Westerbeke 5.5KW EDC, 5.0KW EDC Operator's Manual

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OPERATORS

MANUAL

5.SKW

EDC

60HZ

5.0KW

EDC

50HZ

MARINE

DIES

GENERATORS

SECOND EDITION
DECEMBER 2007

WESTERBEKE

CORPORATION

-150

JOHN

HANCOCK

ROAD

MYLES

STANDISH

INDUSTRIAL

PARK'

TAUNTON

MA

02780

WEBSITE:

WWW.WESTERBEKE.COM

---

§;JIH

Mmtber

National

Marine

Manufacturers

Association

CALIFORNIA

PROPOSITION

65

WARNING

Marine

diesel

and

gasoline

engine

exhaust

and

some

of

its

constituents

are

known

to

the

State

of

California

to

cause

cancer,

birth

defects,

and

other

reproductive

harm.

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

-

Weakness

and

Sleepiness

-

Throbbing

in

Temples

-

Muscular

Twitching

-

Vomiting

-Inability

to

Think

Coherently

IF

YOU

OR

ANYONE

ELSE

EXPERIENCE

ANY

OF

THESE

SYMPTOMS,

GET

OUT

INTO

THE

FRESH

AIR

IMMEOIATELY.

If

symptoms

persist,

seek

medical

attention.

Shut

down

the

unit

and

dQ

not

restart

until

it

has

been

inspected

and

repaired.

WAR'NING

Gene!ators

Produce

CARBON

MONOXIDE

Regular

Maintenance

Required

IE[~!:

A

WARNING

DECAL

is

provided

by

WESTERBEKE

and

should

be

fixed

to a bulkhead

near

your

engine

or

generator.

WESTERBEKE

also

recommends

installing

CARBON

MONOXIDE

DETECTORS

near

the

engine

room.

They

are

inexpensive

and

easily

obtainable

at

your

local

hardware

store.

Engines & Generators

SAFETY

INSTRUCTIONS

INTRODUCTION

Read

this

safety

manual

carefuUy.

Most

accidents

are

caused

by

failure

to

follow

fundamental

rules

and

precautions.

Know

when

dangerous

conditions exist and

take

the

necessary

precautions

to

protect yourself, your

personne4

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 wristwatch and

all

jewelry when working on

electrical equipment.

•

Do

not connect utility shore power to vessels

AC
circuits, except through a ship-to-shore double throw
transfer switch. Damage

to

vessels

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

Of

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

Of

death!

• Prevent

flash

fires.

Do

not smoke

or

permit

flames

or

sparks

to

occur near the carburetor,

fuel

line.

filter.

fuel

pump.

or

other potential sources

of

spilled

fuel

or

fuel

vapors. Use a suitable container to catch

all

fuel

when

removing the

fuel

line, carburetor, or fuel

filters.

• Do not operate without a Coast Guard Approved

flame

arrester.

Backfire can cause severe injury or death.

• Do not operate with the air cleaner/silencer removed.

Backfire can cause severe injury or death.

•

Do

not smoke or permit flames or sparks to occur near

the fuel system.

Keep

the compartment and the

engine/generator clean and free

of

debris to minimize the

chances

of

fire.

Wipe

up

all spilled

fuel

and engine

oil.

• Be aware - diesel fuel

will

burn.

PREVENT

BURNS -EXPLOSION

A

WARNING:

Explosions

from

fuel

vapors

can

cause

injury

Of

death!

• Follow re-fueling safety instructions. Keep the vessels
hatches closed when fueling. Open

and

ventilate cabin
after fueling. Check below for fumes/vapor before
running the blower. Run the blower

for

four minutes
before starting your engine.

•

All

fuel

vapors

are

highly explosive.

Use

extreme

care

when

handling and storing fuels. Store

fuel

in

a
well-ventilated area away from spark-producing
equipment and out

of

the reach of children.

• Do not

fill

the fuel tank(s) while the engine

is

running.

• Shut off

the

fuel

service valve at the engine

when

servicing

the

fuel

system.

Take

care in catching any

fuel

that might

spill.

DO

NOT allow any smoking, open

flames,

or other

sources

of

fire

near

the

fuel

system

or

engine

when

servicing.

Ensure proper ventilation exists when servicing

the

fuel

system.

• Do not alter or modify the fuel system.

• Be sure

all

fuel supplies have a positive shutoff

valve.

• Be certain fuel line fittings are adequately tightened

and

free

of

leaks.

• Make sure a

fire

extinguisher is installed nearby and is

properly maintained. Be familiar with its proper

use.

Extinguishers rated

ABC

by the

NFPA

are appropriate

for

all

applications encountered

in

this environment.

Engines & Generators

i

SAFETY

INSTRUCTIONS

ACCIDENTAL

STARTING

A

WARNING:

Accidental

starting

can

cause

injury

or

death!

• Disconnect

the

battery cables before

servicing

the

engine!

generator.

Remove

the

negative

lead

first

and

reconnect

it

last.

•

Make

certain

all

personnel

are

clear of

the

engine

before

starting.

•

Make

certain

all

covers,

guards,

and

hatches

are

re-installed before starting

the

engine.

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

electrical

arcing

or

by

lit

tobacco

products.

Shut off

all

electrical

equipment

in

the

vicinity

to

prevent electrical

arcing

during

servicing.

• Never connect

the

negative (-) battery cable

to

the

positive (+)

connection

terminal of

the

starter

solenoid.

Do

not test

the

battery

condition

by

shorting

the

terminals

together.

Sparks

could ignite battery

gases

or

fuel

vapors.

Ventilate

any

compartment containing batteries to prevent

accumulation

of explosive

gases.

To

avoid

sparks,

do

not

disturb

the

battery

charger connections

while

the

battery

is

being

charged.

•

Avoid

contacting

the

terminals

with

tools,

etc.,

to

prevent

burns or

sparks

that

could

cause

an

explosion.

Remove

wristwatch,

rings,

and any

other jewelry

before

handling

the

battery.

•

Always

tum

the

battery charger off before disconnecting

the

battery

connections.

Remove

the

negative

lead

first

and

reconnect

it

last

when

disconnecting

the

battery.

BATTERY

ACIO

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

manifolds/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.

•

Do

not

run

the

generator set or engine

unless

the

boat

is

equipped

with

a functioning

marine

carbon

monoxide

detector that

complies

with

ABYCA-24.

Consult

your

boat builder or dealer

for

installation of

approved

detectors.

• For additional information refer

to

ABYC

T-22

(educational information on Carbon

Monoxide).

A

WARNING:

Carbon

monoxide

(CO)

is

an

invisible

odorless

gas.

Inhalation

produces

flu-like

symptoms,

nausea

or

death!

• Do not

use

copper

tubing

in

diesel

exhaust

systems.

Diesel

fumes

can

rapidly

destroy

copper

tubing

in

exhaust

systems.

Exhaust sulfur causes rapid deterioration of

copper tubing resulting

in

exhaust/water

leakage.

•

Do

not install exhaust outlet

where

exhaust

can

be drawn

through

portholes,

vents,

or air conditioners.

If

the

engine

exhaust discharge outlet

is

near

the

waterline,

water

could

enter

the

exhaust

discharge

outlet

and

close

or

restrict

the

flow

of

exhaust.

Avoid

overloading

the

craft.

•

Although

diesel engine exhaust

gases

are

not

as

toxic

as

exhaust

fumes

from gasoline

engines,

carbon

monoxide

gas

is

present

in

diesel

exhaust

fumes.

Some

of

the

symptoms

or signs of carbon

monoxide

inhalation

or

poisoning

are:

Vomiting

Inability

to

think coherently
Dizziness
Headache
Nausea

Throbbing in

temples
Muscular twitching
Weakness

and

sleepiness

AVOID

MOVING

PARTS

A

WARNING:

Rotating

parts

can

cause

Injury

or

death!

•

Do

not

service

the

engine

while

it

is

running.

If a

situation arises

in

which

It

is

absolutely

necessary

to

make

operating adjustments.

use

extreme

care

to

avoid

touching

moving

parts

and

hot exhaust system

components.

Engines & Generators

ii

SAFETY

INSTRUCTIONS

•

Do

not

wear loose clothing or jewelry

when

servicing

equipment;

tie back

long

hair

and

avoid wearing loose

jackets,

shirts,

sleeves, rings,

necklaces

or

bracelets that

could

be

caught

in

moving

parts.

•

Make

sure

all

attaching hardware is

properly

tightened.

Keep

protective

shields

and

guards

in

their respective

places

at

all

times.

•

Do

not

check

fluid

levels or

the

drive

belts 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.

GASOLINE

ENGINE

AND

GENERATOR

INSTALLATIONS

Preparations

to install

an

engine should begin

with

a

thorough

examination of

the

American

Boat

and

Yacht

Council's

(ABYC)

standards.

These

standards

are

a

combination of

sources

including

the

USCG

and

the

NFPA.

Sections

of

the

ABYC

standards of particular interest

are:

H-2

Ventilation

P-l Exhaust

Systems

P-4

Inboard

Engines

E-9

DC

Electrical

Systems

All

installations

must

comply

with

the

Federal

Code

of

Regulations

(FCR).

ABYC,

NFPA

AND

USCG

PUBLICATIONS

FOR

INSTALLING

DIESEL

ENGINES

Read

the

following

ABYC,

NFPA

and

USCG

publications

for

safety

codes

and

standards.

Follow their

recommendations

when

installing

your

engine.

ABYC

(American

Boat

and

Yacht

Council)

"Safety Standards for Small Craft"
Order

from:

ABYC

3069

Solomon's Island

Rd.

Edgewater,

MD

21037

NFPA

(National

Fire Protection Association)

"Fire Protection Standard

for

Motor

Craft"

Order

from:

NFPA

11

Tracy

Drive

Avon

Industrial Park

Avon,

MA

02322

USCG

(United States Coast

Guard)

"USCG 33CFR183"
Order

from:

U.S.

Government Printing

Office

Washington,

D.C.

20404

Engines & Generators

iii

INSTALLATION

When installing

WESTERBEKE

engines

and

generators

it

is

important that strict

attention

be

paid

to

the

following

information:

CODES

AND

REGULATIONS

Strict

federal

regulations,

ABYC

guidelines,

and

safety

codes

must be complied

with

when

installing engines

and

generators

in a marine

environment.

SIPHON-BREAK

For installations

where

the

exhaust manifold/water injected exhaust

elbow

is

close

to

or

will

be

below

the

vessel's waterline, provisions

must

be

made

to

install a siphon-

break in

the

raw

water

supply

hose

to

the

exhaust

elbow.

This

hose

must

be

looped a

minimum

of

20"

above

the

vessel's

waterline.

Failure

to

use a siphon-break

when

the exhaust manifold

injection

port

is

at

or

below

the

load

waterline

will

result

in

raw

water

damage

to

the engine and

possible

flooding

of

the

boat.

If

you

have

any

doubt

about

the

position of

the

water-injected exhaust elbow relative

to

the

vessel's waterline under

the

vessel's

various

operating conditions,

install

a

siphon-break.

NOTE:

A siphon-break

requires

periodic inspection and cleaning

to

ensure

proper

operation.

Failure

to

properly maintain a siphon-break

can

result

in

catastrophic

engine

damage.

Consult the siphon-break manufacturer for proper maintenance.

EXHAUST

SYSTEM

The exhaust hose must

be

certified for

marine

use.

The system must

be

designed

to

prevent water

from

entering

the

exhaust under

any

sea conditions

and

at

any

angle

of

the

vessels

hull.

A detailed 40 page

Marine

Installation

Manual

covering

gasoline

and

diesel, engines

and

generators, is provided

with each unit.

Engines & Generators

iv

AVAILABLE

FROM

YOUR

WESTERBEKE

DEALER

TABLE

OF

CONTENTS

Parts

Identification

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

2

Engine

Adjustments

(cont.)

Introduction

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

3

Torquing the Cylinder

Head

Bolts .............. 23

Fuel,

Engine

Oil

and

Engine

Coolant..

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

5

Generator Frequency Adjustment.. .............. 24

Preparations

for

Initial

Start·Up

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

6

Electronic Governor .................................... 24

Digital

Control

PaneL

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

7

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

Generator

Break-In

Procedure

....

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

9

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

Daily

Routine

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

9

Spill Timing .................................................

26

Maintenance

Schedule

(Chart)

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

10

Testing Glow Plugs ..................................... 27

Fuel

System

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

12

Testing

Oil Pressure ..................................... 27

Cooling

System

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

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

13

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

Fresh Water Cooling

CircuiL

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

Engine

Troubleshooting

(Chart)

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

29

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

Alternator

Testing

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

31

Air Intake ..................................................... 14

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

33

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

15

Shore

Power

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

.34

Raw Water Intake Strainer ......................... .15

Generator

Information

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

.35

Raw Water Cooling Circuit ......................... 16

Generator Single

Phase ...............................

36

Heat Exchanger ........................................... 16

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

; .......... 36

Raw

Water

Pump ......................................... 16

Internal Wiring Diagram ............................. 36

Engine

Lubricating

OiL

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

17

No

Load Voltage Adjustment ...................... 37

Engine

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

Dual Exciter Model .................................... .38

Remote

Oil Filter (optional) ........................

18

Bridge Rectifier ........................................... 39

Starter

Motor

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

19

Lay-up

and

RecommiSSioning

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

.40

Troubleshooting .......................................... .20

Power

Take·Off

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

42

Generator

Specifications

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

21

Metric

Conversion

Data

(Chart)

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

.43

Wiring

Diagram

#'52441

..................................... 22

Sugges,ed

Spares

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

.45

Engine

Adjustments

.....

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

.23

Drive Belt Adjustment.. ............................... 23

Engines & Generators

1

AIR

REAR

COOLANT

PRESSURE

5.5KW

GENERATOR

PARTS

IDENTIFICATION

CIRCUIT

--\-~~~~-r1r

BREAKER

LIFT

PUMP

INTAKE

SILENCER

-OIL

DRAIN

HOSE

FUEL

FILTER

POWER

TAKE-OFF

CONNECTION

FLEXIBLE'/SOLATED

RIGHT

SIDE

MOUNTS

ECU

CONNECTION

.,.

