Westerbeke 7.6KW ETD, 5.7KW EDT Operator's Manual

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OPERATORS

7.6KW

5.7KW

MARINE

01

D····~

\.

MANUAL

ETO ETO

EL

GENERATORS

..q

60HZ 50HZ

~

SECOND DECEMBER

EDITION

2007

WESTERBEKE

WESTERBEKE CORPORATION

MYLES STANDISH INDUSTRIAL

WEBSITE: WWW.WESTERBEKE.COM

!\IMM4

----

~~.,.,

Member

National

Marine

-150

JOHN

PARK

- TAUNTON

Manufacturers

HANCOCK

MA

Association

ROAD

02780

CALIFORNIA

PROPOSITION

65

WARNING

Marine

exhaust

are

known

to

cause

and

Exhaust colorless unconsciousness exposure

-

-Nausea

-Headache

-

gasses

gas.

can

Dizziness

Weakness

contain

Carbon

include:

and

Sleepiness

diesel

and

to

other

and

death.

some

cancer,

Monoxide

and

gasoline

of

its

constituents

the

State

of

birth

reproductive

A

WARNING

Carbon

Monoxide,

is

poisonous

Symptoms

-

Throbbing

-

Muscular

-

Vomiting

- Inability

engine

California

defects,

harm.

an

of

Carbon

in

Twitching

to

Think

odorless

and

can Monoxide

Temples

Coherently

and

cause

IF

YOU

GET

OUT

seek

medical

until

it

WARNING

Generators

Produce

CARBON

Regular

Maintenance

lFJy~::!~:,:!

MONOXIDE.

Required

A

WARNING

should

be

fixed

generator.

WESTERBEKE MONOXIDE are hardware

DETECTORS

inexpensive

store.

OR

ANYONE

INTO

THE

attention.

has

been

DECAL

is

to a bulkhead

also

recommends

and

easily

ELSE

FRESH

inspected

provided

near

the

obtainable

EXPERIENCE

AIR

IMMEDIATELY.

Shut

down

and

by

WESTERBEKE

near

your

installing

engine

ANY

the

repaired.

engine

CARBON

room.

at

your

OF

unit

and or

They

local

THESE

If

symptoms

and

do

SYMPTOMS,

persist,

not restart

Engines

& Generators

SAFETY

INSTRUCTIONS

INTRODUCTION

Read this safety caused by failure to follow fundamental rules

precautions. Know when dangerous conditions exist

take the necessary precautions to protect yourself,

personnel,

The following safety instructions are in compliance with the American Boat

PREVENT

A

WARNING:

while

engine

power.

• 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

• Electrical shock results from handling a charged capacitor.

Discharge capacitor by shorting terminals together.

PREVENT

A

WARNING:

exhaust very

hot!

• Always check the engine coolant level at the coolant

recovery tank.

A

WARNING:

• In case before touching the engine or checking the coolant.

manual

and

your

ELECTRIC

is

Lethal

voltage

if

this procedure is not followed.

BURNS -HOT

system

of

an engine overheat, allow the engine to cool

carefully. Most accidents are

machinery.

and

Yacht Council (ABYC) standards.

SHOCK

Do

not

touch

AC

electrical

running,

or

is

present

when

connected

at

these

ENGINE

Do

not

touch

hot

engine

components. A running

Steam

can

cause

engine

injury

connections

connections!

parts

or

and

your

to

shore

or

gets

death!

and

PREVENT

A

• Prevent flash fires. Do not smoke sparks to occur near the carburetor, fuel line, filter, fuel pump,

vapors.

removing the fuel line, carburetor, or fuel filters.

• Do not operate with a Coast Guard Approved flame

arrester removed. Backfire can cause severe injury or death.

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

Backfire can cause severe injury

• Do not smoke

the fuel system. Keep the compartment and the engine/generator clean and free chances

• Be aware - diesel fuel will bum.

PREVENT

A

injury

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

and out

• Do not

• Shut off the fuel service valve at the engine when servicing

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

• Make sure a fire extinguisher is installed nearby and is properly maintained.

