Westerbeke 5.0KW BCD, 5.5Kw BCD, 5.0Kw BCDA, 5.0Kw BCDB, 4.0Kw BCDB Operator's Manual

-(

£

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OPERATORS

MARINE

5.0Kw

4.0Kw

5.5Kw

DIESEL

BCD.

BCD

5.0Kw

4.0Kw

5.0Kw

GENERATORS

~

.,.

c.,

MANUAL

BCDA

BCDA.

BCDB

60Hz 50Hz

60Hz

5.0Kw

BCD

PUBLICATION NO.042871

4

FOURTH EDITION

APRIL

2008

BCDB

50Hz

member

§dd,l'

~""'~~

WESTERBEKE

150

JOHN HANCOCK

CORPORATION. MYLES

ROAD,

TAUNTON,

STANDISH

MA

02780-7319 U.S.A.

INDUSTRIAL

PARK

CALIFORNIA

PROPOSITION

65

WARNING

Diesel engine exhaust and some of

its

constituents are known

to

the State

of

California

to

cause

cancer,

birth

defects, and other

reproductive harm.

A

WARNING:

Exhaust

gasses

contain

Carbon

Monoxide,

an

odorless

and

colorless

gas.

Carbon

Monoxide

Is

poisonous

and

can

cause

unconsciousness

and

death.

Symptoms

of

Carbon

Monoxide

exposure

can

Include:

-

Dizziness

-Nausea

-Headache

-

Throbbing

In

Temples

-

Muscular

TWitching

-

Vomiting

-

Weakness

and

Sleepiness

-Inability

to

Think

Coherently

IF

YOU

OR

ANYONE

ELSE

EXPERIENCE

ANY

OF

THESE

SYMPTOMS,

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.

This

WARNING

DECAL

Is

prDvided

by

WESTERBEKE

and

should

be

nxed

tD

a

bulkhead

near

your

engine

Dr

generator.

WESTERBEKE

a/so

recommends

Installing

CARBON

MONOXIDE

DETECTORS

In

the

living/sleeping

quaT1ers

of

your

vessel.

TIley

are

Inexpensive

and

easily

obtainable

at

your

local

marine

store.

SAFETY

INSTRUCTIONS

INTRODUCTION

Read this safety

manual

carefully. Most accidents are

caused by failure to follow fundamental rules

and

precau-

tions. Know when dangerous conditions exist

and

take

the

necessary precautions to protect yourself,

your

personne~

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, or

when

connected

to

shore

power.

Lethal

voltage

is

present

at

these

connections!

• Do not operate this machinery without electrical enclosures and covers in place.

• Shut off electrical power before accessing electrical equipment.

• Use insulated mats whenever working on electrical equipment.

• Make sure your clothing and skin are dry, not damp (particularly shoes) when handling electrical equipment.

• Remove wlistwatch and all jewelry when working on electlical equipment.

• Do not connect utility shore power to vessel's

AC circuits, except through a ship-to-shore double throw transfer switch. Damage to vessel's AC generator may result

if

this procedure is not followed.

• Electrical shock results from handling a charged capacitor.

Discharge capacitor by shorting terminals together.

PREVENT

BURNS -HOT

ENGINE

A

WARNING:

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 a Coast Guard Approved flame arrester removed. Backfire can cause severe injury or death.

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

• Do not smoke

or

permit flames

or

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

of

deblis to minimize the

chances

of

fire.

Wipe

up

all

spilled

fuel

and

engine

oil.

• Be aware - diesel fuel will burn.

PREVENT

BURNS -EXPLOSION

A

WARNING:

ExploSions

from

fuel

vapors

can

cause

injury

or

death!

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

Open and ventilate cabin

after fueling. Check below for fumes/vapor before

running the blower. Run the blower for four minutes before starting your engine.

• All fuel vapors are highly explosive. Use extreme care when handling and

stoling 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 fuel1ine fittings are adequately tightened and free

of

leaks.

• Make sure a fire extinguisher is installed nearby and

is properly maintained. Be familiar with its proper use. Extinguishers rated ABC by the NFPA are appropriate for all applications encountered

in

this environment.

Engines & Generators

SAFETY

INSTRUCTIONS

ACCIDENTAL

STARTING

A

WARNING:

Accidental

starting

can

cause

injury

or

death!

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

• Make certain all personnel are clear

of

the engine before

starting.

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

BATTERY

EXPLOSION

A

WARNING:

Battery

explosion

can

cause

injury

or

death!

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

a. highly explosive gas, which can be ignited by elecl?cal arcing

or

by lit tobacco products. Shut

off

all electncal

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 compm1ment containing batteries to prevent accumulation

of

explosive gases. To avoid sparks, do not

disturb the battery charger connections while the battery

is

being charged.

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

or

sparks that could cause an explosion.

Remo~e

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

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

BATTERY

ACID

A

WARNING:

Sulfuric

acid

in

batteries

can

cause

severe

injury

or

death!

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

protection. Batteries contain sulfuric acid which is destructive. If

it comes

in

contact with your skin, wash it off at once with water. Acid may splash on the skin or into the eyes inadvertently when removing electrolyte caps.

TOXIC

EXHAUST

GASES

A

WARNING:

Carbon

monoxide

(CO)

is a deadly

gas!

• Ensure that the exhaust system is adequate to expel gases discharged from the engine. Check the exhaust system regularly for leaks and make sure the exhaust manifold! water-injected elbow is securely attached.

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

•

Don't

run the generator set or engine unless the

bo~t

is

equipped with a functioning marine carbon

monOXIde detector that complies with ABYCA-24. Consult your boat builder or dealer for installation

of

approved detectors.

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

A

WARNING:

Carbon

monoxide

(CO)

is

an

invisible

odorless

gas.

Inhalation

produces

flu-like

symptoms,

nausea

or

death!

• Do not use copper tubing in diesel exhaust systems. Diesel fumes can rapidly destroy copper tubing in exhaust systems. Exhaust sulfur causes rapid deterioration

of

copper tubing

resulting in exhaust/water leakage.

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

If

the engine

exhaust discharge outlet

is

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

of

exhaust. Avoid overloading the craft.

• Although diesel engine exhaust gases are not

as

toxi~

as

exhaust fumes from gasoline engines, carbon

monOXIde

gas is present in diesel exhaust fumes. Some

of

the

symptoms

or

signs

of

carbon monoxide inhalation or

poisoning are: Vomiting

Dizziness Headache Nausea

AVOID

MOVING

PARTS

Inability to think coherently 111robbing in temples Muscular twitching Weakness and sleepiness

A

WARNING:

Rotating

parts

can

cause

injury

or

death!

• Do not service the engine while it is running.

If

a situation

arises in which it is absolutely necessary to make

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

Engines

& Generators

i i

SAFETY

INSTRUCTIONS

• Do not wear loose clothing or jewelry when servicing equipment; tie back long hair and avoid wearing loose jackets, shirts, sleeves, rings, necklaces or bracelets that could be caught

in

moving parts.

• Make sure all attaching hardware is properly tightened.

Keep protective shields and guards in their respective

places at all times.

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

• Stay clear

of

the drive shaft and the transmission coupling when the engine is running; hair and clothing can easily be caught in these rotating parts.

HAZARDOUS

NOISE

A

WARNING:

High

noise

levels

can

cause

hearing

loss!

• Never operate an engine without its muffler installed.

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

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

A

WARNING:

Do

not

work

on

machinery

when

you

are

mentally

or

physically

incapaCitated

by

fatigue!

OPERATORS

MANUAL

Many

of

the preceding safety tips and warnings are repeated

in your Operators Manual along with other cautions and

notes to highlight critical information. Read your manual

carefully, maintain your equipment, and follow all safety

procedures.

ENGINE

INSTALLATIONS

Preparations to install an engine should begin with a thorough examination

of

the American Boat and Yacht Council's

(ABYC) standards. These standards are a combination

of

sources including the USCG and the NFPA. Sections

of

the ABYC standards

of

particular interest are:

H-2 Ventilation P-l

Exhaust systems P-4 Inboard engines E-9

DC

Electrical systems

All installations must comply with the Federal Code

of

Regulations (FCR).

ABYC,

NFPA

AND

USCG

PUBLICATIONS

FOR

INSTALLING

DIESEL

ENGINES

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

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

Order

from:

ABYC 15

East 26th Street

New York,

NY

10010

NFPA

(National Fire Protection Association)

"Fire Protection Standard for Motor Craft" Order from:

National Fire Protection Association 11

Tracy Drive Avon Industrial Park Avon,

MA02322

USCG

(United States Coast Guard)

"USCG 33CFR183" Order

from:

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

20404

Engines & Generators

iii

INSTALLATION

When installing WESTERBEKE engines and generators it

is

important that strict

attention

be

paid

to

the

following information:

CODES

AND

REGULATIONS

Strict federal regulations,

ABYC

guidelines,

and

safety codes

must

be complied

with

when

installing engines

and

generators

in

a marine

environment.

SIPHON-BREAK

For installations

where

the exhaust manifold/water injected exhaust elbow

is

close

to

or

will

be below the vessel's waterline, provisions

must

be

made

to

install a 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

pori

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.

Carefully

review

the

Marine

Installation

Manual

provided

with

your

WESTERBEKEengine

or

generator.

Additional

WESTERBEKEManuals

are

available

from

your

WESTERBEKE

dealer.

Engines & Generators

iv

AVAILABLE

FROM

YOUR

WESTERBEKE

DEALER

TABLE

OF

CONTENTS

Parts

Identification

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

2

Engine

Adjustments

(Cont.)

Introduction

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

3 Testing Glow Plugs ........................................ 26

Fuel,

Engine

Oil,

and

Engine

Coolant

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

5

Preparations

for

Initial

Start-Up

.,

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

6

Instrument

Control

Panel

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

7

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

Starting/Stopping

Procedure

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

8

Remote Panels .................................................. 8

Generator

Break-In

Procedure

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

9

Daily

Routine

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

9

Testing Oil Pressure ....................................... 26

Injection Timing ............................................. 27

Drive Belt Adjustment ................................... 28

Torquing the Cylinder Head Bolts ................. 28

Fuel Injectors ................................................. 28

Engine

Troubleshooting

(Chart) ....................... 29

Control

Panel

troubleshooting

(Chart) ............ 31

Wiring

Diagram

#43783

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

32

Wiring

Schematic

#43783 ................................

33

Safety

Shutdown

Switches

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

10

Wiring

Diagram

#44732

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

34

Maintenance

Schedule

(Chart) ........................

11

Wiring

Schematic

#44732

...

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

35

Fuel

System

.....

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

13

Cooling

System

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

14

Fresh Water Cooling Circuit .......................... 15

Changing the Coolant .................................... 15

Thermostat ..................................................... 16

Wiring

Diagram

#45633 ....................................

36

Wiring

Schematic

#45633

....

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

37

Wiring

Diagram

#038124

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

38

Wiring

Schematic

#038124

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

39

Wiring

Diagram

#038124

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

40

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

Wiring

Schematic

#038124

...

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

41

Raw Water Cooling System ........................... 17

Remote

Panel

Wiring

Diagram

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

42

Heat Exchanger .................................... , ......... 17

Raw Water

Pump ........................................... 17

Engine

Lubricating

Oil

...................................... 18

Engine

Oil Change ......................................... 18

Remote

Oil

Filter

(Optional)

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

19

DC

Circuit

Battery

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

20

Engine/Generator

Specifications

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

43

Generator

Information

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

44

BC

Generator

Single

Phase

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

45

Circuit Breaker ...............................................

45

No-Load Voltage Adjustment ........................

46

Dual Exciter Circuit Model ...........................

47

Starter

Motor

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

21

Shore Power Connections ..............................

47

Troubleshooting ............................................. 22

Battery Charging Circuit.. ..............................

48

Engine

Adjustments

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

23

MetriC

Conversion

Data

(Chart) ....................... 49

Generator Frequency Adjustment ..................

23

Lay-Up

and

Recommissioning

........

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

50

Fuel Run Solenoid ......................................... 23

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

24

Valve Clearance Adjustment.. ........................ 25

Power

Take

Off

Systems

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

53

Suggested

Spares

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

54

Engine Compression ...................................... 25

Engines & Generators

1

PARTS

IDENTIFICATION

DRIVE COVER

COOLANT

PRESSURE

CAP

AIR

INTAKE

SILENCER

TOP

OIL

THERMOSTAT ASSEMBLY

ZINC ANODE

FRONT

ENCY

STOP

WATER

INJECTED

EXHAUST

ELBOW

~~H.tP~:M~-

EXHAUST MANIFOLD

...(,.IJt>.--=¥-----t---

MANIFOLD

1.0.

PLATE

-X-\--\\~L----r--

START

SOLENOID

~P--J1J--~r---

STARTER MOTOR

DRIP

TRAY

COOLANT FILL

FLEXIBLE

ISOLATED

MOUNTS

LEFT SIDE

REAR

COOLANT

PRESSURE

CAP

-------"".r~~'-~~,......~~

EMERGENCY

STOP

CONNECTION

SIPHON

BREAK

EXHAUST

ELBOW

START/STOP

SWITCHES--:A-----

CONTROL PANEL

PREHEAT SOLENOI

POWER

TAKE-OFF

FUEL

FILTER

REAR

AC

CIRCUIT

BREAKER

SIDE

OIL

FILTER

~~----RAW

WATER

PUMP

,""",,----HEAT

EXCHANGER

FILTER

DRAIN

HOSE

INLET

FUEL

FILTER

RIGHT

SIDE

Engines & Generators

2

•

INTRODUCTION

This WESTERBEKE Diesel Generator is a product

of

WESTERBEKE's long years

of

experience and advanced teclmology. 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. A parts catalog is also

provided and a technical manual is available from your

WESTERBEKE dealer.

If

you are planning to install this

equipment refer to

WESTERBEKE'S

installation manual

supplied with this unit.

WARRANTY

PROCEDURES

Your WESTERBEKE Warranty is included

in

a separate

folder. If, after

60

days

of

submitting the Warranty Registry form you have not received a customer identification card registering your warranty, please contact the factory

in

writing with model information, including the unit's serial number and commission date.

Customer

Identification

Card

'-vtT)

wa:slEHBEKE

I

Customer Identification MR. GENERATOR

OWNER

MAIN

STREET

HOMETOWN,

USA

Model Ser. # Expires

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

WAR-

RANTIES

OR

REPRESENTATIONS WITH RESPECT THERETO, INCLUDING ACCURACY, TIMEliNESS OR COMPLETENESS

THEREOF

AND

WIUIN

NO EVENT

BE

liABLE

FOR

ANY

TYPE

OF

DAMAGE

OR

INJURY

INCURRED

IN

CONNECTION WITH OR ARISING OUT

OF

THE FURNISHING OR USE

OF

SUCH SOFTWARE.

WESTERBEKE customers should also keep in mind the time span between printings

of

WESTERBEKE product

software and the unavoidable existence

of

earlier

WESTERBEKE manuals.

In

summation, product software

provided with

WESTERBEKE

products, whether from

WESTERBEKE

or

other suppliers, must not and cannot

be

relied upon exclusively as the definitive authority on

the respective product.

It

not only makes good sense

but is imperative that appropriate representatives

of

WESTERBEKE or the supplier

in

question

be

consulted

to determine the accuracy and currentness

of

the

product software being consulted

by

the customer.

NOTES,

CAUTIONS

AND

WARNINGS

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

of

your marine

engine, critical information will be highlighted by

NOTES,

CAUTIONS,

and WARNINGS.

An

explanation follows:

NOTE:

An operating procedure essential

to

note.

A

CAUTION:

Procedures,

which

if

not

strictly

observed,

can

result

in

the

damage

or

destruction

of

your

engine.

A

WARNING:

Procedures,

which

if

not

properly

fol-

lowed,

can

result

in

personal

injury

or

loss

of

life.

Engines & Generators

3

INTRODUCTION

SERIAL

NUMBER

LOCATION

The engine and generator serial numbers and model numbers are located on a decal on the generator housing. Take the time to enter the information on the blank decal provided below as this will provide a quick reference when seeking technical information and/or ordering repair parts.

SPECIFICATION

MODEL

_______

_

RPM

__________

_

KW

___________

_

KVA

__________

_

VOLTS

________

_

AMPS

________

_

ENG.

HP

______

_

ENG.

SER.

NO.

GEN. SER. NO.

PF

IPHASE

___

_

WIRES

________

_

RATlNG

_______

_

INSUL

CLASS

__

TEMP.

RISE

___

_

BATIERY

_____

_

C-t.D.

_________

_

50

HZ.

60 HZ.

I

The engine serial number can also be found stamped into the engine block just adjacent to the the injection pump. The generator serial number is stamped into the generator housing on the flat surface on the left side

of

the generator.

An identification plate

on

the enginc exhaust manifold also

displays the engine model and serial number.

NOTE:

A carbon monoxide warning decal has been provided

by WESTERBEKE. Affix this decal

in

a visible position in

the

engine

room.

UNDERSTANDING

THE

DIESEL

ENGINE

The diesel engine closely resembles the gasoline engine,

since the mechanism is essentially the same. The cylinders

are arranged above a closed crankcase; the crankshaft is

of

the same general type as that

of

a gasoline engine; and the

diesel engine has the same type

of

valves, camshaft, pistons,

connecting rods and lubricating system. Therefore, to a great extent, a diesel engine requires the

same preventive maintenance as a gasoline engine. The most important factors are proper ventilation and proper maintenance

of

the fuel, lubricating and cooling systems.

Replacement

of

fuel and lubricating filter elements at the time periods specified is a must, and frequent checking for contamination (that is, water, sediment, etc.) in the fuel system is also essential. Another important factor is the use of

the same brand

of

high detergent diesel lubrication oil

designed specifically for diesel engines. The diesel engine does differ from the gasoline engine,

however, in its method

of

handling and firing

of

fuel. The carburetor and ignition systems are done away with and in their place is a single component - the fuel injection pump which performs the function

of

both.

ORDERING

PARTS

Whenever replacement/service parts are needed, always provide the generator model number, engine serial number,

and generator serial number as they appear on the silver and

black name plate located on the generator end.