INJECTION

THE"MOSTAT"-

__

~~~~~§I

ASSEMBLY

DRIVE

BELT-----M~'

COVER

OIL

PRESSURE

Ol:lloun-

FRONT

HEAT

EXCHANGER

Engines & Generators

2

ALTERNATOR

REMOTE

PANEL

CONNECTION

~'---

CONNECTION

FOR

SUMP

SIPHON

BREAK

LEFT

SIDE

INTRODUCTION

This

WESTERBEKE

Diesel

Generator

is a product

of

WESTERBEKE's

long

years

of

experience

and

advanced

technology.

We

take

great

pride

in

the

superior

durability

and

dependable

performance

of

our

engines

and

generators.

Thank

you

for

selecting

WESTERBEKE.

In

order

to

get

the

full

use

and

benefit

from

your

generator

it

is

important

that

you

operate

and

maintain

it

correctly.

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

contact

your

WESTERBEKE

dealer

for

WESTERBEKE'S

installation

manual.

WARRANTY

PROCEDURES

Your

WESTERBEKE

Warranty

is

included

in a separate

folder.

If,

after

60

days

of

submitting

the

Warranty

Registry

form

you

have

not

received a customer

identification

card

registering

your

warranty,

please

contact

the

factory

in

writing

with

model

information,

including

the

unit's

serial

number

and

commission

date.

Customer

Identification

Card

,.""",."WESTERBEKE

,

Engines & Generators

Customer

Identification

MR.

GENERATOR

OWNER

MAIN

STREET

HOMETOWN,

USA

Model

:

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,

T1MEUNESS

OR

COMPLETENESS

THEREOF

AND

WIU

IN

NO

EVENT

BE UABLE

FOR

ANY

TYPE

OF

DAMAGE

OR

INJURY

INCURRED

IN

CONNECTION

WITH

OR

ARISING

OUT

OF

THE

FURNISHING

OR

USE

OF

SUCH

SOFTWARE.

WESTERBEKE

customers

should

also

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,

CAUnONS

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:

Pmcedures.

which

If

not

strictly

observed,

can

result

In

thll

damagll

Of

datructlDn

Df

your

flngllHl.

A

WARNING:

Pmclldures,

which

if

not

pmpllf/y

fo/~

towlld,

can

fllSult

In

personal

InJury

or

loss

of

1/111.

Engines & Generators

3

INTRODUCTION

SERIAL

NUMBER

LOCATION

The engine's

model

number

and

serial

number

areiocated

on

a nameplate

mounted

on

the

side

of

the

engiae's

manifold.

The engine's serial

number

can

also

be

found

stamped

into

the

engine block

on

the

flat

surface of

the

block just

above

and

inboard of

the

injection

pump.

Take

the

time

to

enter

this

information

on

the

illustration of

the

nameplate

shown

below,

as

this

will

provide a quick

reference

when

seeking

technical

information

andlor

ordering

repair

parts.

An

identification

plate

on

the

engine manifold

also

displays

the

engine

model

and

serial

number.

CARBON

MONOXIDE

DETECTOR

WESTERBEKE

recommends

mounting a carbon

monoxide

detector

in

the

vessels

living quarters. Carbon monoxide,

even in small amounts,

is

deadly.

The presence of

carbon

monoxide indicated

an

exhaust

leak

from

the

engine or generator or

from

the exhaust

elbow/exhaust

hose,

or

the

fumes

from a nearby

vessel

are

entering

your

boat.

If

carbon

monoxide

is

present, ventilate

the

area

with

clean

air

and

correct

the

problem

immediately!

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

DIESEL

FUEL,

ENGINE

OIL

AND

ENGINE

COOLANT

DIESEL

FUEL

Use

fuel

that meets

the

requirements or specification of

Class

2-D

(ASTM),

and

has

a cetane rating of

#45

or

better.

Care

Of

The

Fuel

Supply

Use

only

clean diesel

fuel!

The clearance of the components

in

your

fuel

injection

pump

is

very

critical; invisible dirt

particles

which

might pass through

the

filter

can

damage

these

finely

finished

parts.

It

is

important to

buy

clean

fuel,

and

keep

it

clean.

The best fuel

can

be

rendered

unsatisfactory

by

careless handling

or

improper storage

facilities.

To

assure that

the

fuel

going

into the

tank

for

your

engine's daily

use

is

clean and pure, the following practice

is

advisable:

Purchase a well-known brand of

fuel.

Install

and

regularly service a

good,

visual-type

fuel

filter/water separator between the

fuel

tank and.the engine.

The

Racor 120R

is

a good example

of

such a filter.

ENGINE

OIL

Use a heavy

duty engine oil with

an

API

classification of

CF,

CG-4,

CRA or

CI-4.

Change the engine oil after

an

initial 50

hours

of break-in operation, and every

100

hours of operation

thereafter.

For recommended oil

use

SAE

15W·40

(oil

viscosity). WESTERBEKE recommends the

use

of

synthetic

oil.

A

CAUTION:

Do

not

allow

two

or

more

brands

of

engine

oil

to

mix.

Each

brand

contains

its

own

additives;

additives

of

different

brands

could

react

in

the

mixture

to

produce

properties

harmful

to

your

engine.

ENGINE

COOLANT

WESTERBEKE recommends a mixture of

50%

antifreeze

and

50%

distilled

water.

Distilled water

is

free

from

the

chemicals

that

can corrode internal engine surfaces.

The antifreeze performs double

duty.

It

allows

the

engine

to

run

at proper temperatures by transferring heat

away

from

the engine

to

the

coolant,

and

lubricates

and

protects

the

cooling circuit from rust

and

corrosion.

Look

for a good
quality antifreeze that contains Supplemental Cooling
Additives

(SCAs)

that

keep

the antifreeze chemically

balanced, crucial

to

long

term

protection.

The

distilled water and

antifreez.e

should

be

premixed

before

being poured into the cooling circuit.

NOTE:

Look/or

the

new

environmentallyjriendly long lasting

antifreeze that

is now available.

PURCHASING

ANTIFREEZE

Rather

than

preparing

the

mixture, WESTERBEKE

recommends buying

the

premixed antifreeze 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

five

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

Engines & Generators

5

PREPARATIONS

FOR

INITIAL

START-UP

PREST

ART

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.

WAIT

FOR

THE

ENGINE

TO

COOL

BEFORE

REMOVING

THE

RADIATOR

GAP

MANIFOLD

PRESSURE

CAP

PRESS

DOWN

AND

TURN

.

TO

LIFTOFF

FROM

COOLANT

RECOVERY

TANK

OIL

DIPSTICK

MAX

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

fue

manifold.

NOTE:

After

the

initial

nmnillg

of

the

generator,

the

air

in

the

engine:S

cooling

system

will

be

purged

to

the

coolant

recovery

tank.

Open

the

air bleed petcock to

ensure

that

the

cooling

system

is

purged

of

air.

After

shutdown

and

after

the

engine

has

cooled,

the

coolant

from

the

recovery

tank will

be

drawn

into

the

engine s cooling

system

to

replace

the

purged

air.

Before

subsequent operation

of

the

generator;

the

engine:S

manifold should

be

topped

off,

and

the

coolant

recovery

tank

may

need

to

be

filled to

the

MAX

level.

TO

NIPPLE

AT

MANIFOLD

PRESSURE

CAP

STOP

BOLT

ADJUSTMENT

SPEED

ADJUSTMENT

FAGTORYSET

Engines & Generators

6

DIGITAL

CONTROL

PANEL@

NOTE:

DURING

OPERATION

THE

COLOR

OF

THE

LCD

DISPlAY

MAY

VARY.

CAUSED

BY

HEAT,

THIS

IS

NORMAL

CONTROL

BOX

8

AMP

FUSE

PROTECTS

THE

PANEL

ELECTRONICS

FROM

A

HIGH

AMP

OVERLOAD

INDICATOR

LIGHTS

--!----+-

DESCRIPTION

20

AMP

DC

CIRCUIT

BREAKER

(ECU)

WESTERBEKE'S Digital Control panel provides the
operator with an LCD display that continuously monitors
all

the operations

of

the generator in easy to understand

text messages.

START

SEQUENCE

With the prestart

inSpection

completed, Press the

START
button and the automatic sequence will begin. The six
indicator lights will illuminate green and the panel will
display the following text:

~

WESTERBEKE

Engines & Generators

Pre Heating

•••••.

7 Seconds

RUN

SEQUENCE

Waiting

for

operator

Press

start

to

engage generator

Cranking ......

As

the display cycles thru the engine functions, the speed

will come

up

to

1800 rpms-60Hz (1500 rpms-50Hz) and
the oil pressure and engine coolant will rise to their nonna!
readings. The functions will cycle in the following sequence:

o

Engine Speed

1800

RPM

2500

.SCROLL

Coolant

Temperature

172F

o

I I I

300

.SCROLL

LIGHT

Battery Voltage

13.5

vqc

I

o

30

SCROLL

Engine Hours

3.8 HOURS

SCROLL

SCROLL

LOCK

NO

CAUSE

FOR

CONCERN.

UPARROW

SCROLL

LOCK

ARROW

r-----~.----,

Oil

Pressure

40

PSI

o 100

SCROLL

Coolant Temperature

172F

, i

o

300

To

stop the continuing sequence, press the SCROLL LOCK

button.

This enables the operator to monitor a single function

for any length

of

time. The word LOCK will appear in the

corner.

use

the

up

and

down

arrows to

find

and observe other

functions.

To

resume scrolling, press the SCROLL LOCK

button again.

Up

and

Down

Arrows

When the display

is

in its cycling

mode,

the UP

and

DOWN

arrows can be used

to

adjust the dark and light contrast

of

the

screen.

FUEL

pmMING

Use the PRIME button on the digital control panel

to

purge

air

and

bring fuel back into the fuel lines after perfonning

fuel filter maintenance.

LCD

DISPLAY

Periodically clean

the

control panel and

its

LCD screen using

a soft cloth.

NOTE:

Operating temperatures

may

cause

the

LCD

display

to

vary

in

color.

This

is

normal and a change

in

color will not

affect

the

operation

of

the

control

panel.

Engines & Generators

7

DIGITAL

CONTROL

PANEL

STOP

SEQUENCE

To

stop the

generator,

press the

STOP

button.

The

display

will

cycle

thru

the

following

text

messages

and

shutdown.

Shutting

Down

Waiting for operator

Press start

to

engage generator

THE

CONTROL

PANEL

WILL

POWER

DOWN

AND

IN A FEW

MOMENTS

mE

DISPLAY

WILL

GO

BLANK

Engine Shutdown

FAILURE

LIGHT/SHUTDOWN

If

a

problem

occurs,

the

generator

will

shutdown

and

the

FAILURE

light will illuminate

red.

In

addition,

one

of the

indicator lights

will

change

from

green

to

orange

to

reveal

where

the

trouble

has

occurred

and

the

display

will

text

message

what

has

happened.

NOTE:

WHEN

SERVICING/CHANGING

DC

COMPONENTS.

THE

DC

POWER

MUST BE TURNED

OFF

USING

EITHER

THE

DC

BREAKER OR

THE

BATTERY

SWITCH.

WHEN

CHANGING

THE

GENERATORS

FREQUENCY

(50/60

H.

SWITCH

#1

ON

THE

CONTROL

PANEL

EiCIJ

BOARD

MUST

BE

SWITCHED:

ON

FOR

50

HZ

AND

OFF

FOR

60

HZ

CONTROL

BOX

INTERNAL

COMPONENTS

CONTROL

BOX

CAUTION

(WESTERLINK

or

NMEA-2000):

The electronic components in the Digital
Diesels draw a very small amount

of

amperage (milli-ampsj from the
generator's starting battery when the
unit is in a static state. This maybe as
much

as

50

milli-amps

for

the system

ECU

and

50

miUi-amps

for

each display.

This can be

as

much as

72

amp-hours in a mollths

time with no generator use.

It

is not necessary to

be
concerned with this slight amperage draw during normal
seasonal use. However,

if the generator set is

not

to be

used

for

a number

of

months, such as winter storage, it is

best to disconnect the

DC

power

to the generator with a

NMEA-2000 system

or

shut

off

the

DC

breaker on the

generator's control

box

for

a WESTERLlNK system.

NOTE:

Keep in

mind

that the Westerbeke generator maybe

the

DC

power

supply

for

the vessel's NMEA·2000 network.

8

Examples:

Failure

Light

is

red.

Goolant

Temperature

Light

is

orange.

High Engine Temp.

Reset

ECU

to ReStart

Failure

Light

is

red.

Oil

Pressure

Light

is

orange.

Low

Oil Pressure

Reset

ECU

to

Restart

When a failure

occurs,.

refer

to

the

troubleshooting

chart,

wiring

diagram,

and

general

operating

text

in

this

manual

to

assist

in

solving

the

trouble.

There are

many

combinations

of

messages

that

can

be

displayed but

they

are

all self

explanatory

and

the

operator

can

easily isolate

and

correct

the

problem

should

one

occur.

Before

restarting

the

generator,

the

20

amp

DC

circuit

breaker

must

be

pushed

to

the

OFF

position,

and

back

to

the

ON

position

to

reset

the

ECU.

Once

the

problem

is

corrected

and

the generator

is

restarted,

the

LCD

display

will

begin

cycling

again.

>.

NOTE:

During operation the color

of

the LCD display may vary.

Caused by heat, this

is

nonnal

and

no

cause

for

concern.

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 opera-

tion 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 periodi-

cally

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

required for starting

motors.

This

starting

amperage

draw

can

be

3 to 5 times normal running

amperage.

See

GENERATOR

INFORMATION

in

this

manual.

GENERATOR

ADJUSTMENTS

Once

the

generator has

been

placed

in

operation, there

may

be
governor adjustments required for engine speed (hertz) during
the engine's break-in period (first

50

hours) or after

this

period see ENGINE

SPEED

(HER7Z) ADJUSTMENT) under

ENGINE ADJUSTMENTS

..

A no-load voltage adjustment

may

also

be

required in conjunction

with

the engine's speed

adjustment

see

GENERATOR

INFORMATION.

THE

DAILY

ROUTINE

CHECK

LIST

Follow

this

check list each

day

before starting your

generator.

• Check that

all

generator circuit breakers (power panel) are

in

the

off position before starting.

• Record

the

hourmeter reading

in

your

log

(engine hours

relate

to

the maintenance schedule.)

Any

deficiency or problems in

the

following items must

be corrected before start

up.

• Visually inspect

the

engine for

fuel,

oil, or water leaks.

• Check the oil level (dipstick).

• Check the coolant level

in

the coolant recovery tank.

• Check your fuel

supply.

• Check

the

starting batteries (weekly).

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

CHECK

WITH

THE

ENGINE

RUNNING.

• Check for abnormal noise

such

as

knocking, vibrating and

blow-back sounds.

• Confirm exhaust

smoke:

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

is

overloaded - some Black

Smoke.

NOTE:

Some

unstable running may occur

in

a cold

engine.

This

condition should

abate

as normal operating

temperature

is

reached

and

loads

are

applied.

A

CAUTION:

Do

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 turn the key to the off position.

Once

the

generator

is

shutdown, close down all circuit breakers

as

a

safety precaution.

CAUTION

(WESTERLINK

or

NMEA-2000):

The electronic components in the

Digital Diesels draw a very

small amount

of

amperage (milli-amps) from
the generator's starting battery when the unit is in a static state. This
maybe

as

much

as

50

milli-amps

for

the system

ECU

and 50 mi/li·amps

for

each display. This can be as much as

72

amp·hours in a months time

with no generator use. It is not necessary to be concerned with this

slight

amperage draw during normal seasonal use. However,

if

the generator

set is not to be used

for

a number

of

nwnths, such as winter storage, it is

best

10

disconnect the

DC

power to the generator with a NMEA-2000

system

or

shut

off

the DC breaker on the generator's control box for a

WESTERLINK system.

.

NOTE:

Keep

in

mind that the Westerbeke generator maybe the DC power

supply

for

the vessel's NMEA-2000 network.

Engines & Generators

9

SCHEDULED
MAINTENANCE

Fuel

Supply

Fuel/Water

Separator

Engine

Oil

level

Coolant

level

Drive

Belts

MAINTENANCE

SCHEDULE

A

WARNING:

Never

attempt

to

pedorm

any

service

while

the

engine

Is

running.

Wear

the

proper

safety

equipment

such

as

goggles

and

gloves,

and

use

the

cDaeet

tDols

fDr

each

job.

/)iscDnnect

the

battery

terminals

when

servicing

any

Df

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

112"

deflection)

weekly

and

adjust

if

needed.

Check

belt

edges

for

wear.

Visuallnspecfion

of

Engine

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 &

Inlet

FUte

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 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.

Sea Water Pump

0

Ct

Remove pump and inspect impeller
drive shaft end for wear. Inspect drive
gear slot for wear. Repair/replace

as

needed.

._--

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

10

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

SCHEDULED

EACH

MAINTENANCE

DAY

50

100

250

500

750

1000 1250

Raw

Water

Pump

0 0

Coo/ant

System

0

Electric

Fuel

Lift

Pump

0 0 0

0

D

DC

Alternator

0

0

*Fuellnjectors

0

*Starter

Motor

0

*Preheat

Circuit

0

*Engine

Cylinder

0

Compression

*Torque

Cylinder

Head

0

0 0

Hold·down

bolts

*

Adjust

the

Valve

Clearances

0

0

D

*Heat

Exchanger

0

*WESTERBEKE

recommends

this

service

be

performed

by

an

authorized

mechanic.

NOTE:

WHEN SERVICING/CHANGING DC

COMPONENTS.

THE

DC

POWER

MUST

BE

TURNED

OFF

USING

EITHER

THE

DC

BREAKER

OR

THE BATTERY SWITCH.

0

0

r

L..J

0

0

0

0

Engines & Generators

11

EXPLANATION

OF

SCHEDULED

MAINTENANCE

Remove

the

pump

cover

and

inspect

the

impeller,

gasket,

cam

and

cover

for

wear,

Check

the

bearings

and

seals

(the

shaft

can

turn,

but

not

wobble).

Lubricate

when

reassembling.

Drain,

flush,

and

refill

cooling

system

with

appropriate

antifreeze

mixture

compatible

with

various

cooling

system

metals.

Periodically

check

the

wiring

connections

and

inspect

the

fuel

line

connections,

Check

DC

charge

from

alternator.

Check

mounting

bracket;

tighten

electrical

connections.

Check

and

adjust

injection

opening

pressure

and

spray

pattern

(see

ENGINE

ADJUSTMENTS).

Check

solenoid

and

motor

for

corrosion.

Remove

and

lubricate.

Clean

and

lubricate

the

starter

motor

pinion

drive.

Check

operation

of

preheat

solenoid.

Remove

and

clean

glow

plugs;

check

resistance

(4-6

ohms).

Reinstall

with

anti-seize

compound

on

threads.

Check

compression

pressure

and

timing

(see

ENGINE

ADJUSTMENTS).

At

first

50

hours,

then

every

500

hours

(see

ENGINE

ADJUSTMENTS).

Adjust

Valve

Clearances

(see

ENGINE

ADJUSTMENTS).

Remove,

have

professionally

cleaned

and

pressure

tested.

FUEL

SYSTEM

DIESEL

FUEL

Use No.2 diesel

fuel

with

a cetane rating

of

45 or

higher.

Do not

use

kerosene or home heating

fuel.

FUEL

FILTERS

The

fuel

injection pump

and

the

fuel

injectors are precisely
manufactured and they must receive clean diesel fuel, free
from water and

dirt.

To

ensure this

flow

of

clean

fuel,

the

fuel

must

pass

through

at

least

two

fuel

filters, a fuel

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

installed between

the

fuel

tank

and the engine to remove

water

and

other contaminants

from

the

fuel

before they can

be carried

to

the

fuel

system

on

the engine.

The owner/operator

is

responsible for making certain the

fuel reaching

the

engine's injection equipment

is

free of

impurities.

This

process

is

accomplished by installing and

maintaining a proper

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.

FUEL

LIFT

PUMP

Periodically check the

fuel

connections

to

and

out

of

the pump

and

make

sure

that

no

leakage

is

present

and

that the

fittings

are tight

and

secure.

The

DC

ground

connection

at

one

of

the

pump's

mounting

bolts

should be clean and

well

secured

by

the

mounting

bolt

to

ensure proper

pump

operation.

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.

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 ring that holds

the

filter

bowl

to

the

housing

and

allow

the

bowl to come

away

from

the

housing,

3. Remove

and

replace

the

filter element

and

clean

the

bowl.

4. Replace the sealing

"0"

ring

and

reassemble the bowl

to

the housing. Thread the retainer ring

on

carefully

so

as

not to cross thread. When retainer contacts the

"0"

ring, tighten

114

-

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

Engines

&.

Generators

12

COOLING

SYSTEM

DESCRIPTION

Westerbeke

marine

diesel

engines

are

designed

and

equipped

for

fresh

water

cooling. Heat produced

in

the

engine

by

com-

bustion

and

friction

is

transferred

to

fresh

water coolant

which

circulates throughout the

engine.

This

circulating

fresh

water

coolant cools

the

engine

block,

its internal

moving

parts,

and

the

engine

oil.

The heat

is

transferred externally
from

the

fresh

water coolant

to

raw

water

by

means

of a heat

exchanger,

similar

in

function

to

an

automotive

radiator.

Raw

water

flows

through

the

tubes

of

the

heat

exchanger

while

---

fresh

water

coolant

flows

around

the

tubes;

engine heat

trans-

ferred

to

the

fresh

water

coolant

is

conducted

through

the

tube

walls

to

the

raw

water

which

is

then

pumped

into

the

exhaust

system

where

finally

it

is

discharged

overboard.

In

other

words,

the engine

is

cooled

by

fresh

water

coolant,

this

coolant

is

cooled

by

raw

water,

and

the

raw

water

carries

the

transferred heat

overboard

through

the

exhaust

system.

The

fresh

water

coolant

and

raw

water circuits

are

independent of

each

other.

Using

only

fresh

water coolant

within

the

engine

allows

the

cooling

water

passages

to

stay

clean

and

free

from

harmful

deposits.

---

-----

------

EXHAUST'

COOLING

CIRCUIT

DIAGRAM

(TYPICAL)

FRESH

WATER

¢

RAW

WATER

..,...

Engines & Generators

13

,

~

NOTE:

AN

ANTI-SIPHON