BURNS -FIRE

WARNING:

or

Use a suitable container to catch all fuel when

Fire

can

cause

injury

or

death!

or

permit flames or

other potential sources

or

permit flames

of

fire. Wipe up all spilled fuel and engine oil.

of

spilled fuel

or

death.

or

sparks to occur near

of

debris to minimize the

or

fuel

BURNS -EXPLOSION

WARNING:

or

death!

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

fill

DO NOT allow any smoking, open flames, or other

Ensure proper ventilation exists when servicing the

of

leaks.

Extinguishers rated ABC by the NFPA are appropriate for all applications encountered in this environment.

Explosions

of

the reach the fuel tank(s) while the engine is running.

of

fire

near the

from

fuel

vapors

Open and ventilate cabin

of

children.

fuel

system or engine when servic-

Be

familiar with its proper use.

can

cause

Engines & Generators

SAFETY

INSTRUCTIONS

ACCIDENTAL

A

WARNING:

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 starting.

• Make certain all covers, guards, and hatches are re-installed before starting the engine.

BATTERY

A

WARNING:

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. equipment in the vicinity to prevent electrical arcing during servicing.

• Never connect the negative positive Do not test the battery condition by shorting the terminals together. Sparks could ignite battery gases Ventilate any compartment containing batteries to prevent accumulation disturb the battery charger connections while the battery is being charged.

• Avoid contacting the terminals with tools, etc., to prevent bums or sparks that could cause an explosion. Remove wristwatch, rings, and any other jewelry before handling the battery.

• Always tum the battery charger off before disconnecting

the battery connections. Remove the negative lead first and reconnect it last when disconnecting the battery.

BATTERY

A

WARNING:

severe

STARTING

Accidental

EXPLOSION

Battery

(+) connection terminal

of

explosion

explosive gases.

ACID

Sulfuric

injury

or

death!

starting

can

Shut off all electrical

(-)

battery cable to the

of

To

acid

in

batteries

can

cause

injury

of

the engine before

cause

injury

the starter solenoid.

or

fuel vapors.

avoid sparks, do not

can

cause

TOXIC

• Ensure that the exhaust system is adequate to expel gases

• Be sure the unit and its surroundings are well ventilated.

• Do not run the generator set or engine unless the boat is

• For additional information refer to ABYC T-22

• Do not use copper

• Do not install exhaust outlet where exhaust can be drawn

• Although diesel engine exhaust gases are not as toxic as

AVOID

EXHAUST

A

WARNING:

discharged from the engine. Check the exhaust system regularly for leaks and make sure the exhaust manifolds/water-injected elbow

Run blowers when running the generator set or engine.

equipped with a functioning marine carbon monoxide detector that complies with ABYCA-24. Consult your boat builder or dealer for installation detectors.

(educational information on Carbon Monoxide).

A

WARNING:

odorless nausea

gas.

or

death!

fumes can rapidly destroy copper

systems. Exhaust sulfur causes rapid deterioration copper tubing resulting in exhaust/water leakage.

through portholes, vents, or air conditioners. exhaust discharge outlet enter the exhaust discharge outlet and close or restrict the flow

of

exhaust. Avoid overloading the craft.

exhaust fumes from gasoline engines, carbon monoxide gas is present in diesel exhaust fumes. symptoms poisoning are:

Vomiting Inability to think coherently Dizziness Headache Nausea

MOVING

GASES

Carbon

Inhalation

or

signs

Throbbing in temples Muscular twitching Weakness and sleepiness

monoxide

produces

tUbing

in diesel exhaust systems. Diesel

is

near the waterline, water could

of

carbon monoxide inhalation or

PARTS

(CO)

is a deadly

is

securely attached.

of

approved

(CO)

is

an

invisible

flu-like

tUbing

symptoms,

in exhaust

If

Some

of

the engine

the

gas!

of

• 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. off at once with water. Acid may splash on the skin or into the eyes inadvertently when removing electrolyte caps.

If

it comes in contact with your skin, wash it

A

WARNING:

or

death!

• Do not service the engine while it is running. 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

Rotating

parts

can

cause

injury

If

a

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 when the engine be caught in these rotating parts.