You

must

provide us with this information so

we

may properly identify

your generator set.

In

addition, include a complete part description and part number for each part needed (see the separately furnished

Parts List). Also insist upon

WESTERBEKE packaged parts because

will fit

or

generic parts are frequently not made to the same specifications as original equipment.

SPARES

AND

ACCESSORIES

Certain spares will be needed to support and maintain your WESTERBEKE generator. Your local WESTERBEKE dealer will assist you in preparing an inventory

of

spare parts.

See the

SPARE

PARTS

page in this manual. For Engine and

Generator Accessories, see the

ACCESSORIES brochure.

INSTALLATION

MANUAL

Publication #43400 provides detailed information for installing generators.

Engines & Generators

4

FUEL,

ENGINE

OIL

AND

ENGINE

COOLANT

FUEL

A

CAUTION:

Use

number 2 diesel

fuel

with a cetane

rating

of

45

or

higher.

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

pmts. 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 filter/water separator between the fuel tank and the engine.

ENGINE

OIL

Use a heavy duty engine oil

or

a synthetic oil with an API

classification

of

CF

or

CG-4. 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:

00

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.

ENGINE

COOLANT

Engine coolant is a 50150 mixture

of

antifreeze and distilled water. This coolant allows the engine to run at its proper temperature by transferring heat from the engine to the coolant.

It

also lubricates and protects the cooling system

from rust and corrosion. A

50150 mixture

of

antifreeze and

distilled water will protect the engine to

-34°P (1.12C).

PURCHASING

ANTIFREEZE

Rather than preparing the mixture, WESTERBEKE recommends buying the premixed mltifreeze so that so that

when adding coolant the mixture will always

be

correct.

There are two common types

of

antifreeze, Ethylene Glycol

(green) and

Propylene Glycol (red/purple), either can be used

but do not mix the two and

if

changing from one to another,

flush the engine thoroughly.

Premixed antifreeze for DIESEL Engines: Specification

#ASTM 5345.

MAINTENANCE

Change the engine coolant every two years regardless

of

the

number

of

operating hours as the chemical additives that

protect.and lubricate the engine have a limited life.

COOLANT

RECOVERY

TANK

A coolant recovery tank kit is supplied with each generator.

The purpose

of

this recovery tank is

to

allow for engine coolant expansion and contraction during engine operation, without the

loss'

of

coolant and without introducing air into

the cooling system. This coolant recovery tank

must be

installed to help prevent the loss

of

antifreeze coolant.

Engines & Generators

5

PREPARATIONS

FOR

INITIAL

START-UP

PRESTART

INSPECTION

Before starting your generator

set

for

the

first

time or after a

prolonged layoff, check the following

items:

• Make certain the cooling water thru-hull petcock

is

open.

• 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 contaminant's.

• Check

the

DC

electrical

system.

Inspect wire connections

and

battery cable connections. .

• Check

load

leads

for

correct connection

as

specified

in

the

wiring diagrams.

• Examine

air

inlet

and

outlet

for

air

flow

obstructions.

• Be sure

no

other generator or utility power

is

connected

to

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

the

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.

• Visually examine

the

unit.

Look

for

loose or missing

parts, disconnected wires, unattached hoses,

and

check

threaded connections. Search

for

any

gasoline

leaks.

WAIT

FOR

THE

ENGINE

TO

COOL

BEFORE

REMOVING

THE

RADIATOR

CAP

MANIFOLD

PRESSURE

CAP.,--..~""=",,,,,,,,,~

.......

PRESS

DOWN

AND

TURN

TO

LIFTOFF

FROM

COOLANT

RECOVERY

TANK

OIL

DIPSTICK

A

CAUTION:

When

starting

the

generator,

it

is

recommended

that

all

AC

loads,

especially

large

motors,

be

switched

OFF

until

the

engine

has

come

up

to

speed

and,

in

cold

Climates,

starts

to

warm

up.

This

precaution

will

prevent

damage

caused

by

unanticipated

operation

of

the

AC

machinery

and

will

prevent a cold

engine

from

stalling.

• Check the coolant

level

in

both the plastic recovery

tank

and

at

the

manifold.

NOTE:

After the initial running

of

the

generat01;

the air

in

the

engine's cooling system will be purged

to

the

coolant

recovery

tank.

Open

the

air bleed petcock

to

ensure that

the

cooling system is purged

of

air.

After shutdown and

after the engine has cooled, the coolant from

the

recovery

tank will be drawn into the engine's cooling system

to

replace

the purged

air.

Before subsequent operation

of

the

generator,

the

engine's manifold should be topped

off,

and the coolant

recovery tank may need

to

be .filled

to

the

MAX

level.

,COOLANT

_-:::-';;'~-G::::;':~~I\

RECOVERY

I

TANK

/1'/

TO

NIPPLE

AT

MANIFOLD

PRESSURE

CAP

STOP

BOLT

ADJUSTMENT

SPEED

ADJUSTMENT

FACTORY

SET

Engines & Generators

6

•

INSTRUMENT

CONTROL

PANEL

INSTRUMENTS

COOLANT

TEMPERATURE

GAUGE

Engine coolant (water) temperature should normally indicate

1750 to 1950 F (800 to 90

0

C).

ENGINE

OIL

PRESSURE

GAUGE

Oil Pressure (psi) may fluctuate depending on the generator

load but should range between

30 to 60 psi.

DC

VOLTMETER

GAUGE

Indicates the amount the battery is being charged and should show 13V to

14Y.

HOURMETER

GAUGE

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

TOGGLE

SWITCHES

All three switches are momentary contact type.

EMERGENCY

STOP

SWITCH

The emergency stop switch on the side

of

the control box is normally closed. When depressed, it will open the DC circuit to the control panel and shut the engine down. As the switch is not toggled it can

be

used

when performing maintenance.

8

AMP

FUSE

An 8 amp fuse protects the instrument panel

from an electrical overload.

It

is

important to closely monitor the

panel

gauges.

Become aware

of

the

1lonnal engine readings

and

take

immediate action

if

these readings start to vary.

STARTING

PREHEAT:

The PREHEAT toggle switch serves two purposes:

preheating the engine for easy starting and defeating

of bypassing the engine oil pressure switch. The defeat function activates the K2 relay instrument power fuel pump and fuel solenoid hold terminal.

When the

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

START:

The START toggle switch closes the

Kl

relay that energizes the starter solenoid and activates the starter. While the

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

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

10 psi.

Should the engine not start when the START switch

is

depressed for 10 to 20 seconds, release both switches and

wait

30 seconds. repeat the procedure above and preheat

longer. Never run that starter

for

more than

30

seconds.

12

, 14

~6

\.

t::J

""""".

VOLTS

I,,~

NOTE:

When starting: A voltage drop will occur when the preheat switch

is

depressed.

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

140

0

- 150

0

F (60

0

- 66

0

C) before

applying heavy loads.

NOTE:

Some unstable running may occur

in

a cold engine.

Depressing the PREHEAT button

for

10-

15 second

intervals will help stabilize the engine rpm until the operating temperature reaches

140°

-190°F

and a load

is

applied to the engine.

STOPPING

The

STOP toggle switch is a normally closed switch, providing power to the K2 relay, after the oil pressure switch has closed upon starting. Opening

of

this switch opens the K2 relay power circuit to the fuel solenoid, stopping the flow

of

fuel to the engine and shuts down

the engine. To stop the engine, depress the

STOP switch. When the

STOP switch is depressed, the

power

feed to the fuel solenoid is opened, and the fuel flow to the engine is stopped. The

STOP switch should

be

depressed until the

generator stops rotating.

NOTE:

When the engine is shut down, the water temperature gauge and the oil pressure gauge will continue to register the last temperature

and

oil pressure readings displayed. They

will return to zero once electrical power is restored.

Engines & Generators

7

STARTING/STOPPING

PROCEDURE

STARTING

PREHEAT:

Depress the PREHEAT switch for approximately

15

seconds then, with the PREHEAT switch still depressed,

depress that START switch.

ISTART:

With both switches depressed the generator will start.

Release the START switch but continue to depress the

PREHEAT switch for about 5 more seconds. This allows the oil pressure to rise enough to close the oil pressure safety switch.

RUN:

With both switches released and the oil pressure and coolant temperature protective circuits nom1al, the generator will remain energized and continue to run.

FAILURE

TO

START

Should the engine not start when the START switch is

depressed for

10 to 20 seconds, release both switches and

wait

30

seconds. Repeat the procedure above and preheat

longer.

Never

run the starter

for

more than

30

seconds.

NOTE:

Some unstable running

may

occur in a cold engine.

Depressing the

PREHEAT

switch

for

10-15 second intervals

will help stabilize the engine

RPM

until the operating tem-

perature reaches normal

and

a load is applied to the engine.

Do

nDt

apply heavy loads until the generator has warmed

up.

STOPPING

Remove

the

AC

electrical load from the generator and

allow the generator to

run

for 3 to 5 minutes to stabilize its

operating temperatures. Depress the

STOP

switch and hold

it

until the generator is

completely stopped. Now

release the STOP switch.

REMOTE

PANEL

The

remote panel uses the

same

three toggle switches with

an

LED

light

to

indicate the generator is running.

STARTING

PREHEAT:

Depress the PREHEAT switch for approximately

15

seconds (the

LED

light will illuminate). With the

PREHEAT switch still depressed, depress that START

switch.

.

START:

With both switches depressed the starter will crank

and the

LED

light will dim.

RUN:

When the engine starts the

LED

light will brighten signaling to release the START switch. Continue to hold the PREHEAT depressed for about 5 seconds to allow the'oil pressure to build up which closes the oil pressure safety switch. The green

LED

will remain brightly illuminated

while the engine is running. After the generator is started and the START switch is

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

Once the generator starts, apply a light load

but

allow the

generator to warm up before applying heavy loads.

GENERATOR

RELEA.SE STARTER

PREHEAT

MUST~

PRESS\'~~

1ST

e

ft

STOP

START

~'PRESS

IS

tND

WESTERSEKE

FAILURE

TO

START

Should the engine

not

start

when

the START switch is

depressed for

10

to 20 seconds, release both switches and

wait

30 seconds. Repeat the procedure above and preheat

longer.

Never

run the starter

for

more than

30

seconds.

STOPPING

To stop the generator, depress the

STOP

switch until the

generator comes to a complete stop and the

LED

light goes

out.

Engines & Generators

8

GENERATOR

BREAK-IN

PROCEDURE

DESCRIPTION

Although your engine has experienced a minimum

of

one

hour

of

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

of

your engine is dependent upon how the engine is

operated and serviced during its initial hours

of

use.

Breaking-in a new engine basically involves seating the

piston rings to the cylinder walls. Excessive oil consumption and smoky operation indicate that the cylinder walls are glazed or scored, which is caused by overloading the

engine during the break-in period.

Your new engine requires approximately

50 hours

of

initial

conditioning operation

to

break in each moving part in order

to maximize the performance and service life

of

the engine. Perform this conditioning carefully, keeping in mind the following:

Start the engine according to the

STARTING PROCEDURE

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

AFTER

START-UP

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

20% and 60%

of

full-load for the first 10 hours.

After the first

10 hours

of

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

Avoid overload at

all times.

An

overload is signaled by smoky exhaust with reduced output voltage and frequency. Monitor the current being drawn from the generator and keep it within the generator's rating. Since the generator operates

at

1800 rpm to produce

60

hertz (or at 1500 rpm to produce

50

Hertz), control

of

the generator's break-in is governed

by

the current drawn from the generator.

NOTE:

Be

aware

of

motor starting loads and

the

high

current

draw

requiredfor starting

motors.

This

starting amperage

draw

can

be 3 to 5 times

normal

running

amperage.

See

GENERATOR INFORMATION

in

this

manual.

GENERATOR

ADJUSTMENTS

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

50

hours) or after this period.

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

junction with the engine's speed adjustment. See

GENERATOR INFORMATION in this manual.

THE

DAILY

ROUTINE

CHECK

LIST

Follow this check list each day before starting your generator.

D Check that all generator circuit breakers (power panel) are

in the off position before starting.

D Record the hourmeter reading in your log (engine hours

relate to the maintenance schedule.)

D Visually inspect the engine for fuel, oil,

or

water leaks.

D Check the oil level (dipstick). D Check the coolant level in the coolant recovery tank.

D Check your fuel supply. D Check the starting batteries (weekly). D Check drive belts for wear and proper tension (weekly).

CHECK WITH THE ENGINE RUNNING.

D Check for abnormal noise such as knocking, vibrating and

blow-back sounds.

D Confirm exhaust smoke:

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

NOTE:

Some

unstable running may occur

in

a cold

engine.

This

condition should abate as normal operating

temperature

is

reached and loads

are

applied.

A

CAUTION:

00

not

operate

the

generator

for

long

periods

of

time

without a load

being

placed

on

the

generator.

STOPPING

THE

GENERATOR

Remove the

AC

loads from the generator one at a time.Allow the generator to run for 3-5 minutes to stabilize the operating temperature, then

tum

the key to the off position. Once the

generator is shutdown, close down all circuit breakers as a

safety precaution.

Engines & Generators

9

1

I

.I

I

SAFETY

SHUTDOWN

SWITCHES

SAFETY

SHUTDOWN

SWITCHES

1i'he

engine

is

protected by three automatic shutdown

switches. Should a shutdown occur,

do

not

attempt to restart

without finding

and

correcting the cause. Refer to the head-

ing Engine starts, runs and then shuts down

in

the ENGINE

tROUBLESHOOTING section

of

this manual.

']'he following

is

a description

of

these automatic shutdown

switches:

High

Water

Temperature

Switch

A high water temperature switch is located at the thermostat housing. Nonnally closed, this switch, should the fresh water cbolant's operating temperature reach approximately

2100P

(99°C),

will open and inten'Upt the

DC

voltage thereby

shutting off the engine. This switch resets at

195"F (IOrC}.

WATER tI'EMPERATURE 'SWITCH

\_->"'-

Low

Oil

Pressure

Switch

A low oil pressure shutdown switch is located off the e;ngine's oil gallery. Normally open in a static state, this switch's sensor monitors the engine's oil pressure. Should the engine's oil pressure fall to 5-10 psi, this switch will open interrupting the

DC

voltage thereby shutting off the engine.

OIL

PRESSURE

SWITCH

OIL

PRESSURE

SWITCH

WIRED

FOR

OPTIONAL

AUDIBLE

ALARM

High

Exhaust

Temperature

Switch

An

exhaust temperature switch is located on the exhaust

elbow. Nonnally closed,

tins switch will open and interrupt

the

DC

voltage (shutting off the engine) should the switch's sensor indicate an excessive exhaust temperature (an inadequate supply

of

raw water causes high exhaust temperatures).

This switch opens

at

260-270oP (127-132°C). This switch

resets at approximately

225°P (107°C).

/

~'~-....."'.......-

/-:"............

EXHAUST

ELBOW

'/

.

EXHAUST TEMPERATURE SWITCH

Engine

Circuit

Breaker

The generator's engine is protected by an engine mounted

manual reset circuit breaker

(20 amps DC). Excessive current

draw or electrical overload anywhere in the

insllument panel

wiring or engine wiring will cause the breaker

to

trip. In this event the generator will shut down because the opened breaker interrupts the

DC

'circuit.

If

this should occur, check

and repair the source

of

the problem. After repairing the

fault, reset the breaker and restart the generator.

High

RPM

Shutdown

Switch

(Optional

Electronic

Governing)

An overspeed switch in the DC circuit shuts off the generators

engine when the engine's speed reaches 2175 rpm (approx.) by opening the DC circuit to the K2 relay. After correcting the problem, this switch can be re-set by momentarily depressing the stop switch. refer to the

WIRING DIAGRAMS

in

this manual.

Engines & Generators

10

.

SCHEDULED

:

MAINTENANCE

Fuel

Supply

Fuel/Water

Separator

Engine

Oil

Level

Coolant

Level

Drive

Belts

MAINTENANCE

SCHEDULE

it.

WARNING:

Never

attempt

to

perform

any

service

while

the

engine

is

running.

Wear

the

proper

safety

equipment

such

as

goggles

and

gloves,

and

use

the

co"ect

tools

for

each

job.

Disconnect

the

battery

terminals

when

servicing

any

of

the

engine's

DC

electrical

equipment.

NOTE:

Many

of

the

following maintenance jobs

are

simple

but others

are

more

difficult and

may

require

the

expert

knowledge

of

a service

mechanic.

CHECK

HOURS

OF

OPERATION

EACH

EXPLANATION

OF

SCHEDULED

DAY

50

100

250

500

750

1000

1250

MAINTENANCE

0

Diesel

No.2

rating

of

45

cetane

or

higher.

0

Check

for

water

and

dirt

in

fuel

(drain/replace

filter

if

necessary).

0

Oil

level

should

indicate

between

MAX.

and

LOW

on

dipstick.

0

Check

at

recovery

tank;

if

empty,

check

at

manifold.

Add

coolant

if

needed.

0

Inspect

for

proper

tension

(3/8"

to

1/2"

deflection)

weekly

and

adjust

if

needed.

Check

belt

edges

for

wear.

Visual

Inspection

of

Enlline

0

NOTE:

Please

keep

engine

surface

clean.

Dirt

Check

for

fuel,

oil

and

water

leaks.

Inspect

wiring

and

oil

will

inhibit

the

engine's

ability

to

and

electrical

connections.

Keep

bolts & nuts

tight.

remain

cool.

Check

for

loose

belt

tension.

Fuel

Filter

0 0 0 0 0 0

Initial

change

at

50

hrs,

then

change

every

250

hrs.

Starting

Batteries

0

Every

50

operating

hours

check

electrolyte

levels

(and

House

Batteries)

weekly

and

make

sure

connections

are

very

tight.

Clean

off

excessive

corrosion.

.

Engine

Oil

(and

filter)

0 0 0 0 0 0 0

Initial

engine

oil & filter

change

at

50

hrs.,

then

change

both

every

100

hours.