~~~

......

-

,~ALVE

MAY

BE

REQUIRED

COOLING

SYSTEM

FRESH

WATER

CODLING

CIRCUIT

NOTE:

Refer

to

the

ENGINE

COOLANT

section

for

the

rec-

ommended antifreeze and water

mixture

to

be

used

as

the

fresh water

coolant.

Fresh

water

coolant

is

pumped through the engine

by

a

circulating

pump,

absorbing heat from the engine. The

coolant

then

passes through the thermostat into the manifold,

to

the

heat

exchanger where it

is

cooled, and returned

to

the

engin~

block via the suction side of the circulating pump.

When the engine

is

started cold, external coolant

flow

is

prevented

by

the

closed thermostat (although some coolant

flow

is

bypassed

around

the thermostat to prevent the exhaust

manifold

from

overheating). As the engine

warms

up,

the

thermostat gradually opens, allowing

full

flow

of

the

engine's

coolant

to

flow

unrestricted to the external portion of the

cooling

system.

KEEP

THE

TO

COOlANT

RECOVERY

TANK

COOLANT

PASSAGE

CLEAR

FROM

COOLANT

RECOVERY

TANK

COOLANT

EXPANSION

PRESSURE

/CAP

COOLANTRETRACnON

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.

Cany a

spare

cap.

Check

also

to

ensure

the

coolant passage is clear

so

coolant within

the,

system is

able

to

expand and

con.tract

to

andfivm

the

coolan.t

recovery tank.

Coolant

Recovery

Tank

The coolant recovery tank allows for the expansion

and

con-

traction

of

the engines coolant during engine operation with-

out 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

th.e

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

cooling

system

maintenance

is

critical; a substantial

number

of

engine

failures

can

be

traced

back

to

cooling

system

corrosion.

Drain

the engine coolant

by

removing the

drain

plug-on

the

engine block

and

opening

the

manifold pressure

cap.

Flush

the system

with

fresh

water,

then

reinstall the

drain

and

start

tlle refill

process.

NOTE:

111£

drain

petcock

on

the

heat exchanger

should

also

be

used

to

help

drain

engiTl£

coolalZt.

I I

Refilling

the

Coolant

('\

COOLANT

DRAIN

ALLEN

HD

PLUG

6MM

"

OIL

FILTER

j'

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

Witll

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.

AIR

INTAKE/CODLING

Clean air

is

drawn into

the

engine thru the air intake at

the

top

side of

the

generators

backend.

The air

serves

two

functions:

it cools the electronics in

the

control box

and

provides

clean

fresh

air

for

engine combustion.

The generators

air intake must have "breathing space"

and

be clear

from

obstruction

and

the air intake

hose

should

periodically

be

inspected

to

be

sure it

is

also

free

from

obstruction.

A

CAUTION:

Never

pedotm

air

intake

maintenance

with

the

generator

running.

Engines & Generators

14

COOLING

SYSTEM

THERMOSTAT

A thennostat, 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

i;hrougb

a

hole

in

the

thennostat

to

prevent

the

exhaust

manifold

from

overheating).

As

the

engine

warms

up,

the thennostat

gradually

opens.

The thennostat

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

housing

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. D6 not over-tighten the

cap

screws.

Run the engine

and

check for

normal

temperatures and that

there

are

no

leaks

at the thermostat

housing.

AIR

BLEED

PETCOCK

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

selfpiiming.

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

agrowui.

If

the engine temperature

gauge

ever

shows a higher

than

normal

reading,

the

cause

may

be that silt,

leaves

or

grass

may

have

been

caught

up

in the

strainer,

slowing

the

flow

of

raw

water

through

the

cooling

system.

GASKET

USE

HI-

TACK

SEALANT

STI:lAINER

~I~TER

i

INSPECT

AND

CLEAN

EVERY

100

HOURS

THERMOSTAT
ASSEMBLY

SENDOR

1.kl::', .....

=i'-.'dJ

r

.,

~.-~

TYPICAL

RAW

WATER

STRAINER

INCOMING

RAW

WATER

SEACOCK

(OWNER

INSTALLED)

Engines & Generators

15

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

ocean,

lake,

or

river

from a thru-hull

opening

through a hose

to

the

water

strainer.

The

raw

water

passes

from

the

strainer

through

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

driven

through

the

stem

tube

and

overboard.

HEAT

EXCHANGER

Cool

raw

water

flows

through

the

inner

tubes

of

the

heat

exchanger.

As

the

engine

coolant

passes

around

these

tubes,

the

heat

of

the

intemal

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.

NOTE:

Operating

in

silty and/or

tropical

waters

may

require

that a

heat

exchanger

cleaning

be

performed

more

often

then

evelY 1000

lwurs.

.~/¥Jft~""lii~::::.-_RAW

WATER

DRAIN

HEAT

EXCHANGER

CLEAN

OUT

BOTH

ENDS

ZINC

ANODE

NEW

REPLACE

CLEAN

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;

lwt that

of

the

engine.

NOTE:

The

threads

afthe zinc

anodesrare

pipe

threads

and

do

not

require

sealant.