HAZARDOUS

A

WARNING:

of

the drive shaft and the transmission coupling

is

running; hair and clothing can easily

NOISE

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:

mentally

or

00

not

physically

work

on

machinery

incapaCitated

by

when

fatigue!

you

are

ABYC, INSTALLING

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

NFPA

"Fire Protection Standard for Motor Craft" Order

USCG "USCG 33CFR183"

Order

NFPA

AND

USCG

PUBLICATIONS

DIESEL

from:

ABYC 3069 Solomon's Island Rd. Edgewater,

from:

NFPA 11

Tracy Drive Avon Industrial Avon,

from:

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

MD

(National Fire Protection Association)

MA

02322

(United States Coast Guard)

ENGINES

21037

Park

Printing Office

FOR

OPERATORS

Many

of 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

Preparations to install an engine should begin with a

thorough examination Council's (ABYC) standards. These standards are a combination

Sections

H-2 Ventilation P-l P-4 Inboard Engines E-9 DC Electrical Systems

All installations must comply with the Federal Code

Regulations (FCR).

MANUAL

the preceding safety tips and warnings are repeated

ENGINE

of

the ABYC standards

Exhaust Systems

AND

GENERATOR

of

the American Boat and Yacht

sources including the USCG and the NFPA.

of

INSTALLATIONS

particular interest are:

of

Engines & Generators

...

III

INSTALLATION

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

CODES

Strict federal regulations, ABYC guidelines, and safety codes must be complied with when installing engines and generators in a marine environment.

AND

REGULATIONS

SIPHON-BREAK

For

installations where the exhaust manifold/water injected exhaust elbow

or

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

the water line

flooding

If

you have any doubt about the position

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

siphon-break.

NOTE:

operation. Failure to properly maintain a siphon-break can result in catastrophic engine damage. Consult the siphon-break manufacturer

EXHAUST

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

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

exhaust

manifold/water injected exhaust elbow is

of

the vessel will result in raw water damage to the engine

of

the vessel.

of

the water-injected exhaust elbow relative

A siphon-break requires periodic inspection and cleaning to ensure proper

near

or

below the loaded

for

proper maintenance.

SYSTEM

is

and

possible

install a

close to

AVAILABLE YOUR

WESTERBEKE

DEALER

FROM

A detailed 40 page Marine Installation Manual covering gasoline and diesel, engines and generators, is supplied with every unit.

Engines & Generators

iv

TABLE

OF

CONTENTS

Parts

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

2

Engine

Adjustments

(cont.)

Introduction

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

3

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

Fuel,

Engine

Oil

and

Engine

Coolant..

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

.5

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

Preparations

for

Initial

Start-Up

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

6

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

Digital

Control

Panel

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

7

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

Generator

Break-In

Procedure

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

9

Spill Timing ....................................................... 26

Daily

Routine

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

9

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

Maintenance

Schedule

(Chart)

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

10

Glow

Plugs .................................................. 27

Fuel

System

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

12

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

Cooling

System

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

13

Engine

Troubleshooting

(Chart)

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

29

Fresh Water Cooling Circuit.. ..................... .14

Alternator

Testing

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

31

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

Battery Care ................................................. 33

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

Shore

Power

Connections

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

.34

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

Generator

Information

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

35

Raw Water Intake

Strainer ..........................

15

7.6Kw

Generator

Single

Phase

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

36

Raw Water Cooling System ........................ 16

Circuit Breaker ............................................ 36

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

Troubleshooting .......................................... .37

Raw Water

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

No Load Voltage Adjustment ...................... 38

Engine

Lubricating

Oil

.....

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

17

Residual Voltage Check ............................... 39

Engine

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

Bridge Rectifier ..........................................

.40

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

18

Exciter Rotor Field .....................................

.41

Starter

Motor

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

19

Measuring Resistance ......

, .......................... .42

Troubleshooting ...........................................

2,0

Generator

Specifications

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

.21

Voltage Connection Terminal ..................... .42

Lay-up

and

Recommissioning

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

.43

Wiring

Diagram

#52441..

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

22

Power

Take-Off

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

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

45

Engine

Adjustments

.....

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

23

Metric

Conversion

Data

(Chart)

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

.46

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

Suggested

Spares

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

.47

Torquing the Cylinder Head Bolts .............. 23

Engines & Generators

1

INJECTION

THERMOSTAT

ASSEMBLY

DRIVE

BELT

COVER

Oil

PRESSURE

SENSOH--.?

......

