-sphere

type.

3.38 x 3.70

inches

(86.0 x 94.0

mm).

133.26

cubic

inches

(2184

cubic

centimeters)
1-3-4-2
Clockwise,

when

viewed

from

the

front

8.6:1

Height:

42.2

inches

Width:

22.4

inches

Length:

28.2

inches

725

Ibs

(328

kgs)

7251bs

(328

kgs)

Continuous

26"

Temporary

30·

(1071.9

mm)

(568.9

mm)

(716.3

mm)

TUNE-UP

SPECIFICATIONS

Compression

Pressure

(Limit

of

difference

between

cylinders)

Valve

liming

Valve

Seat

Angle

Valve

Clearance

(engine

warm)

Engine

liming

198.1

psi

(14

kg/em!)

at

400

rpm

28.0

psi

[2.0

kg/em!})

Intake

Opens

2·

BTDC

Intake

Closes

53°

ABDC

Exhaust

Opens

57°

BBDC

Exhaust

Closes

-2°

ATDC

Intake

45"

Exhaust

45"

Intake

0.012

inches

(0.3

mm)

Exhaust

0.012

inches

(0.3

mm)

16°

BTDC

at

1800

rpm

± .1°

(vacuum

advanced

disconnection)

EXHAUST

EMISSIONS

SYSTEMS

EmiSSion

Control

Systems

EPA

litle

40,

part

1048

CARB

Title

13,

chapter

9,

article

4.5

IGNITION

SYSTEM

General

Battery

ignition

12V

negative

ground.

Distributor

with

ignition

module

and

ignitor.

Ignition

coil

and

spark

plugs.

Distributor

Solid

state

type

with

signal

generator

and

ignitor.

Spark

Plug

Thread

Size

14mm X 1.25

pitch

liming

16°

BTDe

at

1800

rpm

±

.1'

(vacuum

advanced

disconnection)

33°

BTDC

at

1800

rpm

± .1·

(vacuum

advanced

disconnection)

Spark

Plug

Gap

.030

inches

(0.8

mm)

Dwell

General
Fuel

Fuel

un

Pump

Fuel

consumption

Fuel

Filter

(on

engine)

Air

Cleaner

(flame

arrester)

Air

Flow

(engine

combustion)

General

Operating

Temperature

Fresh

Water

Pump

Raw

Water

Pump

Raw

Water

Flow,

at

1800

rpm

System

capacity

(coolant)

63°

at

1800

rpm.

FUEL

SYSTEM

Electronic

fuel

injection.

Regular

or

unleaded

gasoline

with

an

octane

rating

of

89

or

better.

Electric-lift

capability

of

6ft.

(1Smm)

2.0 -2.2

U.S.

GPH

(7.5

-

8.3

LPH)

at

full

output.

Replaceable

cartridge-screw

on.

Metal

screen

type

cleanable.

69.5

cfm

(1.9

cmm)

COOLING

SYSTEM

Fresh

water-cooled

block,

thermostatically-

controlled

with

heat

exchanger.

170

-190· F

(77 -88·

C)

Centrifugal

type,

metal

impeller,

belt-driven

Positive

displacement,

rubber

impeller,

belt

driven.

6.7

gpm

(25.3Ipm)

9.0

qts

(S.5Iiters)

Engines & Generators

42

WESTERBEKE

25KW

AND

22.SKW

SBEG

GENERATOR

SPECIFICATIONS

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

4.0

U.S.

qts

(3.7

liters)

plus

filter/cooler

assembly

55-75

psi

(3.8 -5.2

kg/cm

2

)

API

Specification

of

SJ.

ELECTRICAL

SYSTEM

Starting

Battery

Battery

Capacity
Starter
DC

Charging

12-Volt,

(-)

negative

ground

Battery

must

be

totally

dedicated

to

the

generator

and

maintained

by

the

generators

own

engine

DC

charging

alternator

600 -800

Amps

12-Volt,

(-)

negative

ground

12-VDC

belt

driven

alternator

DC

Charging

Cranking

Amps

.175 -200

amps

GENERATOR

COOLING

Air

Requirements

450

cfm

(12.74

cmm)

(60

Hertz

at

1800

RPM)

Engine

combustion

Air

69.5

efm

(1.9

cmm)

Requirements

(60

Hertz

at

1800

RPM)

Engine

COOling

Air

100

cfm

(2.83

cmm)

AC

GENERATOR

(SINGLE

PHASE)

General-Single

Phase

Voltage -Single

Phase

Voltage

Regulation

Frequency

Regulation

Rating

(Volts

AC)

2OKW·

60

Hz

22.5KW • 60

Hz

Brushless

six

pole,

revolving

field.