Sealant slwuld not

be

used

as

it

may

insulate

the

zinc

from

the

metal

of

the

heat

exchanger

Iwusing

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

fie~ble

blades

which

wipe

against a curved

cam

plate

within

the

impeller

housing,

producing

the

pumping

action.

Oli

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

8l:e

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:

Slwuld a

failure

occur

with

the

pumps

internal

parts

(seals

and

bearings),

it

may

be

mare

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.

Qpm

the

raw

water

intake

valve.

A

CAUTION:

If

any

of

the

vanes

have

broken

off

the

impeller,

they

must

be

found

to

prevent

blDckage

in

the

cooling

circuit.

They

often

can

be

found

in

the

heat

exchanger.

INSPEcnON:

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

a-RING

AND

IMPELLER.

REPLACE

IF

THEY

SHOW

SIGNS

OF

WEAR.

Engines & Generators

16

ENGINE

LUBRICATING

OIL

ENGINE

OIL

CHANGE

1.

Draining the

Oil

Sump.

Discharge

the

used

oil

through

the

sump

dram

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

114NPT.

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

andlor

a

siphoning

of

raw

water

through

the

raw

water

cooling

circuit

into

the

exhaust,

filling

the

engine.

This

problem

is

often

caused

by

the

absence

of

an

anti-siphon

valve,

its

poor

location

or

lack

of

maintenance.

2.

Replo.cillg

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 witlwut first

loosening

the

filter to

nu:ike

certain it can

be

renwved.

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

PRESSURE

SWITCH

OIL

FILTER

OIL

PRESSURE

RELIEF

VALVE

OIL

PUMP

OIL

DRAIN

_--'l---W

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

hanq.

NOTE:

111£

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

genu.ine

parts.

Immediately

after an oil filter

change

and

oil

fill,

rnn

the

engine

to

make

sure

the

oil

pressure

is

nonnal

and

that

there

are

no

oil

leaks

around

the

new

oil

filter.

3. Filling the

Oil

Sump.

Add

new

oil

through

the

oil

filler

cap

on

the

top

of

the

engine

or

through

the

side

oil

fill.

After

refilling,

run

the

engine

for a few

moments

while

checking

the

oil

pressure.

Make

sure

there

is

no

leakage

around

the

new

oil

filter

or

from

the

oil

drain

system,

and

stop

the

engine.

Then

check

the

quantity

of

oil

with

the

lube

oil

dipstick.

Fill

to,

but

not

over

the

high

mark

on

the

dipstick,

should

the

engine

require

additional

oil.

~

REMOVE

USING

AN

8MM

(71/16°)

SOCKET

TO

DRAIN

THE

OIL

OR

PUMP

THE

WARMED

OIL

UP

THRU

THE

HOSE.

FOR

EXTENSION

1/4"NPT

Engines & Generators

17

REMOTE

OIL

FILTER

(OPTIONAL)

REMOTE

OIL

FILTER

KIT PN#040078

INSTALLATION

J'his

popular

accessory

is

used

to

relocate

the

engine's

oil

fil-

ter

from

the

engine

to a more

convenient

location

such

as

an

~ngine

room

bulkhead.

NOTE:

Westerbeke

is

lwt

responsible

for

engine

failure

due

to

incorrect

installation

of

the

Remote

Oil

Filter.

NOTE:

Refer

to

ENGINE

OIL

CHANGE

in

this

m.a:nualfor

instructions

on

removing

the

oil

filter.

'iro

install,

simply

remove

the

engine

oil

fllter

and

thread

on

WES'IERBEKE's

remote

oil

fllter

kit

as

shown.

Always

instal11his

kit

with

the

oil

fllter

facing

down

as

illustrated.

Contact

your

WES'IERBEKE

dealer

for

more

information.

THE

our

CONNECTION

MUST

ATTACH

TO

THE

IN

CONNECTION

ATTHE

REMOTE

OIL

fiLTER.

APPLY A THIN

COAT

OF

CLEAN

otl

TO

THE

O-RING

WHEN

INSTALUNG

THIS

KIT.

THREAD

THE

KIT

ON,

THEN

HAND

TIGHTEN

AN

ADDITIONAL

3/4

TURN

AFfER

THE

O-RING

CONTACTS

THE

BAllE.

THE

IN

CONNECTION

HOSE

MUST

ATTACH

TO

THE

OUT

CONNECTION

AT

THE

OI(;---Il'CMnTJ:

OIL

FILTER.

A

CAUTION:

It

is

vital

to

install

the

011

lines

cor-

rectly.

If

the

011

flows

in

the

reverse

direction,

the

by-

pass

valve

in

the

fllter

assembly

will

pf!1vent

the

oil

from

reaching

the

engine

causIng

an

Internal

engine

failure.

If

there

Is

no

oil

pressure

reading,

shutdown

Immediately

and

check

the

hose

.con'net;~tjo};,s.

APPLY A THIN

COAT

OF

ClEAN

DlL

TO

THE

filTER

GASKET

WHEN

INSTALUNG.

AfTER

THE

filTER

CONTACTS

THE

BASE,

TIGHTEN

IT

AN

ADDITIONAL

Engines & Generators

18

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 tenninals looking for

wann 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

}-<E'''''''----(M)

TERMINAL

To

test the ignition circuit, locate

the

ignition(s)

terminal

(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

terminal

to

the

positive

battery

connection

terminal

on

the

solenoid.

If

the starter cranks, the fault lies with the ignition

circuit.

If

the solenoid clicks but notbiug 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

fly

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 & Gen(!lrators

19

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

~~---'(M)

TERMINAL

'1.~

~'::;;>

-'-

I '-"

,.

Test

again

by

jumping the two

large

terminal

studs.

Hold

the

screwdriver blade finnly between

the

studs.

Do

not

allow

the

screwdriver blade

to

touch the solenoid or starter casing, this

would cause

a

short.

it.

WARNING:

There

will

be

arching

as

the

full

starting

cuaent

should

be

"owing

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

solen.oid

also

moves

an

arm

that

engages

the

starter motor

to

the

flywheel

of

the

en.gine.

using a

screwdriver

to bypass

the

solelwid

on

such

a starter

will

run

the

motor without

engaging

the

flywheeL

Tum

the

starter

switch

on

to

provide power

to

the

solelwid.

Hopefully

it

will

create

enough

magnetic field for

the

ann

to

move

even

th.ough

the

contacts

inside the solenoid

are

bad.

EMERGENCY

START

Corrosion

to

the

starter brushes

and/or

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,

turn

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

WES'IERBEKE

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

WES'IERBEKE

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

disconnect

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

20

SPECIFICATIONS·

5.5KW

EDC

GENERATOR

ENGINE

SPECIFICATIONS

Engine

Type

Aspiration
Governor
Combustion

Chamber
Bore & Stroke
Piston

Displacement

Rring

Order

Direction

of

Rotation

Compression

Ratio

Dimensions

Weight
Fuel

Consumption

Inclination

Generator

Power

Take

Off

Diesel,

four-cycle,

four-cylinder,

fresh

water-cooled,

vertical

in-line

overhead

valve

mechanism

(11

Hp

at

1800

rpm

maximum).

Naturally

aspirated
Electronic
Swirl

type

2.99 x 2.76

inches

(76 x 70

mm)

59.09

cubic

inches

(0.952

liters)

1

3-2

Clockwise,

when

viewed

from

the

front

23:

1

Height:

20.4

inches

(518.6

mm)

Width:

19.0

inches

(482.6

mm)

Length:

27.6

inches

(518.6

mm)

3951bs

(1797

kgs)

0.53

US

gph

(2

Iph)

at

full

load

Continuous

15°

Temporary

25°

(not

to

exceed

30

min.)

11/9

Hp

(maximum)

TUNE-UP

SPECIFICATIONS

Compression

Pressure

(Limit

of

Difference

Between

Cylinders)

Valve

Timing

Spill

Timing

(StatiC)

Valve

Seat

Angle

Engine

Speed

Valve

Clearance

(engine

cold)

Injector

Pressure

General

Fuel

Fuel

Injection

Pump

Fuel

Injection

Timing

(spill

timing)
Nozzle
Fuel

Filter

Air

cleaner

Air

Flow

(engine

combustion)

398

psi

(28

kg/cm2)

at

280

rpm

limit

(47.2

psi

(3.0

kg/cm2l)

Intake

Opens

17°

BTDC

Intake

Closes

47°

ABDC

Exhaust

Opens

51 ° BBDC

Exhaust

Closes

13°

ATDC
W:I:.5BTDC
Intake

45°

Exhaust

45°

1800

rpm

60

Hertz

1500

rpm

50

Hertz

Intake

and

Exhaust

0.010

inches

(0.25

mm)

1920 + 71

-0

psi

(135

+ 5 0

kg/cm2)

FUEL

SYSTEM

Open

flow,

self

bleeding -self

priming

No.2

diesel

oil

(cetane

rating

of

45

or

higher)

In-line

plunger,

Bosch

type

15,0 ± .5

BTDG

Throttle

type

Spin-on

type

Plastic

intake

silencer

30.2

cfm

(0.85

cmm)

ELECTRICAL

SYSTEM

Starting

Battery

Battery

Capacity

DC

Charging

Alternator
Starter
Starting

Aid

DC

No-Load

Current

DC

Cranking

Current

General
Operating

Temperature

Fresh

Water

Pump

Raw

Water

Pump

Raw

Water

Flow,

at

1800

rpm

System

Capacity

(fresh

water)

12-Volt,

(-)

negative

ground

800-1000

Cold

Cranking

Amps

(CCA)

50

Amp

rated,

belt

driven

12-Volt,

reduction

gear,

1.2

'IJN

Glow

plugs,

sheathed

type

:I:

2%

of

rated

amps

190 -200

Amps

(engine

cold)

COOLING

SYSTEM

Fresh

water-cooled

block,

thermostatically-

controlled

with

heat

exchanger.

170

-190°

F

(77

-

88°

C)

Centrifugal

type,

metal

impeller,

belt-driven

Positive

displacement,

rubber

impeller,

gear-driven.

6.5

US

gpm

(25.8

Ipm)

(measured

before

discharging

into

exhaust

elbow).

4.0

qts

(3.79

liters)

LUBRICATION

SYSTEM

General
Oil

Filter

Sump

Capacity

(not

including

filter)

Operating

Oil

Pressure

(engine

hot)

Oil

Grade

Pressu

re

fed

system

with

external

relief

valve

Full

flow,

paper

element,

spin-on

type

3.2

U.S.

qts

(3.03

liters)

plus

filter/cooler

assembly

35 -55

psi

(2.5 -3.8

kg/cm2)

API

Specification

CF

or

GG-4,

CH-4

or

CI-4

SAE

30,

10W-30,

15W-40

AC

GENERATOR

(SINGLE

PHASE)

General -Single

Phase

Voltage -Single

Phase

Voltage

Regulation

Frequency

Regulation

Rating

(Volts

AC)

Brushless,

four-pole,

revolving

field

sealed

lubricated

single

bearing

design.

120

Volts -60

Hertz

230

Volts -50

Hertz

:1:5%

no

load

to

full

load

:1:0.05

Hertz

no

load

to

full

load

5,5

KW -60

Hertz

(1800

rpm)

120

Volts -45.8

amps

5.0

KW

50

Hertz

(1500

rpm)

230

Volts -21.7

Amps

GENERATOR

COOLING

Air

Requirements

200

elm

(5.66

cmm)

(60

Hertz@

1800

rpm)

Note:

Increase

air

supply

15%

for

50

Hertz

operation @ 1500

rpm

Engine

Combustion

30.2

cfm

(0.85

cmm)

Generator

Compartment

120°F

(50°C)

maximum

Temperature

Compartment Cooling

100

cfm

(2.8

cmm)

Engines & Generators

21

WIRING

DIAGRAM

#52414

~

;;

~

~

(~

f

iIl

-

W

~

1,L-

I I

(bY

i

:;

F~;

I

• I

=

I

L:

22

ENGINE

ADJUSTMENTS

NOTE:

WESTERBEKE

recommends

that

the

following

engine

adjust-

ments

be

performed 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

advised that proper inspection, service,

and

maintenance

is

required.
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 (lOrorn)

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.

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

1/2

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-lb)

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 injector 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.

This washer should be removed with

the

injector

and

replaced with a

new

washer when the new injector is

installed.

START

TO

INJECTION

PRESSURE

1988 ± 142PSI

(140 ± 10KG/CM2)

NOTE:

Refer

to

the

:l'!:!el

injector

page

in

this

manual

jor

additional

infonnation.

Engines & Generators

23

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 no-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

ron

at

1800

rpm,

the AC voltage

output frequency

is

60 Hertz.

When the generator is

ron

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.

In the control box on the generator

is

located

the

Electronic Control Unit (ECU). Switch # I contoIs
engine speed/generator frequency.

ON

for

SO

Hz

and

OFF

for

60 Hz. Select the correct switch position

for

the

desired operating hertz.

3.

Start the engine and observe generator hertz

and

no

load

AC

voltage output. Adjust no load

AC

out put

as

needed using the capacitor taps

#7,

#8

or

#9

as

needed to increase or decease

no

load

AC

voltage.

OFF

~

....

,<>

.Y-;r

WHEN

CHANGING

THE

GENERATORS

~

:....

~~

FREQUENCY

(50/60

HZ)

SWITCH

11

~:""

~

ON

THE

CONTROL

PANEL

fCU'

BOARD

MUST

BE

SWITCHED:

SWITCHES

ON

FOR

50

HZ

AND

OFF

FOR

60

HZ.

ELECTRONIC

GOVERNOR

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

~r

wires

from

the

wiring

harness.

3. Measure the distance between the actuator and

the

engine

mounting

surface

as

shown.

ACTUATOR

JAM

NUT

4.

Back-offthe 1 7/16' jam nut and

unscrew

the

actuator.

5. Apply a

small

amount

of

teflon sealant

to

the

replacement

actuator

and

screw

the

actuator into

the

engine's

mounting

boss.