Generator

0 0 0 0 0 0 0

Check

that

AC

connections

are

clean

and

secure

with

no

chafing.

See

GENERATOR

SECTION

for

additional

information.

Heat

Exchanger

Zinc

Anode

0 0 0

0

Inspect

zinc

anode,

replace

if

needed,

clear

the

heat

exchanger

end

of

zinc

anode

debris.

Fuel/Water

Separator

0 0 0 0 0 0

Change

every

200

hours.

Electronic

Governor

Control

0

Check

and

or

adjust

the

no-load

speed

in

the

panel,

(if

applicable)

required

(hertz)

and

the

regulator

board

adjustment

as

needed.

NOTE:

These

adjustment

are

not a warrantable

adjustment

during

or

after

the

unit's

break-in.

Exhaust

System

0 0 0 0

Initial

check

at

50

hrs.,

then

every

250

hrs.

Inspect

for

leaks.

Check

anti-siphon

valve

operation.

Check

the

exhaust

elbow

for

carbon

and/or

corrosion

buildup

on

inside

passages;

clean

and

replace

as

necessary.

Check

that

all

connections

are

tight.

Engine

Hoses

0 0

0

0 0 0

Hose

should

be

hard & tight.

Replace

if

soft

or

spongy.

Check

and

tighten

all

hose

clamps.

Engines & Generators

11

MAINTENANCE

SCHEDULE

NOTE:

Use

the engine hour meter gauge to log your engine hours

or

record your

engine hours

by

running time.

CHECK

HOURS

OF

OPERATION

SCHEOULED

EACH

EXPLANATION

OF

SCHEDULED

MAINTENANCE

DAY

50

100

250

500

750

1000

1250

MAINTENANCE

Raw

Water

Pump

0 0 0

Remove

the

pump

cover

and

inspect

impeller,

At

800 operating lwurs,

gasket,

cam

and

cover

for

wear.

Check

the

bearings

disassemble and inspect

and

seals

(the

shaft

should

not

wobble).

Lubricate

for

overhaul.

when

reassembling.

Coolant

System

0 0

Drain,

flush,

and

refill

cooling

system

with

the

appropriate

antifreeze

mix.

Electric

Fuel

Lift

Pump

0

0 0 0 0 0

Periodically

check

the

wiring

connections

and

inspect

the

fuel

line

connections.

*Fuellnjectors

0

Check

and

adjust

injection

opening

pressure

and

spray

condition

(see

ENGINE

ADJUSTMENTS).

*Starter

Motor

0 0

Check

solenoid

and

motor

for

corrosion.

Remove

and

lubricate.

Clean

and

lubricate

the

starter

motor

pinion

drive.

*Preheat

Circuit

0 0

Check

operation

of

preheat

solenoid.

Remove

and

clean

glow

plugs;

check

resistance

(4-6

ohms).

Reinstall

with

anti

seize

compound

on

ttl

reads.

*Engine

Cylinder

0 0

Check

compression

pressure

and

timing

Compression

(see

Engine

Adjustments).

*Torque

Cylinder

Head

0

At

first

50

hours,

then

every

500

hours

Hold-down

bolts

(see

ENGINE

ADJUSTMENTS).

*

Adjust

the

Valve

Clearances

0 0 0

Adjust

Valve

Clearances

(see

ENGINE

ADJUSTMENTS).

*Heat

Exchanger

0

Remove,

have

professionally

cleaned

and

pressure

tested.

·Water

Injected

Exhaust

0

Check

casting

integrity

every

500

hours

of

Elbow

operation.

Replace

as

needed.

*WESTERBEKE

recommends

this

service

be

performed

by

an

authorized

mechanic.

Engines & Generators

12

FUEL

SYSTEM.

DIESEL

FUEL

Use

No.2

diesel fuel with a cetane rating of

45

or

higher.

bo

not

use

kerosene

or

home heating

fuel.

FUEL

FILTERS

'The

fuel injection pump

and

the fuel injectors are precisely

tnanufactured and they must receive clean diesel

fuel,

free

from water and dirt.

To

ensure

this

flow

of clean

fuei,

the

fuel

must pass through at least

two

fuel

filters,

a fuel water

separator and the engine's spin-on fuel

filter.

Visually inspect,

clean,

and

change these

filters

according

to

the

maintenance

schedule in this manual.

FUEL

WATER

SEPARATOR

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

the

fuel tank

and

the engine

to

remove

water

and

other contaminants from the fuel before

they

can

be carried to

the

fuel system

on

the engine.

The owner/operator

is

responsible

for

making certain

the

fuel reaching the engine's injection equipment

is

free of

impurities. This process

is

accomplished

by

installing

and

inaintaining a proper fuel filter/water separator between

the

fuel tank

and

the

generator/engine. Westerbeke recommends

a

10

micron

filter

be

used.

FUEL

INJECTION

PUMP

'The

fuel injection pump is the most important component of the diesel engine, requiring the utmost caution in handling. 'The

fuel injection

pump

has been thoroughly bench-tested

and

the owner/operator

is

cautioned not

to

attempt

to

service

it.

If

it requires servicing, remove it and take it

to

an

authorized

fuel

injection pump service

facility.

Do not

attempt

to

disassembly and repair it.

The only adjustment the servicing mechanic should make

to

the fuel injection pump is

the

adjustment for

the

engine idle

speed (see

IDLE SPEED ADJUSTMENT under ENGINE

ADJUSTMENTS).

FUEL

LIFT

PUMP

Periodically check the

fuel

connections

to

and out of the

pump

and

make sure that

no

leakage is present

and

that

the

fittings

are

tight

and

secure.

The DC

ground

cOIDlection

at

one

of

the

pump's mounting

bolts

should

be

clean

and

well

secured

by

the

mounting bolt

to

ensure

proper

pump

operation.

When

energized

thru

the preheat circuit,

the

fuel

lift

pump

will

purge air

from

the

fuel

system

and

provide a

continuous

flow

of fuel

as

the engine

is

running.

INLET

FUEL

FILTER

To

ensure clean

fuel

into

the

fuel

lift

pump,

there

is a small

in-line

fuel

filter

connected

to

the

fuel

lift

pump

elbow.

This

filter

should

be

replaced

every

250

hours

of

operation.

ENGINE

FUEL

FILTER

Periodically check the fuel connections and the bowl

for

leakage. Replace the filter element after

the

first 50 hours

then follow the

MAINTENANCE SCHEDULE.

Changing/cleaning

the

filter

element

1. Shut off

the

fuel

supply.

2.

Unscrew

the

retainer ling that holds the filter bowl to'the

housing and allow the bowl

to

come away

from

the

housing,

3. Remove and replace the filter element and clean the bowl.

4.

Replace the sealing

"0"

ring and reassemble the bowl

to

the housing. Thread the retainer ring on carefully

so

as

not

to

cross thread. When retainer contacts the

"0"

ring, tighten

114

-

1/2

turns by hand. Open the fuel

supply and

run

the engine to inspect for leaks.

THE

O-RING

GASKET

ONLY

NEEDS

TO

BE

REPLACES

IF

IT

SHOWS'

SIGNS

OF

AGING.

FUEL

FILTER

FUEL

LIFT

PUMP

LIGHTLY

WIPE

WITH

CLEAN

FUEL

Engines & Generators

13

ENGINE

COOLING

CIRCUIT

dESCRIPTION

Westerbeke marine diesel generators are designed and equipped for fresh water cooling. Heat produced in the engine by combustion and friction is transferred to fresh water coolant which circulates throughout the engine. This circulating fresh water coolant cools the engine block and its iIj.ternal moving parts. 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

hesh

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

/--..........

,#J

'''--,

---

COOLING

CIRCUIT

DIAGRAM

FRESH

WATER

¢

RAWWATER

_

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 ham1ful deposits.

NOTE:

Refer to ENGINE COOLANT paragraphs in this sec- tion for the recommended antifreeze and water mixture to be used as the fresh water coolant

and

for information

on

filling

the fresh water system.

------..

NOTE:

KEEP

PASSAGE

THROUGH

THE

MANIFOLD

CLEAR

(A

PIPE

CLEANER

WORKS

WELL).

,

~

NOTE:

AN

ANTI-SIPHON

-

",

VALVE

MAY

BE

REQUIRED

\

FRESH

WATER

DRAIN

Engines & Generators

14

COOLING

SYSTEM

F1RESH

WATER

COOLING

CIRCUIT

NOTE:

Refer

to

the ENGINE COOLANT section

for

the rec-

o:mmended antifreeze

and

water mixture

to

be used as the

flesh 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 thennostat into the manifold, t6

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 thennostat

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

c:ooling

system.

KEEP

THE

TO

COOLANT

F1EGOVERY

TANK

COOLANT

PASSAGE

CLEAR

FROM

COOLANT

RECOVERY

TANK

COOLANT

EXPANSION

~

\I

PRESSURE

yeAP

COOLANT

RETRACTION

NOTE:

Periodically check the condition

of

the manifold

pressure cap. Ensure the upper

and

lower rubber seals are in

good

condition. Check

to

ensure

the vacuum valve opens

and

closes tightly. Carry a spare

cap.

Check also to ensure the

coolant passage

is

clear so

coolant within the system

is

able to expand

and

contract

to

andfrom

the coolant recovery tank.

Coolant

Recovery

Tank

The coolant recovery tank allows for the expansion and contraction

of

the engines coolant duqng engine operation without introducing air into the system. This recovery tank is provided with fresh water cooled models and with the fresh

water coolant conversion kit and

must be installed before

operating

,the

engine.

NOTE:

This tank, with its short run

of

plastic hose,

is

best

located

at

or

above the level

of

the engine's manifold.

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

coaling

system

maintenance

is

critical; a substantial

number

of

engine

failures

can

be

traced

back

to

cooling

system

co"osion.

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

and

start

the refill process.

NOTE:

The drain petcock on the heat exchanger should also

be

used to help drain engine coolant.

A

WARNING:

Beware

of

the

hot

engine

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.

Monitor the coolant in the manifold and add

as

needed. Fill the manifold to the filler neck and install the manifold pressure cap.

Remove the cap on the coolant recovery tank and fill with coolant mix

to

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

After checking for leaks, stop the engine and allow

it

to cool.

Coolant should draw back into the cooling system

as

the

engine cools down. Add coolant

to

the recovery tank

if

needed and check the coolant in the manifold. Clean

up

any

spilled coolant.

Engines

~

~enerators

15

COOLING

SYSTEM

THERMOSTAT

A

thermostat,

located near

the

manifold

at

the

front of

the

engine,

controls

the coolant

temperature

as

the

coolant

continuously

flows

through

the

closed

cooling

circuit.

When

the

engine

is

first

started, the closed

thermostat

prevents

coolant

from

flowing

(some coolant

is

by-passed

through

a

hole

in

the

thermostat

to

prevent

the

exhaust

manifold

from

overheating).

As

the engine

warms

up,

the

thermostat

gradually

opens.

The thermostat

is

accessible

and

can

be

checked,

cleaned,

or replaced

easily.

Carry a spare

thermostat

and

gasket

Replacing

the

Thermostat

Remove

the

cap screws and disassemble the thermostat

flousing

as

shown.

When installing the

new

thermostat

and

gasket,

apply

a thin coat of sealant

on

both

sides

of the

gasket

before

pressing it into place.

D(f

not over-tighten

the

cap

screws.

Run

the engine

and

check for

normal

temperatures

and that

there

are

no

leaks

at

the thermostat

housing.

BLEED

PETCDCK

FOR

PUSHING

AIR

FROM

THE

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

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

ra,:"

water

through

the cooling

system.

~

WASHER~

GASKET

USE

HI-TACK

SEALANT

STRAINER

FI~tER

r

INSPECT

AND

CLEAN

EVERY

100

HOURS

'rHERMOSTAT ASSEMBLY

SENDOR

1.kI:::,

-=-

=i--blJ

f "

k

~--~

TYPICAL

RAW

WATER

StRAINER

(OWNER

INSTALLED)

~,=.~,.;.:='}

..

",:.:

..

~.,.;

....

::

SEACOCK

Engines & Generators

16

COOLING

SYSTEM

RAW

WATER

COOLING

CIRCUIT

The

raw

water

flow

is

created by a positive displacement

impeller

pump.

This

pump

draws

water directly

from

the

otean,

lake,

or river

from

a thru-hull

opening

through a hose

td

the

water

strainer.

The

raw

water passes

from

the

strainer

tltrough

the pump

to

the

heat exchanger (through

the

heat

exchanger tubes) where

it

cools

the

engine's circulating

fresh

water coolant. The

raw

water

is

then

discharged

into

the

water-injected exhaust

elbow,

mixing

with,

and

cooling

the

exhaust gasses. This mixture of exhaust

gas

and

raw

water

is

ctHven

through

the

stem

tube

and

overboard.

HEAT

EXCHANGER

0001

raw

water

flows

through

the

inner

tubes

of

the

heat

exchanger.

As

the

engine coolant passes around these

tubes,

Ute

heat of

the

internal engine

is

conducted

to

the

raw

water

which

is

then

pumped

into

the

exhaust system

and

dis-

charged.

The engine coolant

(now

cooled)

flows

back

through the engine and

the

circuit

repeats

itself.

\\rOTE:

Operating

in

silty and/or tropical waters may

require

that a heat exchanger cleaning

be

peiformed

more

often

then

every 1000

hours.

~(,

•..

::JI!lllE£!:;/",,'l:ii.~=----RAW

WATER

DRAIN

HEAT

EXCHANGER

CLEAN

OUT

BOTH

ENDS

ZINC

ANODE

CLEAN

OUT

DEBRIS

NEW

REPLACE

GLEAN

AND

REUSE

A zinc

anode,

or pencil, is located

in

the

raw

water cooling

circuit within

the

heat

exchanger.

The purpose of

the

zinc

anode

is

to

sacrifice itself

to

electrolysis

action

taking place

in

the

raw

water cooling circuit, thereby reducing

the

effects

of electrolysis

on

other components of

the

system.

The

condition of

the

zinc

anode

should be checked

monthly

and

the

anode

cleaned

or

replaced

as

required.

Spare

anodes

should be carried on board.

NOTE:

Electrolysis is

the

result

of

each particular installation

and vessel location; not that

of

the

engine.

NOTE:

The

threads

of

the

Zinc

anodes

are

pipe

threads

and

do

not

require

sealant. Sealant should not

be

used as

it

may

insulate

the

zinc from

the

metal

of

the

heat exchanger

housing preventing electrolysis action

on

the

zinc.

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

fle:(cible

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.

NOTE:

Should a failure occur with the pumps internal parts

(seals and bearings), it

may

be

more cost efficient

to

purchase a new pump and rebuild

the

original pump

as

a

spare.

Changing

the

Raw

Water

Pump

Impeller

Close

the

raw

water intake

valve.

Remove the

pump

cover

and,

using

an

impeller

puller,

screw drivers, or pliers,

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

hous-

ing.

When

assembling, apply a thin coating of lubricant

to

the

impeller

and

gasket.

Qpen

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.

INSPECTION:

CHECK

THE

BASE

OF

EACH

BLADE

BY

BENDING

VIGOROUSLY.

REPLACE

THE

IMPELLER

IF

THERE

ARE

ANY

CRACKS.

LIGHTLY

GREASE

THE

PUMP

CHAMBER,

O-RING,

AND

IMPELLER

WitH

GLYCERIN.

INSPECT

THE

O-RING

AND

IMPELLER.

REPLACE

IF

THEY

SHOW

SIGNS

OF

WEAR.

RAW

WATER

PUMP

Engines & Generators

17

ENGINE

LUBRICATING

OIL

ENGINE

Oil

CHANGE

1. Draining the Oil Sump. Discharge

the

used

oil

through

the

sump

drain hose (attached

to

the

front

of

the

engine)

while the

engine

is

warm.

Drain

the

used

oil

completely,

replace

the

hose in

its

bracket, and replace

the

end

cap

securely.

NOTE:

Thread

size

for

the

lube

oil

drain

hose

capped end

is

JI4NPT.

Always

observe the

used

oil

as

it

is

removed.

A

yellow/gray emulsion indicates the presence of

water

in

the

oil.

Although

this

condition

is

rare, it

does

require

prompt attention to prevent serious

damage.

Call a

qualified mechanic should water be present in

the

oil.

Raw

water present in

the

oil

can

be

the

result of a fault in

the exhaust system attached

to

the engine and/or a

siphoning of

raw

water

through

the

raw

water cooling

circuit into the exhaust,

filling

the

engine.

This

problem

is

often caused by

the

absence

of

an

anti-siphon

valve,

its

poor location

or

lack

of

maintenance.

1.

Replacing the Oil Filter. When removing

the

used

oil

filter,

you

may

find

it helpful

and

cleaner

to

punch a hole

in

the upper

and

lower portion of the

old

filter

to

drain

the oil

from

it into a container before removing

it.

This

helps

to

lessen spillage. A small automotive

filter

wrench

should

be

helpful

in

removing the old

oil

filter.

NOTE:

Do not punch

this

hole

without jirst

loosening

the

filter

to

make

certain it

can

be

removed.

Place some paper

towels

and

a plastic bag

around

the

filter

when

unscrewing

it

to

catch

any

oil

left

in

the

filter.

(Oil

or

any

other

fluid

on

the

engine

reduces

the

engine's

cooling

ability.

Keep

your engine clean.) Inspect the

old

oil

filter

as

it

is

removed

to

make

sure that

the

rubber

sealing

gaSket

comes

off with

the

old oil

filter.

If

this

rubber sealing gasket remains sealed against

the

filter

bracket, gently remove

it.

LUBRICATION

DIAGRAM

OIL

PRESSUnI::--~:t6l1lJ""'"

SWITCH

OIL

FILTER

OIL

PUMP

OIL

SCREEN

When installing

the

new

oil

filter element, wipe

the

filter

gasket's sealing surface

on

the bracket

free

of oil and

apply a thin

coat

of

clean engine

oil

to

the

rubber gasket

on

the

new

oil

filter.