Sealed

lubricated

single

bearing

design.

Reconnectable

Single

phase

for

120/240

volts

with

solid

state

voltage

regulator

120

or

120/240

volts -60

hertz

±2%

no

load

to

full

load.

1.5%

steady

state

120

volts

166

amps

1021240

volts

1661183

amps

120

volts

187

amps

1021240

volts

187/93

amps

AC

GENERATOR

(THREE

PHASE)

General-3

Phase

Voltage

-3

Phase

(60

Hertz)

2OKW·60Hz

Amperage 3 Phase

22.5KW • 60

Hz

Amperage 3 Phase

Brushless

six

pole,

revolving

field.

Sealed

lubricated

single

bearing

design.

12

lead

reconnectable

for

low

voltage

WYE

and

for

Delta.

Solid

state

voltage

regulator

with

protection

circuitry.

Low

voltage

WYE

High

voltage

WYE

Delta

208

volts

480

volts

240

volts

Low

voltage

WYE

70

volts

High

voltage

WYE

35

volts

Delta

60

volts

Low

voltage

WYE

High

voltage

WYE

Delta

86.7

volts

37.6volts
752

volts

Engines & Generators

43

TORQUE

SPECIFICATIONS

•

20KW

AND

22.5KW

SBEG

GENERATORS

COMPONENT

FT-LB

(M-KG)

COMPONENT

FT-lB

(M-KG)

Air

Cleaner

Bracket

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

12.7

-17.4

(1.9 -2.6)

Main

Bearing

Cap

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

56.4 -60.4

(8.4 -9.0)

Alternator

bracket...

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

25.5 -35.6

(3.8 -5.3)

Oil

Pan

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

.4.7 -8.0

(7.0 -12.0)

Alternator

Flange

BoIL

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

12.7 -20.8

(1.9 -3.1)

Oil

Pressure

Sender

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

9 -

13

(1.2 -1.8)

Alternator

Strap

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

12.7

-17.4

(1.9 -2.6)

Oil

Pressure

Switch

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

9 -13

(1.2

-1.8)

Camshaft

Pully

Lock

Bolt...

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

32.2 -44.3

(4.8 -6.6)

Oil

Pump

Throttle

Body

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

8.0 -11.4

(1.2 -1.7)

M6

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

12.7

-17.4

(1.9 -2.6)

MB

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

25.5 -35.6

(3.B

-

5.3)

Connecting

Rod

Cap

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

.44.3 -47.0

(6.6 -7.0)

Oil

Strainer

Coolant

Pump

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

12 -17

(1.6 -2.4)

M6

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

5.3

•

B.O

(B.O

-12.0)

Coolant

Pump

Pulley

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

12

-17

(1.6 -2.4)

MB

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

10.7

-15.4

(1.6 -2.3)

Coolant

Temperature

Sendor

.................. 9 13

(1.2 -1.8)

Rear

Cover

Assembly

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

5.3 -8.0

(8.0

-12.0)

Coolant

Temperature

Switch

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

9 -

13

(1.2 -1.8)

Rocker

Shaft

Assembly

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

12.0

-18.1

(1.8 -2.7)

Crank

Shaft

Pulley

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

22.1 -25.5

(3.3 -3.8)

Spark

Plug

............................................... 1 0.0 -15.4

(1.5 -2.3)

Cylinder

Head

Timing

Belt

Crank

Pulley

Bolt..

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

120.9

-134.4

018.0 -20.0)

Cold

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

55 -59

(8.2 -8.8)

Timing

Belt

Cover

Hot

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

63 -67

(9.5

-10.0)

Upper

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

.4.7 -6.7

(7.0

-10.0)

Cylinder

Head

Cover

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

2.6 -4.0

(4.0 -6.0)

Lower

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

.4.7-6.7(7.0

10.0)

Drive

Plate

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

16.1

-18.1

(2.4 -2.7)

Timing

Tension

Lock

Bolt...