Maintain

the same distance

between

the

actuator

and

the

engine

mounting surface

as

previously

measured

Secure

the

actuator's position

with

the

jam

nut.

(The

standard

distance

is

13/16"

to

7/8").

6.

Reconnect the

actuator

wires

and test the

unit.

1-+----13/16"TO

7/8"

STANDARD

NOTE:

For

additional

infomwtion

and

Electronic

Governor

Troubleshooting,rejer

to

your

WESTERBEKE

Service

Manual.

Ehgines & 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

order

of

the

engine.

Tighten

the

cylinder

head

bolts

to

the

specltied

torque

before

adjusting

tlie

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

WES1ERBEKE 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

COLO

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 clearance by insertillg a

O.OlOin

(O.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

threads)

and

assemble

the

rocker cover and rocker cover

bolts. See

TIGHTENING

TORQUE SCHEDULE

in

this

manual.

ENGINE

COMPRESSION

Check the compression pressure.

To

do

this wann

the

engine,

remove

all

fuel

injectors, or glow plugs, disconnect

the

fuel

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

kglcm2)

at 280

rpm.

Stanaara

compreSSion

pressure

398

Ib/in'

at

280

rpm

(28.0

kg/&m')

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

accompanied

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

positi:ve

fuel pressure

to

the injection pump will result

in

injector

faults.

When re-installing the

glow

plugs use anti-seize

compound.

COMPRESSION

TESTER

Engines & Generators

25

ENGINE

ADJUSTMENTS

NOTE:

WESTERBEKE

recommends

that

the

following engine adjust-

ments

be

performed by a competent engine

mechanic.

The infonnation

below

is

provided

to

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 perfonning

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

bolder.

Attach it

so

that the end that would connect

to

the

fuel

injector

is

pointing

away

from the engine

fuel

will

f.ow

from

this

line during the

timing check.

Rotate the engine's crankshaft

in its normal direction of

rotation to position piston

No.

1 at

the

beginning of its

,compression stroke.

Move the throttle lever

to

its full

open

position

and

operate

the electric lift

pump.

Slowly rotate

the

crankshaft clockwise

(as viewed

from

the front), catching the

fuel

from

th.e

No.1

fuel

line,

until

the

instant the

fuel

completely stops

flowing

(no drips). At

this

instant, the

15°

BIDC

timing mark

on

the

crankshaft pulley should be directly aligned with the

timing

~ndicator

on

the front

of

the gear case ±

.5

degrees.

If

the specified injection timing

(15°

BIDC) 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.Olnun)
changes the injection timing by approximately one degree.
To

advance the timing, 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.

INJECTION

PUMP

UNION

COLLAR

HOUSING

STOP

WIRE---+l

BRACKET

CONTROL

RACK.

SLEEVE

VALVE

SPRING

TIMING

MARKS

TIMING

POINTER

Engines & Generators

26

ENGINE

ADJUSTMENTS

NOTE:

WESTERBEKE

recommends

that

the

following

engine

adjust-

ments

be

performed

by

a competent

engine

mechanic.

The

infonnation

below

is

provided

to

assist the

mechanic.

OIL

PRESSURE

The

engine's

oil

pressure,is

constantly

monitored

by

the

control

panel.

The

red

light

will

illuminate

and

the

generator

will

shutdown

if

the

oil

pressure

fall

below 5 psi.

Do

not

restart

the

generator

without

checking

the

oil

and

finding

the

problem.

NOTE:

A-newly

started,

cold

engine

can

have

an

oirpressure

reading

upwards

of

60

psi. A warmed

engine

can

have

an

oil

pressure

reading

as

low

as

35

psi.

These

readings

will

vary

depending

upon

the

temperature

o/the

engine

and

the

load

placed

on

the

generator.

LOW

OIL

PRESSURE

The

specified

safe minimum

oil

pressure

is

4.3 -1.4

psi(O.3

-

0.1

kg/cm

l

).

An oil pressure of 5 PSI

will

shut

the

engine

down. A gradual

loss

of

oil

pressure

usually

indicates

worn

bearings. For additional information

on

low

oil

pressure

read-

ings,

see

the ENGINE

TROUBLESHOOTING

chart.

TESTING

OIL

PRESSURE

To

test

oil

pressure, remove the oil gallery "T" plug and

install a mechanical oil pressure gauge

in

its

place. After

warming up the engine, read the oil pressure

gauge.

Oil

PRESSURE

35.0

1b/ln'(3.8

kg/cm')

or

more

at

1800

rpm

(depending

on

temperature

and

load)

SENSOR & GAUGE

9-13fl-lb(1.2-1.8m-kg)

TESTING

OIL

PRESSURE

TESTING

GLOW

PLUGS

To

inspect

the

plug,

remove the electrical

terminal

connec-

tions,

then

unscrew

or

unclamp each plug

from

the

cylin~er

head.

Thoroughly

clean each plug's

tip

and

threads

with

a

soft'lhrush

and

cleaning solution

to

remove

alJ

the

carbon

and

oil

deposits.

While

cleaning, examine the

tip

for

wear

and

bum

erosion;

if

it

has

eroded

too

much,

replace

the

plug.

An

accurate

way

to

test

glow

plugs

is

with

an

ohmmeter.

Touch

one

prod

to

the

glow

plug's

wire

connection,

and

the

other

to

the

body

of

the

glow

plug,

as

shown. A good

glow

plug

will

have

a 0.4

0.6

ohm

resistance. This

method

can

be

used

with

the

plug

in

or out

of

the engine.

You

can

also

use

an

ammeter

to

test

the

power drain

(5

- 6

amps

per

plug).

A

WARNING:

These

glow

plugs

will

become

very

hot

to

the

touch.

Be

careful

not

to

burn

your

fingers

when

testing

the

plugs.

TESTING A GLOW

PLUG

WITH

AN

OHMMETER

DO

NOT

KEEP A GLOW

__

.l.L---":~_

PLUG

ON

FOR

MORE

THAN

3D

SECONDS.

TESTING A GLOW

PLUG

USING A TEST

LIGHT

Glow

Plug

Tightening

Torque

7

-11

tt-Ib

(1.0

-1.5

m-kg)

TERMINAL

END

TIP

+

Re-install

the

plugs

in

the

engine and

test

them

again.

The

plugs should get

very

hot

(at

the

terminal

end)

within 7 to

15

seconds. If

the

plugs

don't

heat

up

quickly,

check

for a short

circuit

When

reinstalling

the

glow plugs,

use

anti-seize

com-

pound

on

the

threads.

Engines & Generators

27

FUEL

INJECTORS

REMOVING

THE

INJECTORS

NOTE:

Injector

must

be

serviced

in a "clean

room"

environment.

1.

Disconnect the

high

pressure

lines

from

the injectors and

loosen

the

lines at their attachment

to

the injection pump

and

move

them

out of

the

way

of

the

injectors.

Avoid

bending

the

lines.

2.

Using a 17mm

long

socket,

remove

the

fuel

return

line

in

its

entirety

from

the

top

of

the

injectors.

Take

care

not

to

10se

the

two

sealing

washers

and

banjo

bolt that attaches

the

fuel

return line

to

each

injector.

NOTE:

Clean

the

area

around

the

base

of

the

injector

prior

to

lifting

it out

of

the

cylinder head

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,

tmm

deep

socket

wrench

to

free

it

ami

then

lift it

out.

3. The injector seats

in

the cylinder

head

on

a copper seal-

ing

washer.

This washer should

be

removed

with

the

injector

and

replaced with a

new

washer

when

the injec-

tor

is

reinstalled.

INJECTION

TESTING

1.

Using

the

nozzle

tester,

check the

spray

pattern

and

injec-

tion

starting pressure of

nozzle

and,

if it exceeds

the

limit,

adjust

or replace

the

nozzle.

When

using

nozzle

tester,

take

the

following

precautions:

A

CAUTION:

The

spray

injected

from

the

nozzle

is

of

such

velocity

that

it

may

penetrate

deeply

into

the

skin

of

fingers

and

hands.

destroying

tissue.

If

it

enters

the

bloodstream,

it

may

cause

blood

pOisoning.

a. If

the

diesel

fuel

of

the

nozzle tester

is

discolored,

replace

it. At the

same

time, clean

or

replace

the

filter.

b. Set

the

nozzle tester

in

a clean

place

where there is

no

dust or dirt.

c.

Mount the nozzle

and

nozzle holder

on

the nozzle

tester.

d.

Use

the

fuel

at

the

approximate temperature

of

68° F (200 C)

e.

Operate

the

hand

lever

of nozzle

tester

several

times

to

bleed

the

air

in

the nozzle line,

then

move

the

hand

lever

at

intervals of

one

stroke per,second while read-

ing

the

injecti9n starting pressure.

INJECnON

PRESSURE

1920

PSI

Inspecting

Spray

Pattern

t Operate

the

hand

lever

of the nozzle tester at

intervals

of

one

stroke per

second

to

check

if

the

fuel

is

injected

cor-

recdy

in

its

axial

direction.

A nozzle

is

defective

if

it

injects

fuel

in

an

oblique direction or

in

several

separate

strips. Also, a

spray

in

the

form

of particles indicates a

defect. These defects

may

sometimes

be

caused

by

clog-

ging with dust

and,

therefore,

all

parts should

be

carefully

cleaned before

reassembly.

(Care should

be

taken

not

to

expose

ones

skin

to

this

spray as it

may

penetrate

the

skin

and cause infection.)

~MM

'!Ii

ll

If/Iii

3;

:1}

FAULTY

~~')

1<~'

.o{l;

Nil;1

CHATTERING

TEST

~

II

r

~\

.FAULTY

I.

'.'

,.1

H

,

..

,',

2.

Apply the pressure of

1635

Ib/in2 (115

kg/cm

2

)

to

nozzle

by

operating the hand

lever,

and check

the

drips

from

the

nozzle

tip.

If

it

drips

or

has

a large accumulation of

fuel

on the bottom, it

is

considered defective and should

be

repl~ced.

A

very

small

amount

of

fuel

may

sometimes

remain

on

the

tip

of

the

nozzle;

however,

this

does

not

indicate a defect.

mel

DRIP

TEST

The injection starting pressure

for

the injectors

is

adjusted

by

increasing or decreasing

the

thickness of

the

adjusting

shim.

The shim

has

10

different thicknesses for

every

0.0020

in

(0.05

mm)~

between

0.0049in (1.25mm).to

0.0669in

(1.7mm)

With

each

O.OO2Oin

(0.05mm)

increase, injection pressure

is

increased approximately 71.11b/in2 (5.0

kg/cm2).

When

replacing the

shim,

grip

the

retaining

nut

in a

vise

and

remove the body

with a wrench.

Tighten the retaining

nut

to

the specified

torque:

ADJUSTING

SHIM

I

SHIM

THICKNESS

Engines & Generators

28

ENGINE

TROUBLESHOOTING

The

following

troubleshooting table describes certain

problems relating

to

engine service,

the

probable causes of

the

problems, and the recommendations

to

overcome

these

problems.

NOTE: The engine's DC electrical system is protected

by

a

20

amp

rocker

type

manual

reset circuit breaker

mounted

on the generator's control box next to the LCD Display

Panel.

Problem

Probable

Cause

Verification/Remedy

START

BUnON

depressed,

no

panel

1.

Battery

Switch

not

on.

1.

Check

switch

and/or

battery

connections.

indications.

2.

Circuit

breaker

tripped/off.

2.

Reset

breaker;

if

breaker

trips

again,

check

preheat

solenoid

Circuit

and

check

circuit

for

shorts

to

ground.

5.

Loose

battery

connections.

4.

Check

(+)

connection

to

starter

solenoid

and

(-)

connection

to

engine

ground

stud.

Check

battery

cable

connections.

START

BunON

depressed,

no

starter

1.

Connection

to

solenoid

faulty.

1.

Check

connection.

engagement.

2.

Faulty

solenoid.

2.

Check

that

12

volts

are

present

at

the

solenoid

connection.

3.

Loose

battery

connections.

3.

Check

battery

connections.

4.

Low

battery.

4.

Check

battery

charge

state.

5.

K1

relay.

5.

Check

K1

relay.

START

BUnON

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

house

and

start

batteries.

1

b.

Replace

batteries.

1

c.

Check

fuel

lift

pump.

1

d.

Change

inlet

fuel

filter.

2.

Preheat

solenoid

faulty.

2.

Check

solenoid.

Battery

runs

down.

1.

High

resistance

leak

to

ground.

1.

Check

wiring.

Insert

sensitive

(0 -.25

amp)

meter

in

llattery

lines.

Do

nol

slart

engine.

Remove

connections

and

replace

after

short

is

located.

2.

Low

resistance

leak.

2.

Check

all

wires

for

temperature

rise

to

locate

the

fault.

3.

Poor

llattery

connections.

3.

Check

cable

connections

at

battery

for

loose

connections,

corrosion.

4.

DC

alternator

not

charging.

4.

Check

connections,

check

belt

tension.

test

a~ernator.

See

DC

ELECTRICAL

SYSTEM/ALTERNATOR.

Battery

not

charging

1.

DC

charge

circuit

faulty.

1.

Perform

D.C.

voltage

check

of

generator

charging

circuit.

See

DC

ELECTRICAL

SYSTEM/ALTERNATOR

in

this

manual.

2.

Alternator

drive.

2.

Check

drive

belt

tension.

Alternator

should

turn

freely.

Check

for

loose

connections.

Check

output

voltmeter.

Ensure

12

volts

are

present

at

the

Exc.

te

rm

inal.

Generator

engine

stops.

1.

Fuel

feed

pump

strainer

is

dirty.

1.

Clean

strainer

(32 ~ 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

or

collapsed

muffler.

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

filter

cartridge.

Engine

starts,

runs

and

shuts

down.

1.

Faulty

oil

pressure

switch.

1.

Check

oil

pressure

sw~ch.