Screw

the filter onto

the

threaded

oil

filter

nipple on

the

oil

filter bracket, and

then

tighten the

filter

firmly

by

hand.

NOTE:

The

engine oil

is

cooled by

engine

coolant flowing

through

passages

in

the

oil

filter bracket

housing

assembly.

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.

NOTE:

Generic filters

are

not

recommended,

as

the

material standards or diameters

of

important items

on

generic

parts might

be

entirely different from genuine

parts.

Immediately after

an

oil filter change and oil

fill,

run

the

engine

to

make

sure

the

oil pressure

is

normal

and

that

there

are

no

oil leaks around

the

new

oil

jilter.

3.

Filling the Oil Sump. Add

new

oil

through

the

oil

filler

cap

on

the

top

of the engine

or

through

the

side

oil

fill.

After refilling,

run

the

engine for a

few

moments

while

checking

the

oil

pressure. Make sure there

is

no

leakage

around

the

new

oil

filter

or from

the

oil

drain

system,

and

stop

the

engine.

Then check

the

quantity of

oil

with

the

lube

oil

dipstick. Fill to, but not over the high mark

on

the

dipstick,

should

the

engine require additional

oil.

~.

REMOVE

USING

AN

BMM

(17/7

6'?

SOCKET

TO

DRAIN

THE

OIL

DR

PUMP

THE

WARMED

OIL

UP

THRU

THE

HOSE.

FOR

EXTENSION

114"

NPT

Engines & Generators

18

REMOTE

OIL

FILTER

(OPTIONAL)

INSTALLATION

This

popular accessory

ter

from

the

engine

room

bulkhead.

NOTE:

Refer

to

ENGINE OIL CHANGE

instructions on removing

To

install,

simply

WESTERBEKE's remote

install

this

kit

with the oil filter

Contact

your

THE

OUT

CONNECTION

MUST

ATTACH

CONNECTION

REMOTE

OIL

AT

FILTER.

WESTERBEKE dealer

TO

THE

is

to

a more convenient location such

remove

APPLY A THIN INSTALLING TIGHTEN CONTACTS

IN

used

the

oil

AN

oil

engine

filter kit

THE

to

relocate

the

in

this manual for

filter:

oil

filter

as

shown.

facing

down

as

for

more

COAT

OF

CLEAN

THIS

KIT.

ADDITIONAL

BASE.

OIL

THREAO

THE

3/4

TURN

~~--'Rl'annTI'

engine's oil

as

and

thread

Always

illustrated.

information.

TO

THE

O-RING

KIT

ON,

THEN

AFTER

THE

IN

CONNECTION

MUST

ATTACH

CONNECTION

filan

on

WHEN

HAND

O-RING

AT

OIL

FILTER.

NOTE:

incorrect installation

A

rect/y.

pass

from failure. immediately

HOSE

TO

THE

OUT

THE

Westerbeke

is

not responsible for

of

CAUTION:

If

the

valve

reaching

If

oil

in

the

there

and

It

flows

filter

the

is

check

engine

no

the

is

vital

in

assembly

oil

Remote

to

install

the

reverse

causing

pressure

the

hose

engine

Oil

Filter:

the

oil

lines

direction,

will

prevent

an

intemal

reading,

"c

onn"CI:lons.

shutdown

failure

cor-

the the engine

oil

due

by-

to

APPLY A THIN GASKET

WHEN

CONTACTS

THE

COAT

OF

CLEAN

INSTAlliNG.

BASE,

TIGHTEN

OIL

AFTER

IT

AN

TO

THE

FILTER

THE

FILTER

ADDITIONAL

Engines & Generators

19

DC

CIRCUIT

/BATTERY

DESCRIPTION

The

DC

Circuit

on

the 5.0

KW

BCD

functions to start, operate and stop the generator engine. The circuit is best understood

by

reviewing the

DC

WIRING SCHEMATICS.

The engine's

DC

wiring is designed with three simple basic

circuits: preheat, start, and stop.

Engine

12·Volt

DC

Control

Circuit

The engine has a 12 volt

DC

electrical control circuit that is shown on the wiring diagrams that follow. Refer to these diagrams when troubleshooting

or

when servicing the

DC

electrical system

on

the engine.

A

CAUTION:

To

avoid

damage

to

the

battery

charging

circuit,

never

shut

off

the

engine

battery

switch

while

the

engine

is

running.

Shut

off

the

engine

battery

switch,

however,

to

avoid

electrical

shorts

when

working

on

the

engine's

electrical

circuit.

Battery

Specification

The minimum recommended capacity

of

the battery used in

the engine's 12-volt

DC

control circuit is 300-600 Cold

Cranking Amps

CCCA).

Battery

Care

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

o Monitor your voltmeter for proper charging during engine

operation.

o Check the electrolyte level and specific gravity with a

hydrometer.

o Use only distilled water to bring electrolytes to a proper

level.

o Make certain that battery cable connections are clean and

tight to the battery posts (and to your engine).

o Keep your batteries clean and free

of

corrosion.

BATTERY

CHARGING

CIRCUIT

The engine supplies

up

to

a 17 amp charge from the voltage regulator to the engine's battery. This charge passes thru a 30 amp fuse (and the ships battery switch).

TESTING

THE

CIRCUIT

If

the battery is not charging, check the fuse. To test the circuit, remove the fuse and test with a voltmeter between the fuse holder connection and the ground. With the engine running, it should indicate 13-14 volts.

if

only the battery voltage is indicated, check the terminal connections at the battery.

Engines & Generators

20

STARTER

MOTOR

DESCRIPTION

The starter

is a new

type,

small, light-weight

and

is

called a

high-speed internal-reduction

starter.

The pinion shaft

is

:separate

from

the

motor

shaft;

the

pinion slides

only

on

the

pinion shaft. A reduction gear

is

installed between

the

motor

shaft

and

a pinion

shaft.

The pinion sliding part

is

not

'exposed

outside

the

starter

so

that

the

pinion

may

slide

!smoothly

without becoming fouled

with

dust

and

grease.

The

!motor

shaft

is

supported at both

ends

on

ball bearings. The

lever mechanism, switch

and

overrunning clutch inner circuit

:are

identical

to

conventional

ones.

TERMINALS----?"

MOTOR

TYPICAL STARTER

MOTOR

REFER

TO

THE

WIRING

DIAGRAM

IN

THIS

MANUAL

TROUBLESHOOTING

SOLENOID

A

WARNING:

The

following

emergency

starting

procedures

must

not

be

used

with

gasoline

engines.

Sparks

could

cause

an

explosion

and

fire.

Prior

to

testing,

make

certain the

ships

batteries

are

at

full

charge and that the starting system

wiring

connections

'(terminals)

are

clean and

tight.

Pay particular attention

to

the ground wire connections

on

the

engine

block.

To

check

the

wiring,

try

cranking the starter

for a few

seconds, never

more

than

10

seconds

at a

time,

then

run

your

hand

along

the

wires

and

terminals looking for

warm

spots

that indicate resistance. Repair

or

replace

any

trouble

spots.

Using

a multimeter, test

the

voltage

between

the

positive

terminal stud

on

the start solenoid

and

the

engine block

(ground).

If

you read 12 volts, the starter

is

faulty.

SOLENOID

IGNITION

TERMINAL

,..,.-..:----(M)

TERMINAL

To

test

the

ignition circuit, locate the ignition(s) temrinal

(it

is

one of

the

small terminal studs

and

is

wired

to

the

ignition

circuit).

Use a screwdrIver,

don't touch

the

blade,

to

jump

from

that ignition temrinal to

the

positive battery connection

temrinal

on

the

solenoid.

If

the starter cranks, the fault lies with the ignition

circuit.

If

the solenoid clicks

but

nothing happens, the starter

motor

is

probably faulty.

SOLENOID

IGNITION TERMINAL

~

If

nothing happens

at

all, the solenoid is not getting

current.. Check

the

battery isolation switch

and

inspect

the

wiring

connections.

it

is

also

possible that

the

solenoid

is

defective.

A

WARNING:

There

will

be

arching

and

sparks

will

Ny

when

jumping

terminals.

Be

certain

the

engine

space

is

free

of potentially

explosive

fumes,

especially

gaSOline,

and

that

there

are

NO

flammable

solvents

or

materials

stored

nearby.

Engines & Generators

21

STARTER

MOTOR

A

WARNING:

When

performing

these

procedures,

position

yourself

safely

away

from

the

moving

parts

of

the

engine

in

case

the

engine

starts-up.

Also

warn

other

crew

members

of

the

danger.

IGNITION TERMINAL

~~

''-\'''.'II'''~'~

(+)

POSITIVE

,TERMINAL

..---/

~....----(M)

TERMINAL

Test again

by

jumping the two large tenninal

studs.

Hold

the

screwdriver blade

firmly

between

the

studs.

Do

not

allow

the

screwdriver blade

to

touch the solenoid

or

starter casing,

this

would cause a short.

A

WARNING:

There

will

be

arching

as

the

full

starting

current

should

be

flowing

thru

the

blade

of

the

screwdriver.

If

the

starter

spins, the solenoid is faulty.

If

the

starter

fails to spin, the motor is probably faulty.

If

no arching occurred, there is no juice reaching the

solenoid.

NOTE:

Starter motors are either inertia type

or

pre-engaged. In the pre-engaged model, the solenoid also moves an arm that engages the starter motor to the flywheel

of

the engine. using a screwdriver to bypass the solenoid on such a starter will run the motor without engaging the flywheel. Turn the starter switch on to provide

power

to the solenoid. Hopefully

it will create enough magnetic field

for

the arm to move even

though the contacts inside the solenoid are bad.

EMERGENCY

START

Corrosion to

the

starter brushes andlor the solenoid contacts

can

cause

the

sporadic problem of the engine starting

one

time but'not

another.

If

corrosion

is

the' problem,

the

starter

will need

to

be

rebuilt.

It

is

however,

sometimes possible

to

get started

by

taping the

starter lightly with a small

hammer.

With

the

battery switch off and

no

ignition,.

tap

lightly

on

the

starter/solenoid casing

as

shown,

then

try

to

start

the

engine.

CAREFULLY

NOT

TO

HIT

/'

FITTINGS

OR

WIRE

CONNECTIONS

I

\

TAP

LIGHTLY

WHERE

,

INDICATED

If

that fails, tum the battery switch

on

and have a

crew

member tum

the

ignition

on

and off rapidly

as

you

tap

again

with

the

hammer.,

This

may

loosen

the

brushes

and

allow

contact

to

start the engine. When

you

reach a repair

facility,

the

starter

will

need

to

be repaired.

SERVICE

WESTERBEKE

uses

a standard starter motor

which

can be

serviced or rebuilt at

any

starter motor automotive service

center,

If

replacing

the

starter

motor,

make certain

the

new

motor

is

certified for marine

use.

Automotive starters

do

not meet

USCG

standards.

If

in

doubt,

contact your

WESTERBEKE

dealer.

TO

REMOVE

FOR

SERVICE

1.

Disconnect the negative battery

cable.

2.

If

necessary,

remove

any

components

to

gain

full

access

to

the

starter

motor.

3.

Label

and

di!>connect

the wiring

from

the

starter.

(Do

not

allow

wires

to

touch,

tape over

the

terminals).

4.

Remove

the

starter mounting bolts.

5.

Remove

the

starter

from

the

engine.

In

some

cases

the

starter

will

have

to

be turned

to

a different

angle

to

clear

obstructions,

Engines & Generators

22

ENGINE

ADJUSTMENTS

GENERATOR

FREQUENCY

ADJUSTMENT

(HERTZ)

Once

the

diesel

generator set

has

been

placed

in

operation,

there

may

be adjustments required

for

engine

speed

(Hertz)

during

the

engine's break-in period

(first

50

hours)

or

after

this period. A

fio-load

voltage adjustment may

also

be

required

in

conjunction with

the

engine's speed adjustment.

These are

not

warrantable adjustments

as

they

relate

to

nor-

mal break-in

and

maintenance.

Frequency

is

a direct result

of

engine/generator speed,

as

indicated

by

the

following:

When the generator is

run

at

1800 rpm, the AC voltage

output frequency

is 60 Hertz.

When the generator

is

run

at

1500 rpm, the

AC

voltage

output frequency

is 50 Hertz.

Therefore

to

change

the

generator's

frequency,

the engine

speed

must

be

changed.

To

accomplish

the

frequency

change,

perform the

following:

1.

With

the engine stopped, connect

the

AC

output

leads

to

the

AC

terminal

block

in

accordance

with

the

AC

voltage

connections diagram specified

for

your

generator

set,

and

change

the

Hertz circuit connection

to

the

capacitor.

These connections

are

shown

in

the

GENERATOR

sec-

tion

of

this

manual.

A

WARNING:

Before

starting

the

engine

make

certain

that

everyone

Is

clear

of

moving

parts!

Keep

away

from

pulleys

and

belts

during

test

procedures.

2.

Start the engine

and

adjust

the

engine's speed

to

obtain

the

frequency

corresponding

to

the

voltage

selected

by

adjusting the stop bolts

and

positioning

the

throttle

arm

against these stop

bolts

to

either increase or decrease

engine no-load speed

to

adjust

the

Hertz produced.

3.

To

arrive at the

appropri~te

frequency,

either monitor

the

speed of

the

engine/generator

with a tachometer,

or

mon-

itor the

frequency

with a

frequency

meter,

the latter

method being the more precise of the

two.

THROTILE

CONTROL

LEVER

STOP

BOLT

ADJUSTMENT

SPEED

-ADJUSTMENT

FACTDRYSET

FUEL

RUN

SOLENOID

The

fuel

run

solenoid

is

mounted

in

a threaded

hole

on

the

engine's block just aft of

and

below

the

engine's

fuel

injec-

tion

pump.

Proceed

as

follows

when

installing a replacement

or

new

fuel

run

solenoid.

1.

Visual

access

to

the

fuel

injection pump's

fuel

rack

is

needed.

To

obtain

this,

remove

the

small square

side

cover

and

gasket just

below

the

fuel

injection

pump.

2.

Thread

the

locknut

onto

the solenoid

and

then

apply

a

small

amount of

Teflon

sealant

to

the

threads

on

the

solenoid.

3.

Thread

the

solenoid

into the hole

on

the engine

and

observe

the

solenoid plunger through the

cover

opening.

Allow

the

plunger to contact the

fuel

rack

and

move

fully

into

the

injection

pump.

Do

not

thread

further

so

as

to

push

the

plunger

into

the

solenoid..

4.

Back

the

solenoid

out

1/4 -1/2

of a turn

and

secure it

in

position

with

the

locknut.

Locknut

Torque

Value

28.9 -36.2

ft-lb

(4.0-

5.0

m-kg)

5.

Properly connect

the

three electrical

leads

from

the

sole-

noid.

Two

of

the

connections plug into the

engine

harness

and

the

third

grounds

to

the

engine block

at

an

adjacent

inboard

threaded

hole

with

an

8mm

bolt.

6.

Reassemble

the

cover

and

gasket

and

test

run

the

unit.

Make

certain

that

the

unit

stops

when

the

solenoid

is

de-energized.

FUEL

RI...

U-N

S

....

O-lE-N.,-OI-D

---t

.........

u.>.I."

...........

>lj

h-

Stroke

0.3937:1:

0.019

in

(10:1:

0.5

mm)

Engines

& Generators

23

ENGINE

ADJUSTMENTS

ELECTRONIC

GOVERNOR

(OPTIONAL)

The Electronic Governor regulates the engine speed

by sensing the engine's RPM with a magnetic pick-up at the flywheel. The governor's controller continuously

monitors

the engines speed and

if

there is any discrepancy, the controller signals the actuator and the actuator adjusts the engine to the desired speed electronically.

Actuator

ENGINE

MOUNTING

SURFACE

The following instructions are for adjusting or replacing

the actuator.

1. Shut-off the DC power

to

the generator.

2.

Disconnect

the

ac~or

wires

from

the

wiring

harness.

3. Measure the distance between the actuator and the engine mounting

surlace as shown.

ACTUATOR

MEASURE

FOR

REFERENCE

ENGINE

MOUNTING

.

SURFACE

JAM

NUT

'4.

Back-offthe 1

7/1(:/'

jam nut and

unscrew

the

actuator.

S.

Apply a small amount

of

teflon sealant

to

the replacement

actuator and

screw

the actuator into the engine's

mounting boss.

Maintain

the same distance between the

actuator and the engine mounting

surlace

as

previously measured Secure the actuator's position with the jam nut. (The standard distance

is

13/16'

to

7/8'').

6.

Reconnect the actuator wires and test the unit

SCREW

IN

TO

ORIGINAL

MEASURE

K---13/16"

TO

7/8"

STANDARD

NOTE:

For additional infonnation and Electronic Governor

Troubleshooting,

,refer

to

your WESTERBEKE

Service

Manual.

Note: If unit fails

to

shut down at testing. Thread

actuator

in 1/8-1/4 tum until proper shut

down

is achieved.

Engines & Generators

24

ENGINE

ADJUSTMENTS

VALVE

CLEARANCE

ADJUSTMENT

NOTE:

Retorque

the

cylinder head bolts

before

adjusting

the

engine's

valves.

See

TORQUING THE CYLINDER HEAD

BOLTS.

A

WARNING:

Adjust

the

valve

clearance

when

the

engine

Is

cold.

Valves

are

adjusted

by

cylinder

In

the

tir-

ing

Drder

Df

the

engine.

Tighten

the

cylinder

head

bolts

to

the

specified

torque

betore

adjusting

the

valves.

Pull

off the

air

breather pipe from the rocker cover and take

off the rocker cover bolts and the rocker cover

to

expose the

rocker shaft and valve assembly.

Remove the

glow

plugs from each of the cylinders

to

enable

the crankshaft

to

be easily rotated by hand

to

position each

cylinder for valve adjustment. Valves·are adjusted with the cylinder in the piston being

adjusted at

Top

Dead Center (TDC)

of

its

compression

stroke. Each cylinder

is

adjusted following the engine's firing

order (1-3-2

for

WESTERBEKE three cylinder engines).