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

25.5 -35.6

(3.8 -5.3)

Exhaust

Manifold

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

12 -17

(1.6 -2.4)

Thermostat

Cover

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

12.7 -20.8

(1.9 -3.1)

Front

Housing

Assembly

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

12.7

-17.4

(1.9 -2.6)

Water

Pump

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

12.7

-17.4

91.9 -2.6)

Intake

Manifold...

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

12

-17

(1.6 -2.4)

NOTE:

Formuffl to convertft-lbs to

Nm

(Newton Meters) multiply ft-lb x 1.356

Engines & Generators

44

STANDARD

AND

METRIC

CONVERSION

DATA

LENGTH-DISTANCE

Inches

(in) x 25.4

:::

Millimeters

(mm) x .0394

:::

Inches

Feet

(ft) x .305

:::

Meters

(m) x 3.281 = Feet

Miles x 1.609

:::

Kilometers

(km) x .0621

:::

Miles

DISTANCE

EQUIVALENTS

1

Degree

of

Latitude:::

60

Nm

:::

111.120

km

1

Minute

of

Latitude::: 1 Nm

:::

1.862

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.SS

::;:

IMP

qt

Imperial

Gallons

(IMP

gal) x 4.546 = Liters

(L) x .22 = IMP

gal

Imperial

Quarts

(IMP

qt) x 1.201 = US

Quarts

(US

qt) x .833

:::

IMP

qt

Imperial

Gallons

(IMP

gal) x 1.201 = US

Gallons

(US

gal) x .833 = IMP

gal

Fluid

Ounces x 29.573 = Milliliters x .034 = Ounces

US

Pints

(US

pt) x .473

:::

Liters(L) x 2.113

:::

Pints

US

Quarts

(US

qt)

x

.946

=

Liters

(L) x 1.057

=

Quarts

US

Gallons

(US

gal) x 3.785 = Liters

(L) x .264

Gallons

MASS-WEIGHT

Ounces

(oz) x 28.35 = Grams

(g) x .035

:::

Ounces

Pounds

(Ib) x .454

:::

Kilograms

(kg) x 2.205 = Pounds

PRESSURE

Pounds

Per

Sq

In

(psi) x 6.895 = Kilopascals

(kPa) x .145 = psi

Inches

of

Mercury

(Hg) x .4912 = psi x 2.036

:::

Hg

Inches

of

Mercury

(Hg) x 3.377 = Kilopascals

(kPa) x .2961

:::

Hg

Inches

of

Water

(H20) x .07355

:::

Inches

of

Mercury x 13.783

:::

H20

Inches

of

Water

(H20) x .03613

psi x 27.684:::

H20

Inches

of

Water

(H20) x .248

::;:

Kilopascals

(kPa) x 4.026

:::

H20

TORQUE

Pounds-Force

Inches

(in-I

b) x .113 = Newton

Meters

(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

(Km/L) x 2.352 = IMP

MPG

Miles

Per

Gallons

US

(MPG) x .425 = Kilometers

Per

Liter

(Km/L)

Kilometers

Per

Liter

(Km/L) x 2.352 = US

MPG

TEMPERATURE

Degree

Fahrenheit

e'F)

=

(OC

X

1.8) + 32

Degree

Celsius

(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:::

8.56

Ibs

Engines & Generators

45

METRIC

CONVERSIONS

INCHES

TO

MILLIMETERS MILLIMETERS

TO

INCHES

Inches

mm

Inches

mm

mm

Inches

mm

Inches

1 25.40

15

381.00 1 0.0394 15

0.5906

2 50.80

20

508.00 2

0.0787

20

0.7874

3

76.20

25

635.00

3

0.1181

25

0.9843

4 101.60

30

762.00 4

0.1575

30

1.1811

5

127.00

35

889.00

5

0.1969

35

1.3780

10 254.00

40

1016.00

10

03937

40

1.5748

......

.....

-

10

MILLIMETERS:::

lCENTIMETER,

100

CENTIMETERS::: 1 METER = 39.37

INCHES

(3.3

FEET)

INCHES

TO

METERS

METERS

TO

INCHES

Inches Meters Inches Meters Meters Inches Meters Inches

1

0.0254

7 0.1778

0.1

3.937 0.7 27.559

2

0.0508

8 0.2032

0.2

7.874 0.8 31.496

3 0.0762

9

0.2286

0.3

11.811

0.9

35.433

4

0.1016 10

0.2540

0.4

15.748

1.0 39.370

5 0.1270

11

0.2794

0.5

19.685

1.1

43.307

6

0.1524

12

0.3048

0.6

23.622 1.2

47.244

TO

CONVERT

METERS

TO

CENTIMETERS,

MOVE

DECIMAL

POINT

TWO

PLACES

TO

THE

RIGHT

YARDS

TO

METERS

METERS

TO

YARDS

Yards

Meters Yards Meters Meters Yards Meters

Yards

------

..