2.

Water

temperature

switch.

2.

Check

water

temperature

switch.

Engines & Generators

29

ENGINE

TROUBLESHOOTING

Problem

Probable

Cause

Verification/Remedy

Exhaust

smoking

problems

1.

Blue

smoke.

1.

Incorrect

grade

of

engine

oil.

1a.

Crankcase

is

overfilled

with

engine

oil

(oil

is

blowing

out

through

the

eXhaust).

2.

White

smoke.

2.

Engine

is

running

cold.

2a.

Faulty

injector

or

incorrect

injector

timing.

3.

Black

smoke.

3.

Improper

grade

of

fuel.

3a.

Fuel

bum

incomplete

due

to

high

back

pressure

in

exhaust

or

insufficient

air

for

proper

combustion

(Check

for

restrictions

in

exhaust

system;

check

air

intake.).

3b.

Improperly

timed

injectors

or

valves

or

poor

compression.

3c.

Lack

of

air -check

air

intake

and

air

filter.

Check

for

proper

ventilation.

3d.

Overload.

LCD

DISPLAYS

No

LCD

Display

1.

Check

battery.

1.

Battery

on.

2.

20

amp

breaker

off.

2.

Tum

breaker

on.

Oil

Pressure

1.

Oillevellow/oilleak.

1.

Check

oil

level,

add

011

and

repair

leaks.

2.

Lack

of

oil

pressure

2.

Test

oil

pressure.

If

OK,

test

oil

pressure

sendor,

inspect

oil

filter,

inspect

oil

pump.

3.

Ground

connection.

3.

Check

ground

connection.

4.

Faulty

control

module.

4.

Inspect

all

the

plug

connections/replace.

Coolant

Temperature

1.

Check

system

coolant

level.

1.

Add

coolant.

Check

for

leaks.

2.

Check

water

pump

drive

belt.

2.

Adjust

belt

tension.

replace

belt.

3.

Faulty

Temp

sensor.

3.

Check

sensorlreplace.

4.

Ground

Connection.

4.

Check

ground

circuit.

5.

Faulty

control

module.

5.

Check

plug

connections/replace.

Exhaust

Temperature

1.

Check

sea

water

flow.

1.

Inspect

thru

hull

fitting,

hose

and

strainer.

Correct

as

needed.

2.

Faulty

exhaust

tern p switch.

2.

TesVreplace.

3.

Ground

Connection.

3.

Check

ground

circuit.

4.

Faulty

control

module.

4.

Check

plug

connections.

5.

Sea

water

pump.

5.

Inspect

impeller/replace.

Battery

Voltage

1.

Check

alternator

drive

belt.

1.

Adjust

tension/replace

if

worn.

2.

Check

charge

voltage.

2.

Check

excitation.

replace/repair

alternator

3.

Check

battery

connections.

3.

Check + and -cables

from

battery

to

engine.

4.

Faulty

control

module.

4.

Check

plug

connections/replace.

Generator

Voltage

1.

Check

AC

voltage

output.

1.

Adjust

voltageltroubleshoot

generator

for

cause.

2.

Faulty

control

module.

2.

Check

plug

connections/replace.

Generator

Frequency

1.

Check

engine

speed.

1.

Adjust.

2.

Check

fuel

supply.

2.

Inspect

filters/replace

filters.

Test

fuel

pump

operation.

3.

Amperage

load.

3.

Check

load

with

amprobe.

LED

Display

1.

Compartment

ambient

temperature

1.

Ventilate

compartment.

edges

tum

pink.

too

high.

NOTE:

Heat

will

often

change

the

color

of

an

LCD

display.

This

will

not

effect

the

operation

of

the

engine.

Engines & Generators

30

ALTERNATORS

TESTING/TROUBLESHOOTING

#100RANGEB

TO

STARTER

SOLENOID

DESCRIPTION

50

AMP

MITSUBISHI

ALTERNATOR

REFER

TO

THE

WIRING

DIAGRAM

IN

THIS

MANUAL

FOR

ALL

WIRING

CONNECnONS

The following infonnation applies to the standard alternators

that are/supplied with WESTERBEKE'S Engines and
Generators.

ELECTRICAL

CHARGING

CIRCUIT

The charging system consists

of

an

alternator with a voltage

regulator, an engine DC

wiring harness, a mounted DC

circuit

breaker

and

a battery with connecting cables. Because

of

the use of integrated circuits

(I~>s),

the electronic voltage

regulator

is

very

compact and is mounted internally or on the

back

of

the

alternator.

It

is desirable

to

test the charging system (alternator and

voltage regulator) using the wiring harness and electrical

loads that

are a permanent part

of

the system and will then

provide the technician with

an operational test

of

the

charging system as well as the major components

of

the

electrical

system.

ALTERNATOR

DESCRIPTION

The stator is connected to a three-phase, full-wave bridge
rectifier package which contains six diodes. The bridge
converts

the

AC

generated in the stator

to

a DC output for

battery charging and accessories.
Power

to

the

regulator and the field

of

the integral regulator

alternator

is provided by the field diode (or diode trio)

paCkage

contained in the alternator.

These alternators produce

a rated output

of

50 or

51

amps.

rated output is achieved at

approximately

6000

alternator

rpm at

an

ambient temperature

of

75°P (23.8°C). The

alternators

are designed to operate in an ambient temperature

rangeuf40°

to212"F-(-40°1o

lOO"C).

VOLTAGE

REGULATOR

The integral voltage regulator is an electronic

switching

device

which

sens~s

the system voltage level

and

switches

the voltage applied

to

the

field

in

order

to

maintain a proper

system

voltage.

The regulator design utilizes all-silicon semi

conductors

and

thick-film assembly techniques. After the voltage

has

been

adjusted

to

Ibe

proper regulating

valve,

Ibe

entire circuit

is

encapsulated to protect

Ibe

circuit and

Ibe

components

from

possible damage due

to

handling or vibration.

ALTERNATOR

TROUBLESHOOTING

Use

this

troubleshooting section to determine

if

a

problem

exists

wilb

the charging circuit or wilb

Ibe

alternator.

If

it is

determined

Ibat

the altemator or voltage regulator

is

faulty,

have a qualified technician check

it

A

WARNING:

A

working

alternator

runs

hot. A failed

alternator

can

become

very

hot.

Do

not

touch

the

altemator

until

if

has

cooled.

LOW

BATTERY/FAULTY

CIRCUIT

If

Ibe

starter only moans or makes a clicking

sound

instead

of

spinning

Ibe

engine

to

life it is likely a low battery or a

faulty connection

in,

the starting circuit

and

not

an

alternator

problem.

PRELIMINARY

INSPECTION

Before starting the actual alternator

and

voltage

regulator.

testing the following checks are recommended.

1.

Make

certain

your alternator is securely

mounted.

2.

Check the drive belts for proper tension.

Replace

the

belt

if

it is

worn

or

glazed.

3. Check that all tenninals, connectors and plugs

are

clean

and tight Loose or

COIT()(;Ied

coIUlections

cause

high

resistance

and

this could cause overcharging,

undercharging or damage

to

the charging

system.

Badly

corroded battery cables could prevent the

battery

from

reaching a fully charged condition.

4. Check the condition

of

Ibe

battery

and

charge

if

necessary.

A low or discharged battery may cause false or

misleading

readings in

Ibe

tests.

NOTE:

An

isolator

with

a

diode,

a

solenoid,

or a

battery

selector

switch

is

usually

mounted

in

the

circuit

to

isolate

the

batteries

so

the

starting

battery

is

not

discluuged

aJong

with

the

house

batteries.

If

the

isolator

is

charging

the

starting

battery

but

not

the

house

battery,

the

aJternator

is

OK

0JUi

the

problem

is

in

the

battery

charging

circuit.

Engines & Generators

31

ALTERNATORS

TESTING/TROUBLESHOOTING

TESTING

THE

ALTERNATOR

A

CAUTION:

Before

starting

the

engine

make

certain

that

everyone

is

clear

of

moving

parts!

Keep

away

from

sheaves

and

belts

during

test

procedures.

1.

~tart

the

Engine.

2. After the engine has run for a few minutes, measure the

starting battery voltage at the battery tenninals using a
multimeter set on

DC

volts.

a.

If

the voltage is increasing toward

14

volts, the

alternator is

working.

b.

If

the voltage remains around

12

volts, a problem

exists with either the alternator

or

the charging circuit;

continue with

Steps 3 through

6L

MEASUmNG
BATTERY

VOLTAGE

(ENGINE

RUNNING)

3.

Tum

otT

the

engine. Inspect all wiring and connections.

Ensure that the

battery teoninals and the engine ground

connections are tight and clean

4.

If

a battery selector switch is in the charging circuit,ensure

t\1at

it is on the correct setting.

S.

Check the battery voltage.

If

your battery is in good

condition the reading should

be

12

to

13

volts.

MEASURING
BATTERY

VOLTAGE

ENGINE

OFF)

TESTING

THE

OUTPUT

CIRCUIT

1.

Connect the positiye probe to the output teoninal B and
connect the negative probe

to ground.

2. Wiggle the engine wiring harness while observing the

voltmeter.

The

meter should indicate the approximate

battery voltage, and should not vary.

If

no reading is

obtained, or

if

the reading varies, check the alternator

output circuit for loose

or

dirty connections or

damaged wiring.

3.

Start

the

engine.

4. Repeat the same measurement, the negative probe to
ground, the positive probe to B with the engine running.
The voltage reading should be between 13.5 and

14.5

volts.

If

your alternator is over

or

under-charging, have

it

repru,red

at

a reliable service shop.

S.

If

the preVious test reads only battery voltage at

terminal B,

use

the meter to measure the DC excitation

terminal.

If

12 volts is not

pr~ent

at exciter teoninal R,

inspect the wiring for breaks

and poor lZonnections.

JunlP

12

volts from a

12

volt source (such as the

battery) and operate the alternator.

If

the voltage output

is

13-14

v?lts,

..

then the alternatoris OK.

TESTING

THE

OUTPUT

CIRCUIT

ENGINE

RUNNING

#16

VUJLEIR

TO

K-3

RELAY

Tl=R:MINAIR

Engines & Generators

32

ALTERNATORS

TESTING/TROUBLESHOOTING

TESTING

THE

EXCITATION

CIRCUIT

1. Connect the positive (+) multimeter probe

to

the

excitation terminal

R

on

the alternator and the negative

(-)

lead to ground.

2.

Thrn the battery switch to the on position and note
the multimeter reading. The reading should be

1.3

to

2.5 volts (see illustration).

TESTING

THE
EXCITATION
CIRCUIT

(ENGINE

RUNNING)

3.

If

the reading is between

.75

and

1.1

volts, the

rotor

field

circuit probably

is

shorted or grounded.

4.

If

the reading is between 6.0 and 7.0 volts, the rotor

field circuit probably is open.

S.

If

no reading is obtained,

an

open exists in the

alternator-excitation lead or in the excitation circuit

of

the regulator. Disconnect the lead from exe terminal

R.

Connect the positive multimeter probe to the excitation
lead and the negative multimeter probe to ground.

If

the multimeter now indicates

an

approximate battery

voltage, the voltage regulator

is

defective and must be

replaced.

If

no voltage is indicated, check the
excitation circuit for loose or dirty connections or
damaged wiring.

OUTPUT

TERMINAL

8

EXCITER

CHECKING

THE

SERVICE

BATTERY

Check the voltage

of

the

service

battery.

this

battery

should

have a voltage between

13

and

14

volts

when

the

engine

is

running.

If

not,

there

is

a problem in the service

battery

charging circuit.

Troubleshoot

the

service battery

charging

circuit

by

checking

the

wiring and connections,

the

solenoid,

isolator,

battery

switch,

and the battery itself.

When

the problem

has

been

solved

and

before

the

alternator

is

back

in

operation,

take

the

time

to

tighten

and

clean

the

1:enninal

studs.

Also

clean

the connecting tenninals

from

the

wiring

harness.

ALTERNATOR

REPAIR

If

tests indicate a

failed

alternator,

it

will

need

to

be

disas-

sembled and repaired.

Any

good

alternator service

shop

can

do the job.

NOTE:

WESTERBEKE'S

Service

Manual

has

detailed

instructions

for

the

disassembly

and

repair

of

their

standard

altematoTs.

BATTERY

CARE

The minimum recommended capacity

of

the

battery

used

in

the engine's

12

volt

DC

control circuit

is

600 -

900

Cold

Cranking

Amps

CCCA).

Review the manufacturer's recommendations

and

then

establish' a systematic maintenance schedule for

your

engine's starting batteries

and

house batteries.

• Monitor your voltmeter for proper charging

during

engine operation.

• Check

the

electrolyte level and

specific

gravity

with

a

hydrometer.

.

• Use

only

distilled

water

to

bring electrolytes

to

a proper

level.

• Make certain that battery cable connections

are

clean

and

tight to

the

battery

posts

(and

to your

engine).

TESTING

THE

EXCITATION
CIRCUlT

ENGINE
RUNNING

TERMINAL

R

'f

"

Engines & Generators

33

SHORE

POWER

TRANSFER

SWITCH

If

the

installer

connects

shore

power

to

the

vessel's

AC

cir-

cuit,

this

must

be

done

by

means

of

the

SHORE

POWER!

OFF/SHIPS

GEN.

Set

the

transfer

switch

shown

in

the

dia-

grams

to

the

OFF

position.

This

switch

prevents

simultane-

ous

connection

of

shore

power

to

generator

output

,

A

CAUTION:

Damage

tD

the

generatDr

can

result

if

utility

shore

pDwer

and

generator

output

are

connected

at

the

same

time.

This

type

of

generator

damage

is

not

covered

under

the

warranty;

it

is

the

installers

respoR-

sibility

to

make

sure

all

AC

connections

are

correct.