Valve adjustment beginning with cylinder #1. Rotate the crankshaft slowly and observe the operation of the valves for cylinder

#1.

Watch

for the intake valve

to

open indicating the

piston is

on

it's intake stroke (the piston

is

moving down in the cylinder). Continue to rotate the crankshaft slowly and look for the intake valve

to

close. This indicates the piston is

now

starting it's compression stroke (the piston is moving

up

in

the cylinder towards IDC).

Align the

IDC

mark on the crankshaft front pulley with the

timing marker

on

the front gear case cover when positioning

the

#1

Piston at

IDC

of it's compression stroke. Confirm this

by

rotating the crankshaft approximately 20 degrees before

and after this point and the two valves for the

#1

cylinder

should not

move.

VALVE

CLEARANCE

~

.

~

0.25

mm

(0.010

in)

~

I

COLD

ENGINE

~~

Adjust the

valves

in

#1

cylinder for both intake and exhaust.

Proceed

to

the next cylinder in the firing order.

Rotate the crankshaft 240 degrees in the normal direction of rotation

.and

adjust the next cylinder's valves in the firing order. Rotate the cranKshaft another 240 degrees and adjust the valves of the next cylinder in the firing

order.

Adjust each valve's ciearance by inserting a

O.01Oin (0.25mm) feeler gauge between the rocker arm and the valve stem. Make sure

to

adjust all valves while the engine is cold.

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

on

the

tIn'eads)

and

assemble the rocker cover and rocker cover

bolts. See TIGHTENJNG TORQUE SCHEDULE

in

this

manual.

ENGINE

COMPRESSION

Check the compression pressure.

To

do

this warm the engine,

remove

all

fuel

injectors, or glow plugs, disconnect the

fueJ

shut-off solenoid wire,

and

install a compression adapter

in

the injector hole or

glow

plug hole. Connect a compression

tester

on

the adapter and crank the engine with the starter

motor until the pressure reaches a maximum

value.

Repeat

this process for each cylinder. Look for cylinders with

dra-

matically (at least

20%)

lower compression than the average

of the others. Compression pressure should not differ

by

more

than

35.5 psi (2.5

kg/cm2)

at

280 rpm.

Standard

compression

pressure

398

Ib/in'

at

280

rpm

'(28.0

kg/em')

If

a weak cylinder

is

flanked by healthy cylinder,

the

problem

is

either valve or piston related. Check the

valve

clearances

for the weak cylinder, adjust

as

needed and test again.

If

the

cylinder

is

still

low,

apply a small amount of

oil

into the

cylinder

to

seal the rings and repeat the test.

If

compression

comes up - the rings are

faulty.

Abnormally high readings

on

all cylinders indicates heavy carbon accumulations, a condition that might be accompani'ed

by

high pressures and noise.

NOTE:

In

case

of

severe

vibrations and detonation

noise,

the

cause

may

be

fuel injector

problems,

see

FUEL INJEC-

TORS.

Poor

fuel

quality,

contaminates and

loss

of

positive

fuel

pressure

to

the

injection pump will result

in

injector

faults.

When re-installing the glow plugs use anti-seize compound.

COMPRESSION

TESTER

ADAPTER~

:'~~~·.;;,..:r"'':

....

~

-,~r-

~

INJECTOR

OR

~---

GLOW

PLUG

HOLE

Engines & Generators

25

ENGINE

ADJUSTMENTS

GLOW

PLUGS

The

glow

plugs are wired through the preheat

solenoid.

When

PREHEAT

is

pres~ed

at

the

control

panel

tlns

solenoid

should "click"

on

and the glow plug

ShOldd

begin

to

get

hot.

INSPECTION

To

inspect the plug, remove the electrical tenninal

connec-

.

tions,

then

unscrew or unclamp each

plug

from

the

cylinder

head. Thoroughly clean each plug's tip

and

threads

with

a'

soft brush

and

cleaning solution

to

remove

all

the carbon

and

oir"

deposits. While cleaning, examine the tip for wear

and

bum erosion;

if

it

has

eroded

too

much,

replace the

plug.

TESTING

An accurate

way

to

test glow plugs

is

with

an

ohmmeter.

Touch'one prod to·the glow plug's wire connection,

arid

the

other

to

the

body

of the glow plug,

as

shown. A good

glow

plug will have a 1.0 -

1.5

ohm resistance.

This

method

can

be

used

with

the plug

in

or out of the engine.

You

can

also

use

an

multimeter

to

test the power drain

(8

- 9

amps

per

plug).

A

WARNING:

These

glow

plugs

will

become

very

hot

to

the

touch.

Be

careful

not

to

burn

your

fingers

when

testing

the

plugs.

GLOW

PLUGS

Re-install

the

plugs

in

the engine

and

test

them

again.

The

plugs should get

very

hot (at

the

tenninal

end)

within 7 to

15

seconds.

If

the

plugs don't heat

up

quickly,

check

for

a short

circuit. When reinstallillg the

glow

plugs,

use

anti-seize

compound

on

the

threads.

A

WARNING:

00

not

keep a g/owp/ug

on

for

more

than

30

seconds.

GLOW

PLUG

TIGHTENING

TORQUE

1.0-1.5M-KG(7-11

FT-L8)

TESTING

WITH

.

AN

OHMMETER

PREHEAT

ON

TERMINAL

END

USING

A

'TEST

LIGHT

OIL

PRESSURE

To

test

the

oil

pressure, remove the

oil

pressure

sender,

then

install

a mechanical

oil

pressure gauge

in

it's

place.

After

warming

up

the

en~ine,

set the engine

speed

at

1800

rpm

and

,

read

the

oil

pressure

gauge.

Oil

Pressure

35 -55

Ib/ln2 (2.5 • 3.B

kg/cm

2

)

LOW

OIL

PRESSURE

A

gradual

loss

of

oil

pressure usually indicates a

worn

bear-

ings.

A rapid

loss

of

oil

pressure indicates a

specific

bearing

I

failure.

For.additional information

on

low

oil

pressure

read-

ings,

see

the

ENGINE TROUBLESHOOTING

chart.

TESTING

OIL

PRESSURE

OIL

PRESSURE

SWITCHES

There

are

two

oil

pressure switches. One

is

wired

to

the

automatic

shutdown

circuit

(see

safety shutdown switches)

to

protect the engine

from

a sudden loss of

oil

or

very

low oil

pressure. The

other

oil

pressure switch

is

available

for

connecting

to

an

(optional)

audible alarm that

would

sound a

low

pressure

alarm

(before

the

shutdown switch activates and shuts

the

engine

down).

Note that

this

audible

alarm

will sound momentarily

when

the

engine

is

started

and

sound again when the engine

is

shut

off.

this

occurs

as

the

oil

pressure

drops

below

10

psi.

+

Engines· & Generators

26

ENGINE

ADJUSTMENTS

NOTE:

WESTERBEKE recommends that the following engine adjust-

ments.

be perfon:nf!d

by

a competent engine mechanic.

The

information

below

is

p~ov~ded

~o

assist the mechanic.

Injection

Pump

Timing

Adjustment

(Spill

Timing)

If

your engine's fuel injection timing is not properly adjusted, the engine will not operate properly, and may be difficult to start. Have the injection pump delivery rate checked by a well-established fuel injection shop. Adjust the injection as follows:

NOTE:

The

injection pump fuel rack needs

to

be

in

the full

fuel delivery position when peiforrning this spill timing.

To

do

this,

unscrew the fuel shut

off

solenoid and remove the

side cover

to

expose the injection pump fuel

rack.

Manually

move the fuel rack

to

the

full fuel delivery position (move

fully

to

the left) secure it

in

this position then proceed.

1.

Remove the high pressure fuel line from between the No.1

injector and the

No.1

fuel delivery valve holder.

2. Remove the No. 1 fuel delivery valve holder over

"0"

ring and remove the delivery valve spring beneath

the holder.

3.

Reinstall only the delivery valve holder and reattach the high pressure fuel line to the delivery holder. Attach

it

so

that the end that would connect

to

the fuel injector is pointing away from the engine fuel will flow from this line during the timing check.

Rotate the engine's crankshaft in its normal direction

of

rotation

to

position piston the No. 1 at the beginning

of

its

compression stroke.

Connect

DC

power to the electric lift pump. Slowly rotate

the crankshaft clockwise (as viewed from the front), catching the fuel from the No. 1 fuel line, until the instant the fuel completely stops flowing (no drips). At this instant, the

16° BTDC timing mark on the crankshaft pulley should

be

directly aligned with the timing indicator on the front

of

the

gear case

± .5 degrees.

If

the specified injection timing (160 BTDC) cannot be

attained, adjust the timing by

increasing or decreasing the

thickness

of

shim material under the injection pump's

mounting

flange

to

change the injection timing point.

Changing the shim thickness by

0.004

inch (O.Olmm) changes the injection timing by approximately one degree. To advance the

tirriing, decrease the shim thickness, as

required.

To

retard the timing, increase the shim thickness,

as required. Refer to your Generator's Parts List for shim part numbers.

NOTE:

The

timing for models BCD and BCDA is

18°.

IT

MARK

ON

PULLEY

DELIVERY VALVE

H

BARREL.

PLUNGER

CONTROL PINION

GEAR

PLUNGER

TIMING

POINTER

Engines & Generators

27·

FUEL

,...1\.-\---.-

CONTROL

TAPPET

TIMING

MARKS

RACK

CRANKSHAFT PULLEY

ENGINE

ADJUSTMENTS

NOTE:

WESTERBEKE recommends that the following engine adjust-

ments be

peiformed by a competent engine mechanic. The information

below is provived to assist the mechanic.

DRIVE

BELT

ADJUSTMENT

For your

safety,

WESTERBEKE generator

models

come

equipped

with

belt

guards

that cover over

the

belt(s)

on

the

front of the

engine.

("Out of sight - out of mind." The belt

guard

is

NOT

installed

for

that purpose.) Operators

are

Mvised that proper inspection,

service,

and

maintenance

is

tequired.

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 drive belt

is

properly adjusted if

the

belt

can

be

deflected

no

less

than

3/8

inch

(lOmm)

and

no

more

than

112

inch (12mm)

as

the

belt

is

depressed

with

the

thumb

at

the

midpoint between

the

two

pulleys

on

the

longest

span

of

the

belt.

A spare belt or

belts

should

always

be

carried

on

board.

A

WARNING:

Never

attempt

to

check

or

adjust

the

drive

belt's

tension

while

the

engine

is

in

operation.

Adjusting

Belt

Tension

1.

Remove

the

belt

guard.

2.

Loosen

the

pivot belt that

holds

the

idler sheave

and

loosen the adjusting

bolt.

3.

With

the

belt loose, inspect

for

wear,

cracks

and

frayed

edges.

4.

Pivot the idler sheave

to

the left or right

as

required,

to

loosen or

tighten.

5. Tighten

the

pivot bolt

and

the

adjusting

bolt.

6.

Replace

the

guard. Operate

the

generator

for

about

5

minutes

and

then

shut

the

generator

down.

7.

Remove

the

guard

and

recheck

the

belt

tension.

8.

Replace

the

guard.

t·

DEIUCTION 1/2"

TO

3/8"

PIVOT

BOLT

TORQUING

THE

CYLINDER

HEAD

BOLTS

Mter the initial break-in period (approximately 50 hours)

and

every

500

hours thereafter, 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.

Before applying the specified torque

to

the bolt, loosen'it

114

to

112

of a

turn

and

then apply the torque. Follow

this

procedure according

to

the numbered sequence shown in

the

illustration

to

the

right.

Bolts

#1,

2,

and

3,

(12mm

socket)

14 -22

ft-Ib

Bolts

#4,5,6,7,8,

(14mm socket)

(54

-

61

ft-Ib)

Rockershaft Hold Down Bolts - 12mm socket

(11

- 16

ft-Ib).

CYLINDER

HEAD

BOLT

PATTERN

FUEL

INJECTORS

In

case

of

severe vibrations

and

detonation noise, have

the

injectors checked

and

overhauled by

an

authorized

fuel

injection service

center.

Poor fuel

quality,

contaminant's

and

loss

of positive fuel pressure

to

the injection

pump

can result

in

ir1iector

faults. Since

fuel

injectors must be serviced

in

a

clean

room

environment, it

is

best

to

carry at least

one

extra

injector

as

a spare should a problem

occur.

Before removing

the

old injector, clean the area around

the

base of

the

injector

to

help prevent

any

rust or debris

from

falling

down

into the injector hole.

If

the

injector

will

not lift

out

easily

and

is

held in by carbon build-up or

the

like, work

the

injector side-to-side with

the

aid of the socket

wrench

to

free

it,

and

then lift it

out.

The injector

seats

in

the cylinder

head

on

a copper sealing

washer.

Tins

washer should be removed

with

the injector

and

replaced

with a new

washer when the

new

injector

is

installed.

INJECTOR

TO

CYLINDER

HEAD

TIGHTENING

TORQUE

40

±4

fI-lb

(5.5 ± 0.5

kgf-m)

Engines

& Generators

28

ENGINE

TROUBLESHOOTING

The following troubleshooting table describes certain problems relating to engine service, the probable causes

of

these problems and the recommendationns to overcome these problems.

Problem

Probable

Cause

PREHEAT

switch

depressed:

1.

Battery

switch

not

on.

depressed:

no

panel

indications;

fuel

solenoid

or

electrical

fuel

pump

2.

Emergency

stop

switch

off.

3.

20-Amp

breaker

tripped.

4.

K2

relay.

5.

Loose

battery

connections.

START

SWITCH

DEPRESSED,

1.

Connection

to

solenoid

faulty.

no

starter

engagement.

2.

Faulty

switch.

3.

Faulty

solenoid.

4.

Loose

battery

connection.

5.

Low

battery.

6.

K1

relay.

Note:

The engine s electrical system is protected by a 20 amp

manual reset circuit breaker located on a bracket at the rear of

the engine.

Verification/Remedy

1.

Check

switch

and/or

battery

connections.

2.

Reset

breaker;

if

breaker

trips

again,

check

preheat

solenoid

circuit

and

check

circuit

for

shorts

to

ground.

3.

Check

voltage

at

and

after

breaker.

4.

Check

K2

relay.

5.

Check

(+)

connection

to

starter

solenoid

and

(-)

connection

to

engine

ground

stud.

Check

battery

cable

connections.

1.

Check

connection.

2.

Check

switch

with

ohmmeter.

3.

Check

that

12

volts

are

present

at

solenoid

connection.

4.

Check

battery

connections.

5.

Check

battery

charge

state.

6.

Check

K1

relay.

START

SWITCH

is

depressed;

panel

1.

Poor

connections

to

fuel

solenoid.

1.

Check

connections.

indications

OK;

starter

solenoid

OK

fuel

solenoid

not

functioning.

2.

Defective

fuel

solenoid.

2.

Check

that

12

volts

are

present

at

the

(+)

connection

on

the

fuel

run

solenoid.

Generator

engine

cranks,

but

does

not

1.

Faulty

fueling

system.

1.

Check

that

fuel

valves

are

open.

start,

fuel

solenoid

energized.

1a.

Switch

to

combine

vehicle

and

start

batteries.

1

b.

Replace

batteries.

1

c.

Check

fuel

lift

pump.

1

d.

Check

inlet

fuel

filter.

2.

Preheat

solenoid

faulty.

2.

Check

solenoid.

Battery

runs

down.

1.

Oil

Pressure

switch.

1.

Observe

if

gauges

and

panel

lights

are

activated

when

engine

is

not

running.

Test

the

oil

pressure

switch.

2.

High

resistance

leak

to

ground.

2.

Check

wiring.

Insert

sensitive

(0 -.25

amp)

meter

in

battery

lines.

(Do

not

start

engine.)

Remove

connections

and

replace

after

short

is

located.

3.

Low

resistance

leak.

3.

Check

all

wires

for

temperature

rise

to

locate

the

fault.

4.

Poor

battery

connections.

4.

Check

cable

connections

at

battery

for

loose

connections

or

corrosion.

Battery

not

charging

1.

DC

charge

circuit

faulty.

1.

Perform

DC

voltage

check

of

generator

charging

circuit.

2.

30

Amp

fuse

blown.

2.

Check/replace

'fuse.

Generator

engine

stops.

1.

Fuel

feed

pump

strainer

is

dirty.

1.

Clean

strainer

(32

KW

only).

2.

Switches

and/or

wiring

loose

2.

Inspect

wiring

for

short

circuits

and

loose

connections.

or

disconnected.

Inspect

switches

for

proper

operation.

3.

Fuel

starvation.

3.

Check

fuel

supply,

fuel

valves,

fuel

feed

strainer.

4.

20

Amp

circuit

breaker

tripping.

4.

Check

for

high

DC

amperage

draw

during

operation.

Ensure

breaker

is

not

overly

sensitive

to

heat

which

would

cause

tripping.

5.

Exhaust

system

is

restricted.

5.

Check

for

blockage,

collapsed

hose,

carbon

buildup

at

exhaust

elbow.

6.

Water

in

fuel.

6.

Pump

water

from

fuel

tank(s);

change

filters

and

bleed

fuel

system

7.

Air

intake

obstruction.

7.

Check

air

intake.

Engines & Generators

29

ENGINE

TROUBLESHOOTING

Problem

Probable

Cause

VerificatioR/Remedy

Generator

engine

overheats/shuts

down.

1.

Coolant

not

circulating.

1.

Thermostat-remove

and

test

in

hot

water.

replace

thermostat.

1a.

Loss

of

coolant

-check

hoses,

hose

clamps,

drain

plug,

etc.

for

leaks.

1b.

Broken

or

loose

belts -tighten/replace.

1c.

Loss

of

coolant -check

hoses,

hose

clamps,

drain

plug,

etc.

for

leaks.

1d.

Air

leak

in

system;

run

engine

and

open

pressure

cap.

to

bleed

air.

Add

coolant

as

needed.

Generator

engine

shuts

down,

1.

Loss

of

oil.

1.

Check

dipstick,

look

for

oil

leaks

at

oil

filter

and

at

the

oil

drain

hose

connection

.