1 0.91440

6

5.48640 1

1.09361

6 6.56168

2

1.82880 7 6.40080 2 2.18723

7 7.65529

3 2.74320

8 7.31520 • 3 3.28084 8

8.74891

4 3.65760

9 8.22960 4

4.37445

9

9.84252

5

4.57200

10 9.14400

i

5

5.46807

10

10.93614

MOVE

DECIMAL

POINT

FOR

HIGHER

VALUES -e.g.

6,000

METERS:::

6,561.68

YARDS

POUNDS

TO

KILOGRAMS KILOGRAMS

TO

POUNDS

Ib

kg

Ib

kg

kg

Ib

kg

Ib

1 0.454

6 2.722 1 2.205

6

13.228

2

0.907 7

3.175

2 4.409

7

15.432

3

1.361

8 3.629

3

6.614

8

17.637

4 1.814

9

4.082

4

8.818

9

19.842

5

2.268

10 4.536

5

11.023 10 22.046

GALLONS

TO

LITERS

LITERS

TO

GALLONS

Gallons

liters

Gallons Liters Liters

Gallons Liters

Gallons

-

1

3.79

10 37.86

1

0.26

60

15.66

2 7.57

20

75.71

2

0.53

90

23.n

3 11.36

30

113.57

5

1.32 120

31.32

4 15.14

40

151.42 10 2.64

150

39.62

5

18.93

50

189.28

20

5.28 180 47.54

PINTS

TO

LITERS

LITERS

TO

PINTS

Pints Liters Pints Liters Liters Pints

liters

Pints

1

0.47

6

2.84 1

2.11

6

12.68

2

0.95

7

3.31

2 4.23 7

14.79

3 1.42

8

3.79

3

6.34 8

16.91

4 1.89

9

4.26

4

8.45

9

19.02

5 2.37

10 4.73

5

10.57

10

21.13

TEMPERATURE

32

40

50

60

70

75

85

95

105 140 175

212

OF

I I I I I I

I I

I I I I

I

I

I I I

I

I

I

I

I I I

0

5

10

15

20

25

30 35

40

60

80

100

°C

Engines & Generators

46

SUGGESTED

SPARE

PARTS

WESTERBEKE

MARINE

GENERATORS

CONTACT

YOUR

WESTERBEKE

DEALER

FOR

SUGGESTIONS

AND

ADDITIONAL

INFORMATION

THERMOSTAT
AND

GASKET

FUEl/WATER

SEPARATOR

FILTER

ELEMENT

FUEl

FilTER

HEAT

EXCHANGER

END

GASKET

ZINC

ANODES

OIL

FilTER

DRIVE

BElTS

WESTERBEKE

RECOMMENDS

CARRYING

ENOUGH

SPARE

ENGINE

OIL

(YOUR

BRAND)

FOR

AN

OIL

CHANGE

(5

DTS.)

AND A GALLON

OF

PREMIXED

COOLANT.

SPARE

PARTS

KITS

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.

Kit

A

Impeller Kit
Heat Exchanger Gasket

Oil Filter

Drive Belt
Zinc Anodes
Spark Plugs

Engines & Generators

47

Kit

B

Impeller Kit

SPARE

FUSES

CONTROL

PANEL

AND

BE

REGULATOR

Water Pump Repair Kit
Thermostat Kit

Zinc Anodes
Complete Gasket Kit
Heat Exchanger Gaskett

Oil Filter

Drive Belt

Spark Plugs

1078DW/SC1204

/w/WESTERBEKE

/GENERATORS

SAFE

CO

SERIES

WESTERBEKE CORPORA TION • MYLES STANDISH INDUSTRIAL PARK
150

JOHN

HANCOCK ROAD, TAUNTON, MA 02780-7319 U.S.A.

TEL:

(508)

823-7677·

FAX: (508)

884·9688

.,Website: www,westerbeke,com