A

CAUTION:

Heavy

motDr

leads

should

be

shut

off

before

switching

shore

power

to

generator

power

or

vlcewversa

because

voltage

surges

Induced

by

switchw

ing

with

heavy

AC

loads

on

the

vessel

being

operated

may

cause

damage

to

the

exciter

circuit

components

In

the

generator.

Shore

Power

Connections

(60

Hertz)

GENERATOR

~

...

:::.

Ship

to

Shore

Switch

(3

Pole)

PH

32008

40

Amps/Pole

PN

320Q9

80

Amps/Pole

PN

32010

125

Amps/pole

I

1.-..

____

...,.

PH

32133

200

Amps/Pole

I

I

/-"

L

__

-{-<D

~~

___

..,

r----.J~

~

I

I

.....

_-""

J

I

'

I

/--~

J

'-t---+~

;;,-\;--+--.

I

.------.'

<1J'

I

,

__

/ I

/-~k\+--~NE==UT;';:':~'::':-::::"L

...

rJ·;

SHIP'S

LOAD

I

~~-_/

~

~~

PR::-:O~U:::-:-ND::------Ilf'

~

SHORE

POWER

NOTE:

Diagram

shows connections

for

a

two-wire,

120 volt system.

For

a .

three-wire

system,

use

the

dotted

lines

for

the

other hot

leg.

230

Volt/50

Hertz

Two

Wire

Configuration

Notice

the

repositioning

of

the

white

ground

lead

on

the

ter-

minal

block

to

the

generator

case.

230V50Hz

a::::::D

0

o 0 0

o a:::::D

GENERATOR
GROUND

,

L1

,

Ship

to

Shore

Switcb'

PN32008
PN32009
PN32D10
PN32133

~GENEMTOR/SHORE

:s

SWITCH

w·

!::

~

tQ ,

...

,

I'

...

1...-----I:.{'1

trll1

I I

~--~------~3

'z,

" ,

... _

....

I

L1

N J

T

SHORE

POWER

11DV5DHz

SHORE

~

GROUND

,

SHIP'S

LOAD

SHIP'S

-=

-GROUND

Shore

Power

TrOllsjer

Switches

are

available

from

your

WESTERBEKE

dealer.

Engines & Generators

34

GENERATOR

INFORMATION

USE

OF

ELECTRIC

MOTORS

The power required

to

start

an

electric motor is considerably

more than

is

required

to

keep it running after it

is

started.

Some motors require much more current

to

start them than

others. Split-phase (AC) motors require more current

to

start,
under similar circumstances, than other types. They are com­monly used

on

easy-starting loads, such

as

washing

machines, or where

loads

are applied after

the

motor is

started;such

as

small power tools. Because they require 5

to

7 times

as

much current

to

start

as

to

run,

their use should be

avoided, whenever possible,

if

the

electric motor is

to

be dri-

ven

by

a small generator. Capacitor

and

repulsion-induction

motors require

from 2 to

4 times

as

much current

to

start

as

to run. 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*

114

4.6

9.2

to

32.2*

1/3

5.2

.

10.4

to

72.8*

1/2

7.2

14.4

to

29.2*

3/4

10.2

20.4

to

40.8*

1

13

26

to

52

*NOTE:

In

the

above

table

the

maximum

Amps for Starting is

more

for

some

small

motors than for

larger

ones.

The

reason

for

this

is

that

the

hardest

starting

types

(split-phase)

are

not

made

in

larger

sizes.

Because the heavy surge of current needed for starting
motors

is

required for only

an

instant, the generator will not

be damaged if it can bring the motor up

to

speed in a few

seconds.

If

difficulty

is

experienced

in

starting motors, 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

vol~ge

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

rec01'f11'l'lended

that

the

generator's

AC terminal block

be

configured

to

pro-

vide

on.e

120

volt

A C 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/voltage, the

generator's drive engine's speed must

be

changed

using

the

dipswitch

on

the

ECU.

The

AC

output configuration of

the

generator changed

and

the

connections

on

the

voltage

sensing

PC

board changed.

Generator

Maintenance

• Maintaining reasonable cleanliness

is

important.

Connections oJ terminal boards

and

rectifiers

may

become corroded,

and

insulation surfaces

may

start

con-

ducting if salts,

dust,

engine exhaust, carbon,

etc.

are

allowed

to

build

up.

Gogged ventilation

openings

may

cause

excessive

heating

and

reduced

life

of

windings.

• For unusually severe conditions, thin rust-inhibiting

petro-

leum-base coatings, should be sprayed or

brushed

over

all

surfaces

to

reduce rusting and corrosion.

'lYpical

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

OCCUlTed.

Repair

Il).ust

be

made

quickly or major

components

will

rub

and

cause major damage

to

generator.

Engines

&

~enerators

35

Be

GENERATOR

SINGLE

PHASE

NOTE:

WESTERBEKE

recommends

that

the

following generator tests

and adjustments be peifonned

by a

qUalified

technician.

DESCRIPTION

Circuit

Breaker

The

BC

generator

is

a brushless,'self-exciting generator which

requires only the drive 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
voltage in the stator windings which then generates an even
larger voltage in the exciter windings. This mutual buildup

of

voltage 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

AC

voltage in

the stator windings which can then be drawn

off

the generator's

AC

terminals to operate

AC

equipment.

A circuit breaker is installed on all single phase

WESTERBEKE generators. This circuit breaker will

automatically disconnect generator power in

ca'>e

of an

electrical overload. The circuit breaker can

be

manually shut

off when servicing the

generdtor

to

ensure that no power

is

coming into the boat.

NOTE:

This

circuit breaker

is

available

as

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

dealer.

60

Hz

- 5.5 KW Circuit Breaker Part Number 038209

50

Hz

- 5.0 KW Circuit Breaker Part Number 042238

The generator is a single phase,

120

volt

AC

two wire at 60 Hertz.

A

115

volt

AC

two

wire or 230 volt two wire at 50 Hertz. Refer to

the

SPECIFICATIONS section

of

this manual for generator ratings.
The generator data plate gives the voltage, current and frequency
ratings

of

the generator. An

AC

wiring decal

is

affixed

to

the

inside

of

the louvered cover at the generator end. Diagrams

of

the

various

AC

voltage connections

are

provided on this decal as well

as in this manual.

INTERNAL

CIRCUIT

WIRING

Be

GENERATOR;

r·-----:----"'l

I I

I I
I I

I I

I I

r----

......

-----l

I

alODE

1\

. I

I I I I

I I I

lII::

I

I

II

gl

I I I ...II

I I I

a:\

I

I I ...II

A

I

II

""

I I

2!!:

r

I I I

~

I B

I I I

w,

I

\1

'":'1

I

DIODE

I I I

I I I I

I I

I . I

I I

....

________

~

__

..,.---..J

I I
I I

I I

L

___ ~ _____ J

A

ROTATING

FIELDfAUXILIARY

WINDINGS

WITH

DIDOES.

B

MAIN

STATOR

WINDINGS.

C

EXCITER

WINDINGS

AND

CAPACITOR(S).

AC

TERMINAL

BLOCK

r----·-

--

--

_._--

- -

--'

I I

: I

C

l

I

I t

eAPA~

t

eAPA,!,,""

t

________________

J

DUAL

EXCITER

CIRCUIT

Engines & Generators

36

Be

GENERATOR

SINGLE

PHASE

NOTE:

WESTERBEKE

recommends

that

the

following

generator

tests

a:n.d

adjustments

be

performed

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

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.

115V/50Hz

rrI:iI:U

II

120V/60Hz

1ig~!iJ

L,

®

II

GROUNDED

TO

THE

230V/50Hz

• •

l1 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

storti

electriCity

and

can

pack

a

poten~

tially.1ethal

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

voltw

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

generators

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

next higher

number.

If

the

genera-

tor's

no-load

voltage

is

high,

then

disconnect

the

higher

numbered

plug

and

connect

the

plug

with

the

next

lower

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

right

terminal.

or

the

voltage'needs

to

be

lowered

and

the

lowest

num-

bered

p1ug

is

connected, refer

to

the

WESTERBEKE

BC

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

or

In

contact

with

the

generator's

housing.

NOTE:

THE

#7

WIRE

IS

SHOWN

CONNECTED

AS

A

DEMONSTRATION

OF

HOW

THESE

CONNECTIONS

CAN

BEMAOE

5

BCD

GENERATOR

BACK

END

SHOWN

120V/60Hz

See

the

ENGINE

ADJUSTI;fP!'-IT

section

in

tIris

manual

for

ADJOSTING

THE

ENGINE

SPEED.

Engines & Generators

37

BC

GENERATOR

SINGLE

PHASE

NOTE:

WESTERBEKE

recommends

that

the

following generator tests

and adjustments

be

performed

by

a qualified

technician.

DUAL

EXCITER

CIRCUIT

MODEL

These

generators

have

dual

Hertz

and

no-load

voltage

adjust-

ment

connectors

at

each

capacitor.

There

are

five

connectors

available

for

each

capacitor.

Two

connectors

ar~

for

Hertz

selection,

60

Hertz

or

50

Hertz,

and

three

connectors,

#7,

#8,

and

#9,

are

for

no-load

voltage

adjustment.

When

making

Hertz

change

or

no-load

voltage

adjustments

proceed

as

follows:

1.

Shut

the

generator

down.

2.

Select

the

appropriate

Hertz

connection

to

plug

into

each

capacitor

#60,60

Hertz,

1800

RPM

or #50

Hertz,

1500

RPM.

The

three

other

connectors

at

each

capacitor,

#7,

#8,

and

#9,

will

have

an

effect

on

the

no-load

voltage

produced

by

the

generator.

One

connector

from

each

group

can

be

plugged

into

each

capacitor.

No-load

voltage

will

increase

or

decrease

approximately

8 -

10

volts

between

connectors

used

in

any

pair

combination

to

achieve

the

prescribed

no-load

voltages

above.

GROUND

NOTE:

When

changing

Hertz.

produced

by

the

generator,

an

engine

speed

change

must

be

made.

This

is

done

at

the

ECU.

The

AC

output

connections

on

the

tenninal

block

must be

selected

for

the

voltage

and

Hertz.

to

be

produced.

The

Hertz

connection(s)

on

the

capacitor(s)

changed

and

the

ground

wire

,

from

the

neutral

of

the

AC

terminal

block

moved

to

the

correct

neutral

terminal.

A

WARNING:

Capacitors

must

be

discharged

before

handling

as

they

store

electriCity

and

can

pack a poten

N

tially

lethal

charge

even

when

disconnected

from

their

power

source.

NOTE:

Simply

cross

the

capacitor's

two

terminals

with

an

insulated (plastic

handle)

screwdriver.

This

will

discharge

any

excess

electricity.

A

WARNING:

Make

certain

the

insulating

covers

on

tbe

unused

leads

are

in

place

and

are

IIOT

in

contact

with

each

other

or

in

contact

with

the

generator's

DUAL

EXCITER

CIRCUIT

60

Hz

120

VOLT

CONFIGURATION

ILLUSTRATION

TERMINAL

BOARD

Engines

& Generators

38

5.0KW

Be

GENERATOR

TROUBLESHOOTING

This

troubleshooting chart is designed to give insight into

problems

which

may

be encountered

with

BT

bl1lshless

generators operating

on

compound transformer

regulation.

Owing

to

the

simplicity of the equipment

and

controls,

troubleshooting

is

relatively

easy,

once

the

relationship

between

cause

and

effect

is

understood.

WESTERBEKE

recommends

that

the

troubleshooting and

repair

of

the

generator

be

performed

by

a qualified technician

with

a thorough knowledge of electricity

and

the

safety

procedures

necessary

when

dealing with high

voltages.

Problem

Probable

Gause

Only a few

liasic tools

are

necessary for

diagnosis

and

repair.

These

are

hand

tools:

an

amp

probe

and

a quality

volt-ohm-

meter,

capable of reading

less

than

one

ohm

due

to

t\le

precision n:quired

in

reading component winding

resistances.

Before attempting

any

repairs, get a clear

an

explanation of

the

problem

as

possible, preferably

from

an

individual

witnessing

the

problem.

In

some cases,

this

may

bring

to

light a problem which

is

related

to

'the

method

of

operation

rather

than

equipment

fawt.

Have basic repair parts

available,

such

as:

diodes

and

a bridge rectifier, .

so

that

if

the

problem

is

found

in

one

of these easily replaceable

parts,

repairs

can

be

made

efficiently.

VerificationJRemedy

No

AC

Output

at

No

Load.

I.

tator

winding

is

open

or

shorted.

1.

Excite

unit

with

12

VDC.

Check

the

stator

windings.

ReSidual

voltage

(4

-6

Volts)

at

NfL.

1.

Faulty

capacitor.

1.

Perform

capacitor

check.

2.

Faulty

electrical

connections.

2.

Check

all

electrical

connections,

ensure

they

are

clean

and

tight.

3.

Engine

speed

is

too

slow.

3.

Adjust

engine

speed

to

correct

NIL

hertz.

4.

Faulty

exciter

winding.

4.

Check

winding

resistance

value.

Check

winding

residual

voltage

output..

High

No

Load

voltage

output.

1.

Engine

speed

is

too

fast.

1.

Adjust

engine

speed

to

correct

no

load

hertz.

2.

No

load

voltage

tap

at

capacitor.

2.

Change

tap

to

lower

number.

3.

Wrong

hertz

tap.

3.

Check

to

ensure

correct

hertz

tap

attached.

Correct

No

Load

voltage,

voltage

drops

1.

Faulty

diode.

1.

Isolate

diodes

and

check

for

short.

to

60 -80

volts

when

load

applied.

2.

Poor

governor

reaction.

2.

Check

engine

speed

under

load.

Adjust

or

repair

governor

as

needed.

3.

Overload

on

generator.

3.

Check

the

engine

speed.

Monitor

amperage

draw

with

amp

robe.

No

Load

voltage,

high

voltage

1.

Engine

speed

is

too

fast.

1.

Check

engine

speed.

Adjust

or

repair

governor

as

needed.