2.

Oil

pressure

switch.

2.

Replace

oil

pressure

switch.

Exhaust

smoking

problems

1.

Blue

smoke.

1.

Incorrect

grade

of

engine

oil.

1a.

Crankcase

is

over-filled

with

engine

oil

(oil

is

blowing

out

through

the

exhaust).

2.

White

smoke.

2.

Engine

is

running

cold.

2a.

Faulty

injector

or

incorrect

injector

timing.

3.

Black

smoke.

3.

Improper

grade

of

fuel.

3a.

Fuel

burn

incomplete

due

to

high

back

pressure

in

exhaust

or

insufficient

air

for

proper

combustion

(Check

for

restrictions

in

exhaust

system;

check

air

intake.).

3b.

Improperly

timed

injectors

or

valves

or

poor

compression.

3c.

Lack

of

air -check

air

intake

and

air

filter.

Check

for

proper

ventilation.

3d.

Overload.

Engine

starts,

runs

and

then

shuts

down.

1.

Oil

pressure

switch

..

1.

Check

oil

pressure

switch.

2.

Faulty

overspeed

board.

2.

Faulty

overspeed

board

(Optional

Electronic

Governor)

3.

Water

temperature

switch.

3.

Check

water

temperature

switch.

4.

Exhaust

temperature

switch.

4.

Check

exhaust

temperature

switch.

5.

Fuel

pump.

5.

Check

fuel

pump

operation.

Engines & Generators

30

CONTROL

PANEL

TROUBLESHOOTING

MANUAL

STARTER

DISCONNECT

(TOGGLE

SWITCHES)

NOTE:

The engine control system is protected by a

20

amp manual reset circuit breaker

located on the engine as close as possible to the power source.

Problem

Probable

Cause

VerificationJRemedy

PREHEAT

depressed,

no

panel

indications

1.

Oil

Pressure

switch.

1.

Check

switches

and/or

battery

connections.

electric

fuel

pump

and

preheat

solenoid

not

energized.

2.

20

amp

circuit

breaker

tripped.

2.

Reset

breaker.

If

it

opens

again,

check

preheat

solenoid

circuit

and

run

circuit

for

shorts

to

ground.

3.

K2

relay

faulty.

3.

Check

relay.

START

SWITCH

DEPRESSED,

no

starter

1.

Connection

to

solenoid

faulty.

1.

Check

connection.

engagement.

2

Faulty

switch.

2

Check

switch

with

ohmmeter

3.

Faulty

solenoid.

3.

heck

that

12

volts

are

present

at

the

solenoid

connection.

4 ..

Loose

battery

connections.

4.

Check

battery

connections.

5.

Low

battery.

5.

Check

battery

charge

state.

6

K1

relay.

6.

Check

relay.

NO

IGNITION,

cranks,

does

not

start.

1.

Faulty

fueling

system.

1.

Check

for

fuel.

2.

Check

for

air

in

the

fuel

system.

2.

Allow

system

to

bleed.

3.

Faulty

fuel

lift

pump.

3.

Replace

fuel

lift

pump.

BATTERY

RUNS

DOWN

1.

Oil

pressure

switch.

1.

Observe

if

the

gauges

and

panel

lights

are

activated

when

the

engine

is

not

running.

Test

the

oil

pressure

switch.

2.

High

resistance

leak

to

ground.

2.

Check

the

wiring.

Insert

sensitive

(0-.25

amp)

meter

in

battery

lines

(Do

NOT

start

engine).

Remove

connections

and

replace

after

short

is

located.

3.

Low

resistance

leak

to

ground.

3.

Check

all

wires

for

temperature

rise

to

locate

the

fault.

TROUBLESHOOTING

WATER

TEMPERATURE

AND

OIL

PRESSURE

GAUGES

If

the gauge reading is other than what is nonnally indicated

by

the gauge when the instrument panel is energized, the first

step is to check for 12 volts

DC

between the ignition (B+)

and the Negative (B-) temrinals

ofthe

gauge.

Assuming that there is 12 volts as required, leave the instrument panel energized and perfonn the following steps:

1.

Disconnect the sender wire at the gauge and see

if

the gauge reads zero, which is the nonnal reading for this situation.

2. Remove the wire attached to the sender terminal at the sender and cOlmect it to ground.

See

if

the gauge reads

full scale, which is the nonnal reading for this situation.

If

both

of

the above gauge tests are positive, the gauge is

undoubtedly

OK

and the problem lies either with the

conductor from the sender to the gauge

or

with the sender.

If

either

of

the above gauge tests are negative, the gauge is

probably defective and should be replaced. Assuming the gauge is

OK, check the conductor from the

sender to the sender terminal at the gauge for continuity. Check that the engine block is connected to the ground.

Some starters have isolated ground terminals and

if

the battery is connected to the starter (both plus and minus terminals), the ground side will not necessarily be connected to the block.

Engines & Generators

31

•

5.0

BeDB

AND

5.5

BCD

WIRING

DIAGRAM

#43783

ilA

RED/PUR

*

0

BATTERY

SW

ITCH

:?~-----,

-

--

-

12

VDC

...

Ie)

0J:l

,

#12

RED

.

U:=-

E~tlAIJSI

IEMP

~

SWITCH

0

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TB2-6

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SW

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80

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TBI-4

TB2-2

TBI-5

TB2-1

rB2-4

rB2-5

TBI-IO

STARTING

AND

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INSTRUCTION5

START' I ALWAYS

PUSH

PREHEAT

SWilCH

FIRST.

HOL,

FOR

15

TO

60

SECONDS

AS

REQUIRE)

2

WHILE

CONTINUING

TO

PUSH

PREHEA1

SWITCH.

PUSH

START

SWITCH.

3.

WHEN

GENERATOR

SlARTS,

REIJASr

START

SWITCH

ONLL

4

WHEN

OIL

PRESSURE

RESCHES

APPROXII·CATELY

20

PSI,

RELEASE

PREHEAT

SWITCH

ITHE

PREHEAT

SWITCH

OVERIDES

THE

LOW

OIL

PRESSURE

SHUT

DOWN

CIRCUIT)

STOP:

PUSH

AND

HOLD

THE

STOP

SWITCH

UNTIL

GENERATOR

STOPS

COMPLEiELY

Nons:

IHIS

PRODun

IS

PROTECTED

BY A MANUAL

RESEI

(IHCUIT

BREAKER

LOCATED

NEAR

THE

STARTER

AND

AS

CLOSE

EO

Till

CURRENT

SOURCE

AS

POSSIBLE.

EXCESSIVE

CURRFNT

DRAW

ANYWHERE

IN

THE

INSTRUMENT

PANEl,

Wij"G,

OR

ENGINE

Will

CAUSE

THE

BREAKER

TO

TRIP

IN

THIS

EVENT

MOST

GENERATORS

WilL ,"UT

DOWN

BECAUSE

TO

OPENED

BREAKER

DISCONNECTS

THE

FUEL

SPRAY.

EHEREIORl

TilE

OWNLRliclllER

MUST

BE

SURE

THAT

THE

INSTRUMENT

PANEL.

WIRING,

AND

ENGINE

ARE

iNSTALLED

TO

PREVENT

CONTACT

BETWEEN

ELECTRICAL

DEVICES

AND

SALT

WATER

1

AN

ON/OFF

SWITe,

SHOULD

BE

l'jS·A._ED

!N

THIS

CIRCUIT

TO

DISCONNECT

THE

STARTER

FROM

THE

BAEERY

IN

AN

EMERGENCE

AND

WHEN

LEAVING

THE

BOAL

TWELVE

VOLT

DIESEL

ENGINE

STARTERS

S,OeLD

NOT

EXCEED

30

SECONDS A SWITCH

WITH A CONTINUOUS

RATING

OF

i75

AMPS

AT

11

VDC

WILL

NORMALLY

SERVE

THIS

FUNCTION,

BUT A SWITCH

MUST

NEVER

BE

_SED

TH

"MAKE"

THE

STARTER

CIRCUIT

Engines & Generators

33

•

5.0

BCDB

AND

5.5

BCD

WIRING

SRC

WATER

TEMPERATURE

SENDER

DIAGRAM

WATER

•

#44732

TEMPERATURE

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GENERATOR

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r

~~

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BLOCK

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.

0

-

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'--_-""-""-"'''''''"_-1-=

34

116

#16,nn

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tiS

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l

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0

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I

5.0

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AND

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______

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I

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I

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I I

GLOWPLUGS

,-

1

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I SWITCH

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30A

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T I

MER

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RUN

g

(£)

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85

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~ST

ART

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~--~I-~-'q--+-----~~~~~'--~-----r------------------~~

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85

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T82-4

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PANEL

CONECTIONS~

NOT[ .

o

REMOTE

CONECTOR

PINS

Engines & Generators

35

AUX

O. P SWITCH

01 L PRESS

SENDER

162-5

WATER

TEMP

SENDER

TBI-IO

WATER

TEMP

GAUGE

OIL

PRESS GAUGE

VOL

TMETER

HOLI

RMETER

10

5.0

BCDB & 5.5

BCD

WIRING

DIAGRAM

#45633

SRC

WITH

ELECTRONIC

GOVERNOR

lOA,

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0)

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--

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f

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I

~

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0

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NOTE:

TO

BY-PASS

THE

OVERSPEED

SWITCH

WHEN

TROUBLESHOOnNG,

MOVE

CONNECnON

#4

ONTO

#5.

'llU1l

I

WATER

TEMPERATURE

ll!!1illl

mmfRED

116

RED/WfH

WAUR

TEMPERATURE

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m

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STOP

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VIO

---

.

---

l

NOTE:

I

REMOVE

JUMPER

WREN

CONNECT I NG

A

SECO'O

REVOTE

p,m.

SPEED

ACTUATOR

.-----------'-''''-,

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-.,9)

T8281

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all..

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til

YEI..

VOI..T

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!

.

Engines & Generators

36

fIG

WfIT

tl6

BIlN

""

VIO

0

.

0

#16

flED

PREHEAT

SWfTCH

START

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I

.-

GENERATOR

BATTEH

tllARGU

OUTPUT

~l

1.u.C~

ruSE

lOA

~

J.

ONNECT10HS

HOi

USED

WITH

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OIL

PRESSURE

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,1

1

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FUS[

8A

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----~-----.-----------------------------------

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BCDB

AND

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WITH

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BATTERY

SW I TC

H

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I

STARTER

I

iSOlENO I DI

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STARTER

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I

PREHEAT

I

ISOL ENOl

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STOP

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L

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!

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NOTE:

TO

BY-PASS

THE

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SWITCH

WHEN

mOUBLESHOOTlNG.

MOVE

CONNECTION

#4

ONTO

#5.

TBI-{

8A

lSTOP

Isw

ITCH

I

01

L

PHSS.

SWI

TCH

IN4001

FUEL

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K2

RUN

RELAY

_~!0_f0~_~

_____

~_~

85

r I

RE

ALARM

START

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,-

_____

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q-~

___

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T61-3

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SWI

TCH

T81-1

L

__

I

TBI-5

START

SW

ITCH

~_4-_~I-.~'~-~~~~'

L

__

I

182-1 T82-8

IND.

LIGHT

---0--

-TYPICAL

REMOTE

START/srop

PANEL

CONECTIONS-

AUX

O.P

SWITCH

01 L PRESS

SENDER

T81-4

1B2-5

WATER

TEMP.

SENDER

WATER

TEMP

GAUGE

OIL

PRESS

GAUGE

NOTE

VOL

TMETER

o I

REMOTE

CON

ECTOR

PINS

1

JUMPER

SETTING:

JI

OPEN-50HZ

JI

CLOSE-60HZ

J2

OPEN-5-I5KW

Jl

CLOSE-l0-95KW

Engines & Generators

37

HOURMETER

10

•

r.--I

i~

I

.:c

I

z

.~

r6

H

0

EXHAUST

TEMP

SWITCH

~

.-

5.0

BCD

&

BCDA

WIRING

DIAGRAM

#038124

14

RfDlPI.JR

·14

BlUE

GLOWPLUGS

'I~

"J

)~~

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~

FUEL

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SENDER

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'Ik~

SENDER

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TEMP

·12

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.

~?IRCUIT

SWITCH

A

lOA

BREAKER

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T~

-

..

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,--

t

PREHEAT

~

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,

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~

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HQD

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L FUEi:SOi:ENOO

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~

Ii

BREAKER

~

SWITCH

'l2

YELIAEO

#IZV(LI'REI:

i

GROlKlTO

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Q

=-

ENGINE

It

SLoe,

~

..

8ATT£A'I'

'14

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.-

L[0

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'

..

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,

i

IA

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,..l§L

EMERG.

eSTOP

j:0i0

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.

~

..

- i

?~

R[M:YItE

THtS_

~

a

JUMPER WHEN

:ro:

~

0:30

CONNECTING

It

m

I---

/2

REMOTE

PANEL

.

03

.-

..

f-----

---

04

I

r~

-14

YEL

'!OWHT

~

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10

REO

'I4PuJl

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;

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,-

----

I

L

_________

_

'14

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"1

WI"!"!

-l

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I

PREHEAT

SW

:

I

START

SW

I

I I

I

STOP

SW.

I

I I

________

J

Engines & Generators

38

STANDARD INSTRUMENT PANEL

BATTERY

SWITCH

r

%:0}

- -

--I

5.0

BCD & BCDA

WIRING

DIAGRAM

#038124

SINGLE

START

RELAY

114

REO/PUR

WATER

TEMPERATURE

ll@.EJl.

WATER

TEMPERATURE

.alliIi

~!

PULL

tl.E.I!£AI.

SOLENOID

II~

114

RED/PUR

:rr

__

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r<>Du

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114

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GROUND

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ENG

IHE

BLOCK

OIL

PRESSURE

£!.ill.lI.

!'V-

•

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PRESSURE

ll..IiQ.E.B.

:-+r~

1

____

_

20A

CIRCUIT

'I~

112

RED

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____ ~ __ ~ __

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EXHAUST

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----

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Engines & Generators

39

fUEL

PUMP

SATTERY

CHARG£!

~UTPUT

GENERATOR

+

5.0

BCD

AND

BCDA

SCHEMATIC

#038124

SINGLE

START

RELAY

1

:EMERG.SW.

J

START

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SOL.

ilr(

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r

'1

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L..

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L.

r

l

r

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I

STOP

SW.

I

PREHEAT

SW.

I

L

..J

L J

FUEL

PUMP

EXHAUST

TEMP.

OIL

PRESS.

SWITCH

Engines & Generators

40

,

..

-

..

--_

..•..

_-_

...

__

..•

_------------------------

5.0

BCD

&

BCDA

SCHEMATIC

#038124

:

BATTERY

STARTER

SOLENOID

SWITCH

r--'

®

L

I

PREHEAT

I

SOLENOID

GLOWPlUGS

I

r

--1

i

1

1\

I

1

__

J

10

AMP

~

1

20

AMP

CIRCUIT BREAKER

lCIRCUIT

L

_I

BREAKER

START

SWITCH

K

I

®

at

85

I

EMERGENCY

L

L_..J

1

STOP

L..

I

SWI

TCH

+---

r.

I

PREHEAT

FUEL

PUMP

II

I

SWITCH

®

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P

r I

STOP

1

ISWITCH

FUEL

SOLENOID

L..

I

EXHAUST

TEMP.

WATER

TEMP.

OIL

PRESS.

SWITCH

Engines & Generators

41

REMOTE

STOP/START

PANEL

WIRING

DIAGRAM

#44329

STOP

SWI

TCH

I

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

I

STOP

SWITCH

.416

RED/VL

~

16

6LH

I

416

RED/WIIT

I

416

WilT

000

flO

RED

@®@

PREHEAT

@~@

START

SWI

TCH

. i

SWITCH

0

11&

WilT

IRED

MALE

CABLE

CONNECTOR

t

14

RED

REAR

VIEW

414

RED

«16 yEt/RED

I : : -

I

'--

,._

..

_

..

_

..

_

..

-"-"--"-"'-"-"-"-"-"-"-

..

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P.N.