Unstable

voltage

output.

1.

Poor

governor

reaction.

1.

Check

the

governor.

Adjust

or

repair

the

govemor

as

needed.

2.

Loose

electrical

connections.

2.

Check

the

security

and

cleanliness

of

the

electrical

connections.

Noisy

Generator.

1.

Rear

support

bearing

faulty.

1.

Inspect

rear

bearing.

2.

Unbalanced

load

(120/240

wired).

2.

Monitor

the

amperage

draw

from

each

leg

using

amprobe.

3.

Generator

rotor

connection

3.

Check

rotor

security.

to

engine

is

loose.

Engines & Generators

39

LAY-UP & RECOMMIS

IONING

Starter

Motor

Lubrication

and

cleaning

of

the

starter

drive

pinion

is

advisable,

if

access

to

the

starter permits

its

easy

removal.

Make

sure

the

battery

connections

are

shut off

before

attempting

to

remove

the

starter.

Take

care

in

properly

replacing

any

electrical

connections

removed

from

the

starter.

Cylinder

lubrication

[Diesel]

tryou

anti~ipate

a

long

lay-up

period

(12

months

or

more)

WEs1ERBEKE

recommends

removing

the

fuel

injectors

for

access

to

the

cylinders.

Squirt light lubricating

oil

into

the

cylinders

to

prevent

the

piston

rings

from

sticking

to

the

Cylinder

walls.

Make

sure

you

have a replacements

for

the

injector

and

return

line

sealing

washers.

Intake

Manifold

[Gasoline]

Clean

the

filter

screen

in

the

flame

arrester,

and

place a clean

cloth

lightly

soaked

in

lube oil

around

the

flame

arrester to

block

any

opening.

Also

place

an

oil-soaked

cloth

in

the

through-hull

exhaust

port,

Make a note

to

remove

cloths

prior

to

start-up!

tylinder

Lubrication

[Gasoline]

Spray

fogging

oil

into

the

open

air

intake,

with

the

flame

arrester

removed,

while

the

engine

is

running.

The

fogging

oil

will

stall out

the

engine

and

coat

the

valves,

cylinders

and

spark

plugs

for

winter

protection.

NOTE:

The

spark plugs will need

to

be

removedfor cleaning

and

re-gapping

at spring

commissioning.

Batteries

If

batteries

are

to

be left on

board

during

the

lay-up

period,

make

sure

that

they

are

fully

charged,

and

will

remain

that

way,

to

prevent

them

from

freezing.

If

there

is

any

doubt

that

the

batteries

will

not

remain

fully

charged,

or that

they

will

be

subjected

to

severe

environmental

conditions,

remove

the

batteries

and

store

them

in a

warmer,

more

compatible

environment.

A

WARNING:

Lead

acid

batteries

emit

hydrogen,

a

highly-explosive

gas,

which

can

be

ignited

by

electrical

arcing

or a lighted

cigarette,

Cigar,

or

pipe.

Do

not

smoke

or

allow

an

open

game

neal

the

battery

being

serviced.

Shut

off all

electrical

equipment

in

the

vicinity

to

prevent

electrical

arcing

during

servicing.

Transmission

[Propulsion

Engine

I

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.

Lay-up

ti

provides a

good

opportunity

to

inspect your

Westerbek

engine

to

see

if

external items

such

as

drive

belts

or coolant

oses

need

replacement.

Check your basic spares

kit

and

ord r items

not

on

hand,

or replace

those

items used

during the

ay-up,

such

as

filters

and

zinc

anodes.

Refer

to

the

SPARE B TS

section

of

this

manual.

Recomm

!ssioning

The

reco!:·

. ssioning of

your

Westerbeke

engine after a

seasonalla

-up

generally

follows

the

same

procedures

as

those

desc

bed

in

the

PREPARATIONS

FOR

STARTING

sec-

tion

regarding preparation for starting

and

normal

starts.

However,

s~me

of the

lay-up

procedures

will

need

to

be

counteracte~

before starting

the

engine.

1.

Remov~

the

oil-soaked cloths

from

the

intake manifold.

2.

Removt,

the

raw

water

pump

cover

and

gasket

and

discard

~e

old

gasket.

Install

the

raw

water

pump

impeller

removed

during

lay-up

(or a

replacement,

if

required).

Install

¢e

raw

water

pump

cover

with a new

cover

gasket.

3.

Reinstall

the batteries

that

were

removed

during

the

lay-upJ"nd reconnect

the

battery cables,

making

sure the

terminals

are

clean

and

that

the

connections

are

tight.

Check

tp

make sure

that

the

batteries

are

fully

charged.

A

CAUTION:

Wear

rubber

gloves, a lubber

apron,

and

eye

protection

when

servicing

batteries.

Lead

acid

batteries

emit

hydrogen, a highly

explosive

gas,

which

can

be

ignited

by

electrical

arCing

01 a

lighted

Cigarette,

cigar,

or

pipe.

Do

not

smoke

or

allow

an

open

flame

near

the

battery

being

serviced.

Shut

off all

electrical

equipment

in

the

vicinity

to

prevent

electrical

arcing

during

serviCing.

4.

Remove the spark plugs,

wipe

clean,

re-gap,

and

install

to

proper tightness [gasoline].

5.

Check the condition of

the

zinc

anode

in

the

raw

water

circuit

and

clean or replace

the

anode

as

needed.

Note

that

it

is

not

necessary

to

flush

the

antifreeze/fresh water

solution

from

the

raw water coolant

system.

When

the

engine is put

into

operation,

the

system

will

self-flush in a

short period of

time

with

no

adverse

affects.

It is

advisable,

as

either an

end

of season or recommissioning

service,

to

inspect

the

area

where

the

zinc

is

located

in

the

heat exchanger

and

clear

any and

all

zinc

debris

from

that

area.

6.

Start

the

engine in

accordance

with

procedures described

in

the

PREPARATIONS

FOR

STARTING

section

of

this

manual.

Engines & Generators

40

LAY-UP

&

RECOMMISSIONING

GENERAL

Many owners rely on their boatyards

to

prepare their craft,

including engines and generators, for lay-up

during

the

off-season or for long periods

of

inactivity.

Others prefer

to

accomplish lay-up preparation themselves. .

The procedures which follow

will allow

you

to

perform

your

own lay-up and recommissioning,

or

you

may

use

them

as

a

check list

if

others

do

the procedures.

These procedures should afford your engine protection
during a lay-up and also help familiarize

you

with

the

maintenance needs of your engine.

If

you have

any

questions regarding lay-up procedures, call

your local servicing dealer; he will

be

more

than

willing

to

provide assistance.

Propeller

Shaft

Coupling

[Propulsion

Engine]

The transmission and propeller half couplings should

always

be opened

up

and

the

bolts removed

when

the boat is hauled

out

of

the water or moved from land

to

water,

and

during

storage in the cradle. The flexibility of the boat

often

puts

a

severe strain

on

the propeller shaft or coupling or both, while

the boat is taken out or put in the

water.

In

some

cases, the

shaft

has

actually been bent

by

these strains. This

does

not

apply

to

small boats that are hauled out of the water when

not in

use,

unless they have been dry

for

a considerable

period of time.

Fresh

Water

Cooling

Circuit

[Propulsion

Engine]

A 50-50 solution of antifreeze and distilled water

is

recommended for use

in

the coolant system at all

times.
This soiution 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

oii

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

nDt

leave

the

engine's

old

engine

oil

in

the

sump

over

the

lay-up

period.

Lubricating

oil

and

combustiDn

depDsits

combine

tD

produce

harmful

chemicals

which

can

reduce

the

life

Df

YDur

engine's

internal

parts.

Fuel

System

[Gasoline

J

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

Vlater

strainer.

Start the engine and

allow

the raw water pump

to

draw

the

fresh water through the

system.

When the bucket

is

empty,

stop

the engine

and

refill

the

bucket with

an

antifreeze

solution slightly stronger

than

needed

for

winter

freeze

protection

in

your

area.

Start the engine and

allow

all

of

this mixture to be

drawn

through the raw water

system.

Once the bucket

is

empty,

stop

the engine. This antifreeze mixture should protect the

raw

water circuit

from

freezing

during

the winter

lay-up,

as

well

as

providing corrosion protection.

Remove the impeller

from

your raw water pump

(some

antifreeze mixture will accompany it,

so

catch

it in a

bucket).

Examine the

impeller.

Acquire a replacement,

if

needed,

and

a cover

gasket.

Do

not replace the impeller

(into

the

pump)

until recommissioning, but replace the cover

and

gasket.

Intake

Manifold

and

Thru

..

Hull

Exhaust

Place a clean cloth, lightly

soaked

in lubricating

oil,

in the

opening

of

the

intake

manifold

to

block

the

opening.

Do

not

shove the cloth out of

sight.

(If it

is

not

visible

at

recommissioning,

and

an

attempt

is

made

to

start

the

engine,

you

may

need

assistance of the servicing

dealer.

Make

a

note

to

remove the

cloth

prior

to

start-up. The thru-hull

exhaust port

can

be

blocked

in

the same

manner.

Engines & Generators

41

POWER

TAKE

OFF

SYSTEMS

POWER

TAKE

OFF

ADAPTER

A power take

off

adapter

can

be

attached

to

the

generator

backend.

This

adapter allows

acc~ss

to

the

full

power of

the

engine

for a variety

of hydraulic

and

electrical accessories.

The

5.0Kw

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/or

additional

in/ormation.

REMOVE

COVER

--@

POWER

TAKE

OFF

KIT

STUDS

AND

HARDWARE

HOLD

ACCESSORY

TO

THE

,ADAPTER

®@

(@~

BOLTS

FASTEN

ADAP~

TO

GENERATOR

HOUSING

Engines & Generators

42

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

5116

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

7116

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

43

STANDARD

AND

METRIC

CONVERSION

DATA

LENGTH-DISTANCE

Inches

(in) x 25.4 = Millimeters

(mm) x .0394 = Inches

Feet

(ft) x .305 = Meters

(m) x 3.281 = Feet

Miles x 1.609 = Kilometers

(km) x .0621 = Miles

DISTANCE

EQUIVALENTS

1

Degree

of

Latitude = 60

Nm = 111.120

km

1

Minute

of

Latitude

= 1

Nm = 1.852

km

VOLUME

Cubic

Inches

(in3) x 16.387 = Cubic

Centimeters x .061

=in

3

Imperial

Pints

(IMP

pt) x .568 = Liters

(L) x 1.76 = IMP

pt

Imperial

Quarts

(IMP

qt) x 1.137 = Liters

(L)

x.88 = IMP

qt

Imperial

Gallons

(IMP

gal) x 4.546 = Liters

(L) x .22 = IMP

gal

Imperial

Quarts

(IMP

qt) x 1.201 = US

Quarts

(US

qt) x .833 = IMP

qt

Imperial

Gallons

(IMP

gal) x 1.201 = US

Gallons

(US

gal) x .833 = IMP

gal

Fluid

Ounces x 29.573 = Milliliters x .034 = Ounces

US

Pints

(US

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

US

Quarts

(US

qt) x .946 = Liters

(L) x 1.057 = Quarts

US

Gallons

(US

gal) x 3.785 = Liters

(L) x .264 = Gallons

MASS-WEIGHT

Ounces

(oz) x 28.35 = Grams

(g) x .035 = Ounces

Pounds

(Ib) x .454 = Kilograms

(kg) x 2.205 = Pounds

PRESSURE

Pounds

Per

Sq

In

(psi) x 6.895 = Kilopascals

(kPa) x .145 = psi

Inches

of

Mercury

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

Inches

of

Mercury

(Hg) x 3.377 = Kilopascals

(kPa) x .2961 = Hg

Inches

of

Water

(H20) x .07355 = Inches

of

Mercury x 13.783 = H20

Inches

of

Water

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

Inches

of

Water

(H20) x .248 = Kilopascals

(kPa) x 4.026 = H20

TORQUE

Pounds-Force

Inches

(in-Ib) x .113 = Newton

Meters

(Nm) x 8.85

=in-Ib

Pounds-Force

Feet

(ft-Ib) x 1.356 = Newton

Meters

(Nm) x .738 = ft-Ib

VELOCITY

Miles

Per

Hour

(MPH) x 1.609 = Kilometers

Per

Hour

(KPH) x .621 = MPH

POWER

Horsepower

(Hp) x .745 = Kilowatts

(Kw) x 1.34 = MPH

FUEL

CONSUMPTION

Miles

Per

Hour

IMP

(MPG) x .354 = Kilometers

Per

Liter

(Km/L)

Kilometers

Per

Liter

(Km/L) x 2.352 = IMP

MPG

Miles

Per

Gallons

US

(MPG) x .425 = Kilometers

Per

Liter

(Km/L)

Kilometers

Per

Liter

(Km/L) x 2.352 = US

MPG

TEMPERATURE

Degree

Fahrenheit

(OF) = (OC X 1.8) + 32

Degree

Celsius

(0C)

=

(OF -32) x .56

LIQUID

WEIGHTS

Diesel

Oil

= 1

US

gallon = 7.131bs

Fresh

Water

= 1

US

galion = 8.33

Ibs

Gasoline

= 1

US

gallon = 6.1

Ibs

Salt

Water

= 1

US

gallon = 8.56

Ibs

Engines & Generators

44

SUGGESTED

SPARE

PARTS

CONTACT

YOUR

WESTERBEKE

DEALER

FOR

SUGGESTIONS

AND

ADDITIONAL

INFORMATION

FUEL

SYSTEM·

HARDWARE

KIT

IN-LINE

FUEUWATER
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

WESTERBBKE

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

JUl-~FILTER

FUEL

FILTER

HEAT

EXCHANGER

GA~KET

IMPELLER

KIT

FUEL

SYSTEM

HARDWARE

KIT

FUEL

PUMP

INLET

FILTER

1W-{WEStERBEKE

Engines & Generators

45

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

1l15wmdwlW&