44336

J1rA

SURGE

Current

Models Models

wI

Models

w/out

,

_____

~

___

--

_

--

______

-:

I~:

~~~RT

w[fwo

Relays

Terminal

Blocks

Terminal

Blocks

I

r-----·---------------·-------------l----~~---

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____

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to

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to

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to

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STOP

I

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+#22REDG

I

I . I

I I

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-----

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Switch

I

1110

RI;D.

I : 4APURPLE

I·

I I

1

/-----1------------

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

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to

TB2-2---~-to

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I I

PREHJT

~5~

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I

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RUN

I I

RED

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#14

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---,-

to

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I #14

RED

I

I[

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------j---

TBl-5

---T--

to

TB1-4---,-to

Start

Switch

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

15ASTART I I

REMOTE

PANEL

REAR

VIEW

Engines & Generators

42

SPECIFICATIONS·

5.0KW

AND

5.5

BC

GENERATORS

ENGINE

SPECIFICATIONS

Engine

Type

Aspiration Governor Combustion

Chamber

Bore & Stroke BCD & BCOA BCOB BCD

5.5Kw

Piston

Displacement BCD & BCDA BCDB BCD

5.5Kw

Firing

Order

Direction

of

Rotation

Maximum

Torque

Compression

Ratio

Dimensions

Weight

Diesel,

four-cycle,

three-cylinder,

fresh

water

cooled,

vertical

in-line

overhead

valve

mechanism

(9.2

Hp

at

1800

rpm

maximum)

Naturally

aspirated

Centrifugal

type

Swirl

type

2.56 x 2.76

inches

165 x 70

mml

2.76 x 2.76

inches

70 x 70

mm

2.99 x 2.76

inches

76 x 70

mm

42.5

cubic

inches

(0.696

liters)

49.31

cubic

inches

(0.808

liters)

59.09

cubic

inches

(0.952

liters)

1 -3 - 2

Clockwise,

when

viewed

from

the

front

27

ft-Ib

(3.4

kg-m)

(at

1800

rpm)

21

:1

Height:

19.9

inches

(505.5

mm)

Width:

16

inches)

406.4

mm)

Length:

27.2

inches

(690.0

mm)

BCD

324

Ibs

(146.9

Kgs)

BCDA,

BCDB,

BCD

5.5Kw

3361bs

(152.4

Kgs)

Fuel

Consumption BCD & BCDA BCDB & BCD

5.5Kw

Inclination

0.54

US

gph

(2.01

Iph

)

Approximate Continuous W (BCDB:

W)

Temporary

25°

(not

to

exceed

30

min.)

TUNE-UP

SPECIFICATIONS

Compression

Pressure

Valve

Timing

BCD & BCDA

Valve

Seat

Angle

Engine

Speed

Valve

Clearance

(Engine

cold)

Injector

Pressure

Engine

Timing

(spill) BCD & BCDA BCDB & BCD

5.5Kw

398

psi

(28

kg/cm')

at

280

rpm

limit

(Limit

of

difference

between

cylinders)

Intake

Opens

19°

BTDC

Intake

Closes

51 ° ABDC

Exhaust

Opens

51 ° BBDC

Exhaust

Closes

19°

ATDC

Intake

45° -Exhaust

45°

1800

rpm

60

Hertz

1500

rpm

50

Hertz

Intake

and

Exhaust

0.098

inclles

(0.25

mm)

1968 ± 142

psi

(140 ± 10

kg/cm')

LUBRI

ATION

SYSTEM

General Oil

Filter

Sump

Capacity

(Not

including

filter)

Operating

Oil

Pressure

Oil

Grade

Pressure

fed

system

by

geared

pump

Full

flow,

paper

element.

spin-on

type

3.2

qts.

(3.03

liters)

35 -55

psi

(2.5 -3.8

kg/em')

API

Specification

CF

or

CG-4,

SAE

30,

1

OW-3~,

15W-40

EXHAUST

EMISSIONS

SYSTEMS

Emission

Control

Systems

Smoke

Puffer

Limiter

General Fuel Fuel

Injection

Pump

Fuel

Injection

Timing

(Spill

timing)

Nozzle Fuel

Filter

Air

Cleaner

AirFlow

(Engine

combustion)

FUEL

SYSTEM

Open

How,

self

bleeding-self

priming

No.2

diesel

oil ( cetane

rating

of

45

or

higher)

In-line

plunger-Bosch

type

16° ± 5°

BTDC

(Before

Top

Dead

Center)

(BCD & BCDA) 16° ± 5°

BTDC

(Before

Top

Dead

Center)

(BCDB & BCD

5.5Kw)

Throttle

type

Cartridge

type

Plastic

intake

silencer -cleaner

24.6

cfm

(0.697

cmm)

(BCD & BCDA)

31.2

cfm

(0.5787

cmm)

(BCDB & BCD

5.5Kw)

ELECTRICAL

SYSTEM

Start

Batte

ry

Battery

Capacity Starter Starting

Aid

DC

Cranking

Amps

DC

Charging

Voltage

Regulator

12-Volt,

(-)

negative

ground

600 -900

Cold

Cranking

Amps

rated

(CCA)

12

Volt,

reduction

gear

Glow

plugs,

sheathed

type

175 -200

Amps

(engine

cold)

17

Amp

IC

13 -14

volts

DC

(ill

generator)

Capacitor

COOLING

SYSTEM

General

Operating

Temperature

Fresh

Water

Pump

Raw

Water

Flow

System

Capacity

(fresh

water)

Fresh

water-cooled

block,

thermostatically

controlled

170

0

-

1900 F

(77 -880 C)

Centrifugal

type,

metal

impeller,

belt-driven

6.5 -7.0

gpm

(24.6 -22.5

Ipm)

measured

before

discharging

into

exhaust

elbow

4.0

qts

(3.97

liters)

AC

GENERATOR

(Single

Phase)

General -Single

Phase

Voltage -Single

Phase

Voltage

regulation:

Frequency

regulation:

Rating

(Volts/Amps)

BCD,

BCDA & BCDS

BCD

5.5Kw

Generator

Compartment

Ambient

Temperature

Recommendations

Electromagnetic Interference

level

Cooling

Brushless,

four-pole,

revolving

field.

Self-exciting,

capacitor

saturated

field

excitation.

Pre-lubricated,

single-bearing

design.

120

volts,

single

phase

120

Volts -60

Hertz

220

Volts -50

Hertz.

±5%

no

load

to

fuilioad.

3.0

Hertz

(5%)

no

load

to

full

load.

60

Hz

(1800

rpm)

120

voltS/41.6

amps

50

Hz

91500

rpm)

230

volts/17.3

amps

60

Hz

(1800

rpm)

120

voltsl45.8

amps

50

Hz

(1500

rpm)

230

voltsl21.7

amps

120°F

(50°C)

maximum

NOTE:

Forced

ventilation

should

be

provided

to

maintain

generator

compartment

temperatures

be/ow

120°F

(50°C)

Exceeds

requirements

for

most

marine

radio

telephones

and

standard

televisions.

Meets

CE

(Certified

Europe)

requirements.

Cast

Centrifugal

blower,

direct

connected

Generator

Cooling

175 -200

cfm

(04.95 -5.66

cmm)

Air

Requirements

(60

hertz @ 1800

rpm)

NOTE:

Increase

air

supply

15%

for

50

Hertz

operation

(1500

rpm)

Engine

Combustion

24.6

cfm

(0.558

cmm)

Air

Requirements

(60

hertz @ 1800

rpm)

Engines & Generators

43

GENERATOR

INFORMATION

USE

OF

ELECTRIC

MOTORS

The power required to start an electric motor is considerably more than is required

to

keep it running after

it

is started. Some motors require much more current to start them than others. Split-phase (AC) motors require more current to start, under similar circumstances, than other types. They are 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 driven 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 start

115-

Volt

motors connected

to

medium

starting

loads will

be

approximately

as

follows:

MOTOR

SIZE

AMPS

FOR

AMPS

FOR

(HP)

RUNNING

STARTIN~)

(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.S·

1/2

7.2

14.4

to

29.2'

3/4

10.2

20.4

to

40.8*

1

13

26

to

52

*NOTE:

In

the

above

table

the

maximum

Amps for Starting

is

more

for

some

small

motors

than

for larger

ones.

The

reason

for

this

is

that

the

hardest starting

types

(split-phase)

are

not

made

in

larger

sizes.

Because the heavy surge

of

current needed for starting motors is required for only an instant, the generator will not be damaged

if

it can bring the motor up

to

speed in a few

seconds.

If

difficulty is experienced in starting motors, 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 generator's capacity, and finally loaded

to

its full.capacity as indicted on the generator's data plate. The output voltage should

be

checked periodically to ensure proper operation

of

the generating plant and the appliances it supplies.

If

an AC

voltmeter

or

ampere meter is not installed to monitor voltage

and load, check it with a portable meter and amp probe.

NOTE:

When

the

vessel

in

which

the

generator

is

installed

contains

AC equipment

of

120 volts

only,

it

is

recommended

that

the

generator's AC tenninal block

be

configured

to

pro-

vide

one

120

volt AC hot

leg

for

the

vessel's distribution

panel.

This

will

ensure

good motor starting

response

from

the

generator.

Generator

Frequency

Adjustment

Frequency is a direct result

of

engine/generator speed, as

indicated by the following:

• When the generator is run at 1800 RPM, the AC voltage output frequency is

60 Hertz.

• When the generator is run at 1500 RPM, the

AC

voltage

output frequency is

50 Hertz.

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

tor's drive engine's speed must

be

changed. A reconfiguration

of

the

AC

output connections at the generator is also neces-

sary.

Generator

Maintenance

• Maintaining reasonable cleanliness is impOliant. 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. Typical materials suggested are Daubert Chemical Co.

"Non-Rust AC-

410" and Ashland "Tectyle 506" or equivalent.

• In addition to periodic cleaning, the generator should be

inspected for (a) tightness

of

all connections, (b) evidence

of

overheated terminals and (c) loose or damaged wires.

• The drive discs on single bearing generators should be checked periodically

if

possible for tightness

of

screws

and for any evidence

of

incipient cracking failure. Discs should not be allowed to become rusty because rust may accelerate cracking. The bolts which fasten the drive disc to the generator shaft must be hardened steel

SAE

grade

8,

identified by 6 radial marks, one at each

of

the 6 cor-

ners

of

the head.

• The rear armature bearing is lubricated and sealed; no maintenance is required. However,

if

the bearing becomes

noisy or rough-sounding, have it replaced.

• Examine bearing at periodic intervals. No side movement of

shaft should be detected when force is applied.

if

side motion is detectable, bearings are wearing or wear on shaft

of

bearing socket outside bearing has occurred.

Repair

tJ:.l.ust

be made quickly or major components will

rub and cause major damage to generator.

Engines & Generators

44

Be

GENERATOR

SINGLE

PHASE

NOTE:

WESTERBEKE

recommends

that

the

following

generator

tests

and adjustments

be

peiformed

by

a qualified

technician.

DESCRIPTION

The

BC

generator

is

a brushless, self-excited generator

which

requires

only

the

driving

force

of the engine

to

produce

an

AC

output.

The stator houses two

sets

of

windings;

the

main

stator windings

and

the exciter

windings.

When

the

generator

is

started,

residual magnetism

in

the four rotating poles

induces a current in the stator which

then

generates

an

even

larger current

in

the exciter windings.

This

mutual

build

up

of

current

in

the

four

rotating

poles

and

in

the

exciter

windings

quickly

reaches

the

saturation point of the capacitor(s)

and

a

regulated

energy

field

is

then

maintained in the

stator.

At the

same

time,

this

regulated

field

produces a steady

voltage

in

the

stator

windings

which

can then

be

drawn off

the

genera-

tor's

AC

terminals

to

operate

AC

equipment.

The

generator is

a single-phase, reconncctable

120

volt

AC

two-wire or

120/240

voltAC

three-wire,

at

60

hertz;

or

110

yoltAC

two-

Wire

or

220

voltAC

two-wire,

at

50

hertz.

Refer

to

the

SPECIFICATIONS

section of

this

manual

for

generator rat-

ings.

The

generator's data plate

gives

the

voltage,

current

and

frequency

rating of the generator.

An

AC

wiring

decal

is

affixed

to

the

inside of the louvered cover

at

the

generator

end.

A diagram of

the

various

AC

voltage

connections

is

pro-

vided

on

the

decal.

An

Integral Controller

(IC)

is

mounted

inside

the

generator

and

supplies a continuous

DC

charge

to

the

generators starting battery

when

the generator

is

running.

For more information

see

the

IN1EGRAL

CONTROLLER

DC

CHARGER section

in

this

manual.

Circuit

Breaker

A circuit breaker

is

installed

on

all

single phase

WESTERBEKE generators. This circuit breaker

will

auto-

matically 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

VVESTERBEKE

add-on

kit for earlier model

generators;

contact your

WESTERBEKE

dealer.

60

Hz -5.0

KW

Circuit

Breaker

Part

Number

42238

50

Hz

-4.0 KW

Circuit

Breaker

Part

Number

42704

D

r---------

----

-

---;---

---- -

---

- - -

--------

--,

GENERATOR

INTERNAL

WIRING

SCHEMATIC

WITH

DC

BATIERY

CHARGING

CIRCUIT

1

DC

I

I I

I I I I

r---------,

I I

I - I

I

1

I

GIODE

I

'---+-

I I

A I

I I

~

--,-------

-----------'

1

I

I I

I 1

I I

1 I

I I

1 1

I I

1

I

j--

I

1 1

I

::..:1

UI

-----~:::>L91

0:11

-~---~::>.j

....

I

r-----~:;)4

~

I B

:lEI

a:1

UJ'I

1-1

I I

I

"'r---'

I

1

o

B

At

TERMINAL

BLOCK

r------

--

- -

----

-

--....;

I I

L

__________

J

: I

A.

-ROTATING

FIELD/AUXILIARY

WINDINGS

WITH

DIODES.

B.

MAIN

STATOR

WINDINGS.

C.

EXCITER

WINDINGS

AND

CAPACITOR(S).

D.

DC

BATIERY,CHI\[lGING

CIRCUIT

WITH

BRIDGE

RECTIFIER

AND

INTEGRAL

CONTROLLER.

- .

c

CAPACITOR

Ltl-...t

l

'-

____________

...1

Engines & Generators

45

J

I

! t

CAPAI~

t

CAP~

i

________________

J

DUAL

EXCITER

CIRCUIT

Be

GENERATOR

SINGLE

PHASE

NOTE:

WESTERBEKE

recommends

that

the

following generator

tests

and adjustments

be

peiformed

by

a qualified

technician.

SINGLE

EXCITER

NO-LOAD

VOLTAGE

ADJUSTMENT

1.

Remove

the louvered metal

plate,

at

the

back

of the

generator,

covering the

AC

tenninal connections

and

the

capacitor(s).

2.

Start the generator

and

allow

it

to

run

for

approximately

five

minutes

so

the engine

can

warm

up.

Make sure

the

generator

is

operating without

any

equipment

drawing

AC

current

from

the

generator (that

is,

shut off

all

electrical

appliances).

Make

sure the engine's speed

(Hertz)

is

correct.

Adjust

the

fuel

throttle/speed linkage

as

needed

to

obtain the correct engine speed before proceeding.

3.

Referring

to

the

AC

load connections diagram

below,

check

the

generator's no-load voltage

by

measuring

the

voltage

across

the neutral lead

and

the hot lead

with

a volt

meter.

Make sure

you

record

this

reading. The generator's

no-load voltage

is

115 -124

volts

at

60.5

- 61.5

Hertz.

If

the

voltage output

is

higher or lower

than

specified,

proceed.

115Vr.;OHz

W

N

11

II

120V/60Hz

I,gI;lJ

Ll

@

®

II

GROUNDEDTOTHE

230V/50Hz

• •

11

N

INSIDE

OF

THE

GENERATOR

CASE

4.

Shut

off

the

generator.

Make

sure

the correct Hertz lead

(60

Hertz #6, or

50

Hertz

#5)

is

plugged into the

capacitor(s).

A

WARNING:

Capacitors

must

be

discharged

before

handling

as

they

store"

electricity

and

can

pack a poten-

tially

lethal

charge

even

when

disconnected

from

their

power

source.

NOTE:

Simply

cross

the

capacitor's

two

tenninals

with

an

insulated

(plastic

handle)

screwdriver.

This

will

discharge

any-excess

electricity.

A

WARNING:

Do

not

attempt

to

make a no-load

volt-

age

adjustment

while

the

generator

is

operating.

The

capacitor

can

produce a 400-500

volt

charge.

Touching

any

wiring

can

produce a severe

electrical

shock.

In

addition,

attempting

to

make a no-load

voltage

adjust-

ment

while

the

generator

is

operating

could

cause

your

fingers

to

be

caught

in

the

generator's

rotor.

5.

There

are

three

plugs

grouped for the right capacitor

ter-

minal,

#7,

#8,

and

#9.

If

the

generator's no-load voltage

is

low,

then

disconnect

the

lower numbered plug

and

con-

nect

the

plug with the

number.

If

the genera-

tor's

no-load

voltage

is

high,

then disconnect the higher

numbered

plug and connect the plug with

the

number.

Note

that the

plug

presently connected

to

this

tenninal

may

be

anyone of ' the three plugs

available.

6 .. If the generator's no-load voltage cannot

be

adjusted

because the voltage

needs

to

be

increased

and

the

highest

numbered

plug

is

already

connected

to

the

tight terminal,

or

the

voltage

needs

to

be

lowered

and

the lowest

num-

bered

p1ug

is

connected, refer

to

the WES1ERBEKE Be

Genetator Troubleshooting Guide).

A

WARNING:

Make

certain

the

insulating

covers

on

the

unused

leads

are

in

place

and

are

NOT

in

contact

with

each

other

Dr

In

contact

with

the

generator's

housing.

NOTE:

THE

#7

WIRE

IS

SHOWN

CONNECTED

AS

A

DEMONSTRATION

OF

HOW

THESE

CONNECTIONS

CAN

BEMAD£

5

BCD

GENERATOR

BACK

END

SHOWN

120V/60Hz

BRIDGE

y:.

'

.

TERMlNAL

'BLOCK

SINGLE

EXCITE~

CIR~UIt

See

the

ENGINE ADJUSTMENT section in

this

manual

for

ADJUSTING

THE ENGINE SPEED.

Engines & Generators

46

BC

GENERATOR

SINGLE

PHASE

NOTE:

WESTERBEKE

recommends

that

the

following generator tests

and adjustments

be

peiformed

by

a qualified

technician.

DUAL

EXCITER

CIRCUIT

MODEL

These generators have dual Hertz and no-load voltage adjustment connectors at each capacitor. There are five connectors

available for each capacitor. Two connectors

art:;

for Hertz

selection,

60

Hertz or

50

Hertz, and three connectors, #7, #8,

and #9,

ar~

for no-load voltage adjustment.

When making Hertz change

or

no-load voltage adjustments

proceed

as

follows:

1.

Shut the generator down.

i. Select the appropriate Hertz connection to plug into each

capacitor

#60, 60 Hertz, 1800 RPM or 50, #50 Hertz, 1500 RPM. The three other connectors at each capacitor, #7, #8, and

#9,

will have an effect on the no-load voltage pro-

duced

by

the generator. One connector from each group

can be plugged into each capacitor. No-load voltage will

increase or decrease approximately

- 10

AC

volts

between connectors used

in

any

pc<"

combination

to

achieve the prescribed no-load

VOltiigr.

.-13

illustrated below.

~

60HZ

50Hz

LEAD

I !

W

DUAL

EXCITER

CIRCUIT

NOTE:

When

changing

Hertz produced

by

the

generator,

an

engine

speed adjustment at

the

throttle

ann

linkage

must

be

made.

The

AC output connections

on

the

terminal blocb

must

be

selected for

the

voltage and Hertz

to

be

p'roduced.

The

Hertz plug connection at

the

capacitor must

be

changed

for 50

Hertz

(#5) or

60

Hertz (#6).

The

frame ground

wire

must

be

moved

when

changing from 115

volts,

50 Hertz

to

230

volts,

50

Hertz.

A

WARNING:

Capacitors

must

be

discharged

before

handling

as

they

store

electricity

and

can

pack a poten-

tially

lethal

charge

even

when

disconnected

from

their

power

source.

NOTE:

Simply

cross

the

capacitor's

two

telminals

with

an

insulated

(plastic

handle)

screwdriver.

This

will

discharge

any

excess

electricity.

Shore

Power

Connections

If

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

cuit, this must be done by means

of

the Shore Power Transfer

Switch.

Set the transfer switch shown in the diagrams

to

the OFF position. This switch prevents simultaneous connection of

shore power to generator output.

A

CAUTION:

Damage

to

the

generator

can

result

if

utility

shore

power

and

generator

power

are

connected

at

the

same

time.

This

type"of

generator

damage

is

not

covered

under

the

warranty;

it

is

the

installer's

responsi-

bility

to

make

sure

all

AC

connections

are

correct.

120

Volt/50

Hertz

Three

Wire-

Configuration

Generator

NOTE: Oi8gram showS

conneetio"s

for a two-

~.

wire.

120-Volt

system

from

the

generatofl

t

='----

__

W_H_h

_,"_,"_e-,Wire.120-VOIt

boat

system,

~

.

z

~-,

'---j--f---+<ID/

\

;;~1

'-

__

,JC+-/

--i--==----

~

-",Gr""Ou""nd~

__

--l

Z

(GRN)

~

Shore

Power

230

Volt/50

Hertz

Two

Wire

Configuration

L1

z

w

a:

"

-

._-

CQ=:Q)

4 3

o o

5 2

GENERATOR

GROUND

~

GENERATOR/SHORE

:l SWITCH

co

/,.-

......

,

'----~!S

~N

(NEUTRAL)'

7

®)

" /

--"

~

SHORE

POWER

Shlp·to-Shore

Switch

PH

32.008

PH

32009

PH

32010

PN32133

SHIP'S

LOAD

"'-"'o!!iioiiii!'-ioi!i~jiiioi~iiiiiii-

220 v 50HZ

Engines & GtSnerators

47

Be

GENERATOR

SINGLE

PHASE

NOTE:

WESTERBEKE

recommends that

the

following generator tests

and

adjustments

be

pelf

armed

by

a qualified

technician.

INTEGRAL

CONTROllER

(I.C.)

Testing

the

Battery

Charging

Circuit

The Integral Controller (I.e.)

is

an

encapsulated, solid-state

unit that supplies a DC charging voltage

to

the generator's

starting battery while the generator

is

opening.

Charging Voltage: 13.0 -14.0 volts DC CbargiQgAruperage: 0

-10-

amps DC

A separate group of stator windings supplies AC voltage

to

a

blidge rectifier which converts theAC current

to

supply the

I.e. unit. The

I.C.

unit senses the needs of the starting battery

apd supplies a DC charge when one

is

needed.

If

you

suspect

that the I.e. unit

is

faulty (that

is,

if the battery'S charge

is

low), check

the

charging circuit

and

it's components

as

d~bed

in

the following steps. Check

all

connections for cieahliness and tightness including the ground before replacing.the I.e. unit.

NOTE:

When

the

generator

is

first

started,

the

J.

C.

unit

will

produce a low charging

rate.

This

charging rate will

rise

as

the

generator is operated.

1]he

Integral Controller is mounted inside the generator

hous-

ing

in

the 12:00 position. There

is

a voltage output adjust-

ment

on

the controller that

will

allow a DC voltage output

adjustment

of

± 2 volts.

+

o

BCD

and

BCDA

MODELS

DC

BRIDGE

RECTIFIER

BCDB

MODELS

VOLTAGE

OUTPUT"

ADJUSTMENT (ON

BACK)-

_--In_.J

+

_

GND

BLACK

YElLOW

GROUND

TO

GENERATOR

CASE

AC

BRIDGE RECTIFIER

1.

Bridge Rectifier

Normal

AC

voltage running

to

the rectifier (while the

engine

is

operating

at

1800 rpm)

is

measured across the

two

AC connections

on

the bridge rectifier. (As

illustrated).

AC voltage running

to

the bridge rectifier (approximate):

No-load off the generator 16.0 volts

AC

Full-load off the generator 17.5 volts

AC

Normal DC voltage running out

of

the rectifier (in volts

DC) is measured across the

two

DC connections of the

bridge rectifier; that is +

and

-.

DC voltage running

from

the bridge rectifier

(approximate):

No-load off the generator

Full-load

off

the

generator

2. AC winding: 0.14 ohm

17.0 volts DC

18.5

volts

DC

Lift

the

two

AC wire leads off the bridge rectifier and

measure, the resistance between these

two

leads with

an

ohmmeter. It should measure 0.14 ohm.

No

continuity

should exist between these two leads

and

the ground or

the main AC stator windings.

3. Testing the Bridge Rectifier (meter used - Simpson 260)

A. Set your ohmmeter's scale on

RX1

(+

DC) and set the

needle

to

zero.

B.

Connect the

(+)

positive lead from the ohmmeter

to

point #4. Taking the ohmlJleter's negative (-) lead,

momentarily touch points #1, #2, #3,

and

#5. The ohm-

meter should

TI;:gister

no

deflection tor

any

of

the

points touched.

C.

Remove the positive (+) lead from point #4 and connect the negative (-) lead; momentarily touch points #1, #2, and #3. The ohmmeter's needle should deflect when

each

point

is

touched.

D.

Leaving the negative ohmmeter (-) lead

on

-point

#4,

touch point #5 with

the

positive

lead.

No

deflection

should take place.

E. Place the positive

(+)

lead

on

point

#1

and

the negative

(-) lead

011

point #3. The ohmmeter again should

not

register any deflection

(no

deflection indicated infinite

resistance). Reverse these connections and the ohmme-

ter should again register

no

deflection. If the rectifier

fails

any

of the previous tests (A-E), replace the recti-

fier

because it is defective.

NOTE:

Different types and/or brands

of

test meters may

produce-opposite test

results.

POINT

#1

POINT

#4

POINT

#5

MOUNTING

HOLE

Engines & Generators

BRIDGE

RECTIFIER

48

STANDARD

AND

METRIC

CONVERSION

DATA

LENGTH-DISTANCE

Inches

(in)

x

25.4

=

Millimeters

(mm)

x

.0394

;:;:

Inches

Feet

(ft)

x

.305

=

Meters

(m)

x

3.281

=

Feet

Miles

x

1.609

=

Kilometers

(km)

x

.0621

=

Miles

DISTANCE

EQUIVALENTS

1

Degree

of

Latitude::

60

Nm

=

111.120

km

1

Minute

of

Latitude

= 1

Nm

=

1.852

km

VOLUME

Cubic

Inches

(in')

x

16.387

=

Cubic

Centimeters

x

.061

=in'

Imperial

Pints

(IMP

pt)

x

.568

;:;:

Liters

(L)

x

1.76

=

IMP

pt

Imperial

Quarts

(IMP

qt)

x

1.137

=

Liters

(L)

x.88::

IMP

qt

Imperial

Gallons

(IMP

gal)

x

4.546

=

Liters

(L)

x

.22

=

IMP

gal

Imperial

Quarts

(IMP

qt)

x

1.201 = US

Quarts.

(US

qt) x .833 = IMP

qt

Imperial

Gallons

(IMP

gal)

x

1.201 = US

Gallons

(US

gal)

x

.833

;;

IMP

gal

Fluid

OUl1ces

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

=

~20

Inches

of

Water

(H20)

x

.248

;:

Kilopascals

(kPa)

x

4.026

=

H20

TORQUE

Pounds-Force

Inches

(in-Ib) x .113 = Newton

Meters

(Nm)

x

8.85

=in-Ib

Pounds-Force

Feet

(fHb)

x

1.356

=

Newton

Meters

(Nm)

x

.738

=

ft-lb

VELOCITY

Miles

Per

Hour

(MPH)

x

1.609

;:

Kilometers

Per

Hour

(KPH)

x

.621

;:;:

MPH

POWER

Horsepower

(Hp)

x

.745

=

Kilowatts

(Kw)

x

1.34

=

MPH

FUEL

CONSUMPTION

Miles

Per

Hour

IMP

(MPG,)

x

.354

;:

Kilometers

Per

Liter

(Km/L)

Kilometers

Per

Liter

(Km/L)

x

2.352

=

IMP

MPG

Miles

Per

Gallons

US

(MPG)

x

.425

=

Kilometers

Per

Liter

(Km/L)

Kilometers

Per

Liter

(Km/L)

x

2.352 = US

MPG

TEMPERATURE

Degree

Fahrenheit

(OF)

;::

(OC

X

1.8) + 32

Degree

Celsius

(OC)

=

(OF

-

32) x .56

LIQUID

WEIGHTS

Diesel

Oil

= 1

US

gallon;:

7.13

Ibs

Fresh

Water

= 1

US

gallon

=

8.33

Ibs

Gasoline

= 1

US

gallon

=

6.1

Ibs

Salt

Water

= 1

US

gallon = 8.56

Ibs

Engines & Generators

49

DECIMAL

TO

METRIC

EQUIVALENT

CHART

Fractions of

Decimal (In.)

Metric (mm)

Fractions of

Decimal (in.)

Metric (mm)

an inch

an

inch

1/64

0.015625 0.39688

33/64

0.515625

13.09687

1/32 0.03125 0.79375

17/32 0.53125

13.49375

3/64

0.046875 1.19062 35/64

0.546875

13.89062

1/16 0.0625 1.58750

9/16

0.5625

14.28750

5/64

0.078125 1.98437 37/64

0.578125

14.68437

3/32

0.09375 2.38125 19/32

0.59375

15.08125

7/64 0.109375 2.77812 39/64

0.609375 15.47812

1/8

0.125

3.175

5/8

0.625 15.87500

9/64 0.140625 3.57187 41/64

0.640625 16.27187

5/32

0.15625

3.96875

21/32

0.65625

16.66875

11/64 0.171875 4.36562

43/64

0.671875

17.06562

3/16 0.1875 4.76250 11/16 0.6875 17.46250

13/64

0.203125

5.15937

45/64

0.703125 17.85937

7/32

0.21875 5.55625 23/32 0.71875 18.25625

15/64 0.234375 5.95312 47/64

0.734375

18.65312

1/4

0.250

6.35000

3/4

0.750 19.05000

17/64 0.265625

6.74687

49/64 0.765625 19.44687

9/32

0.28125 7.14375 25/32

0.78125 19.84375

19/64

0.296875 7.54062 51/64 0.796875

20.24062

5/16

0.3125 7.93750 13/16 0.8125

20.63750

21/64

0.328125

8.33437 53/64

0.828125 21.03437

11/32 0.34375

8.73125 27/32

0.84375

21.43125

23/64

0.359375 9.12812 55/64 0.859375 21.82812

3/8 0.375

9.52500 7/8 0.875 22.22500

25/64 0.390625

9.92187 57/64 0.890625 22.62187

13/32

0.40625 10.31875 29/32 0.90625

23.01875

27/64

0.421875 10.71562

59/64 0.921875 23.41562

7/16

0.4375

11.11250 15/16 0.9375 23.81250

29/64 0.453125

11.50937 61/64 0.953125 24.20937

15/32 0.46875

11.90625 31/32 0.96875 24.60625

31/64 0.484375

12.30312

63/64

0.984375 25.00312

1/2

0.500

12.70000

1

1.00 25.40000

Engines & Generators

50

LAY-UP & RECOMMISSIONING

Starter

Motor

Lubrication

and

cleaning of the starter drive pinion

is

advisable,

if access

to

the starter pennits its easy removal. Make

sure

the

battery connections

are

shut off before attempting

to

remove

the

starter.

Take

care

in

properly replacing

any

electrical

connections removed

from

the

starter.

Cylinder

,Lubrication

[Diesel}

if

you

anticipate a long lay-up period

(12

months

or

more)

WEs1ERBEKE recommends removing the

fuel

injectors

for

access

to

the cylinders. Squitt 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

~lock

any

opening. Also place

an

oil-soaked cloth

in

the

through-hull exhaust port, Make a

note

to

remove

cloths

prior

to

start-up!

Cylinder

Lubrication

[Gasoline]

Spray fogging

oil

into the open air intake, with

the

flame

arrester removed,

while

the

engine

is

mnning.

The

fogging

oil

will

stall out the engine and coat

the

valves, cylinders

and

spark

plugs

for

winter protection.

NOTE:

The

spark plugs will need

to

be

removed/or cleaning

and re-gapping at spring commissioning.

Batteries

If

batteries

are

to

be

left

011

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 ligllted

Cigarette,

cigar,

or

pipe.

00

not

smoke

or

allow

an

open

flame

near

the

battery

being

serviced.

Shut

off

all

electrical

equipment

in

the

vicinity

to

prevent

electrical

arcing

during

servicing.

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

oppOltunity

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

wi11

need

to

be

counteracted before starting the engine.

1.

Remove

the

oil-soaked cloths from the intake manifold.

2.

Remove

the raw water pump cover

and

gasket

and

discard

the

old

gasket.

Install the

raw

water

pump

impeller

removed

during

lay-up (or a replacement,

if

required).

Install

the

raw

water

pump

cover

with a new

cover

gasket.

3. Reinstall the batteries that were removed during

the

lay-up,

and

reconnect the battery cables,

making

sure

the

tenninals

are

clean

and

that the connections

are

tight.

Check

to

make

sure that the batteries

are

fully

charged.

A

CAUTION:

Wear

rubber

gloves, a rubber

apron,

and

eye

protection

when

serviCing

batteries.

Lead

acid

batteries

emit

hydrogen,

a

highly

explosive

gas,

which

can

be

ignited

by

electrical

arCing

or a lighted

Cigarette,

cigar,

or

pipe.

00

not

smoke

or

allow

an

open

"ame

near

the

battery

being

serviced.

Shut

off

all

electrical

equipment

in

the

vicinity

to

prevent

electrical

arcing

during

servicing.

4.

Remove

the spark plugs, wipe clean, re-gap,

and

install

to

proper tightness [gasoline].

5. Check

the

condition of the zinc anode in the raw water

circuit

and

clean or replace the anode

as

needed.

Note

that it

is

not

necessary

to

flush

the antifreeze/fresh water

solution

from

the raw water coolant system. When

the

engine

is

put into operation,

the

system

will

self-flush in a

short

pedod 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

51

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

110t

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

ths

lay-up

period.

Lubricat/ng

oil

and

combustion

deposits

combine

to

produce

harmful

chemicals

which

can

reduce

the

life

of

your

engine's

internal

parts.

Fuel

System

[Gasoline]

Top

off

your

fuel

tanks

with

unleaded

gasoline

of

89

octane

or

higher. A fuel

conditioner such

as

Sta-Bil gasoline

stabilizer

should

be

added.

Change the element

in

your

gasoline/water separator

and

clean

the

metal

bowl.

Re-install

and

make

certain

there

are

no

leaks.

Clean

up

any

spilled

fuel.

Fuel

System

[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-HuU

Exhaust

Place a

clean

cloth, lightly soaked

in

lubricating

oil,

in

the

opening

of

the

intake manifold to block the

opening.

Do

not

shove

the

cloth

out of

sight.

(If it

is

not visible

at

recommissioning,

and

an

attempt

is

made

to

start

the

engine,

you

may

need

assistance of

the

servicing

dealer.

Make

a

note

to

remove

the cloth prior

to

start-up.

The

thru-hull

exhaust port

can

be

blocked

in

the

same

manner.

Engines & Generators

52

POWER

TAKE

OFF

SYSTEMS

POWER

TAKE

OFF

ADAPTER

A power take off adapter can be

a~hed

to the generator

backend. This adapter allows access to the full power

of

the

engine for a variety

of

hydraulic and electrical accessories.

The

5.OKw

BCD produces 9.2hp at a continuous 1800 rpm.

This horsepower can

be

utilized either for generator AC

output or to operate the power take off.

Contact your

WESTERBEKE

DISTRIBUTOR for additional

information.

REMOVE

COVER

-@

e

ADAPTER

POWER

TAKE

OFF

KIT

#34786

STUDS

AND

HARDWARE

HOLD

ACCESSORY

TO

THE

,ADAPTER

@@

(@~,

BOLTS

FASTEN

ADAP~

TO

GENERATOR

HOUSING

Engines & Generators

53

SUGGESTED

SPARE

PARTS

CONTACT

YOUR

WESTERBEKE

DEALER

FOR

SUGGESTIONS

AND

ADDITIONAL

INFORMATION

·IN·LlNE

~~~

FOELNVATER FILTER

CARTRIDGE

WESTERBEKE

RECOMMENDS

CARRYING

ENOUGH

ENGINE

OIL

(YOUR

BRAND)

FOR

AN

OIL

CHANGE

AND A GALLON

OF

PREMIXED

COOLANT.

SPARE

DRIVE

BELTS

INJECTOR

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

ZINC

ANODES

DRIVE

BELTS

OIL

FILTER

FUEL

FILTER

HEAT

EXCHANGER

GASKET

IMPELLER

KIT

FUEL

SYSTEM

HARDWARE

KIT

FUEL

PUMP

INLET

FILTER

Engines & Generators

54

KIT

B

ZINC

ANODES

DRIVE

BELTS

OIL

FILTER

FUEL

FILTER

--.

MOLDED HOSE

KIT

INA

CANVAS

.

CARRYING

BAG

HEAT

EXCHANGER

GASKET

IMPELLER

KIT

INJECTOR

OVERHAUL

GASKET

KIT

GLOW

PLUG

FUEL

SYSTEM

HARDWARE

KIT

FUEL

PUMP

INLET

FILTER

Engines & Generators

1107WMDW-

8/2006

Westerbeke 5.0KW BCD, 5.5Kw BCD, 5.0Kw BCDA, 5.0Kw BCDB, 4.0Kw BCDB Operator's Manual

Specifications and Main Features

Frequently Asked Questions

User Manual