ZINC

FRONT

7.6KW

GENERATOR

PARTS

IDENTIFiCATION

HEAT

EXCHANGER

COOLANT

PRESSURE

CAP

-.......""...

AIR

REAR

MOUNTS

Engines & Generators

2

"nlllll:""rlnll

FOR

SIPHON

BREAK

~--STARTER

MOTOR

LEFT SIDE

RAW

WATER

PUMP

RIGHT

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 techmcal

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

submittil;lg

the

Warranty

Regiitry

form

you

have not received a customer identification

card

registering your

warranty,

please contact the

factory

in

writing

with

model

information, including the umt's

serial

number

and

commission

date.

Customer

Identification

Card

, """,WESTERBEKE

I Engines & Generators

Customer Identification MR.

GENERATOR

OWNER

MAIN

STREET

HOMETO'WN,

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

WARRANTIES

OR

REPRESENTATIONS

WITH

RESPECT

THERETO,

INCLUDING

ACCURACY,

TIMEliNESS

OR

COMPLETENESS

THEREOF

AND

W/ILIN

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

ofWESTERBEKE

product

software

and

the

unavoidable

existence of earlier

WESTERBEKE

manuals.

In

summation,

product

software

provided

with

WESTERBEKE

products,

whether

from

WESTERBEKE

or

other

suppliers,

must

not

and

cannot

be relied

upon

exclusively

as

the

definitive

authority

on

the respective

product.

It not

only

makes

good

sense

but

is

imperative

that

appropriate

representatives

of

WESTERBEKE

or

the

supplier

in

question

be

consulted

to

determine

the

accuracy

and

currentness

of

the

product

software

being

consulted

by

the

customer.

NOTES,

CAUTIONS

AND

WARNINGS

As

this

manual

takes

you

through

the

operating

procedures,

maintenance

schedules,

and

troubleshooting

of

your

marine

engine,

critical

inforrr..ation

will

be

.highlighted

by

NOTES,

CAUTIONS,

and

WARNINGS.

An

explanation

follows:

NOTE:

An operating

procedure

essential

to

note.

A

CAUTION:

Procedures,

which

if

not

strictly

observed,

can

result

in

the

damage

Dr

destruction

of

your

engine.

A

WARNING:

Procedures,

which

if

not

properly

followed,

can

result

in

personal

injury

or

loss

of

life.

Engines & Generators

3

INTRODUCTION

SERIAL

NUMBER

LOCATION

The

engine

and

generator

serial

numbers

and

model

numbers

are

located

on a decal

on

the

generator

housing.

Take

the

time

to

enter this infonnation

on

the

illustration

of

the

name-

plate

shown

below,

as

this

will

provide a quick

reference

when

seeking

technical

information

andlor

ordering

repair

parts.

..

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

..

The

engine

serial

number

can

also

be

found

stamped

into

the

engine

block

just above

the

injection

pump.

The generator

serial

number

is

stamped into

the

generator

housing

on

the

fiat

surface

on

the

left side of

the

generator.

An

identification

plate on

the

engine

manifold

also

displays

the

engine

model

and serial

number.

NOTE:

A

carbon

monoxide

warning

decal

has

been

provided

by

WESTERBEKE.

AffIX

this

decal

in

a

visible

position

in

the

engine

room.

UNDERSTANDING

THE

DIESEL

ENGINE

The

diesel

engine

closely

resembles

the

gasoline

engine,

since

the

mechanism

is

essentially

the

same.

The

cylinders

are

arranged

above a closed

crankcase;the

crankshaft

is

of

the

same

general

type

as

that

of a

gasoline

engine,

and

the

diesel

engine

has

the

same

type

of

valves,

camshaft,

pistons,

connecting

rods

and

lubricating

system.

Therefore,

to a great

extent, a diesel

engine

requires

the

same

preventive

mainte)1ance

as a gasoline

engine.

The

most

in1portant

factors

are

proper

ventilation

and

proper

maintenance

of

the

fuel,

lubricating

and

cooling

systems.

Replacement

of

fuel

and

lubricating

filter

elements

at

the

tin?e

periods

specified

is a must,

and

frequent

checking

for

contamination

(that

is

water,

sediment,

etc.)

in

the

fuel

sys-

tem

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

replaced

by a single

component -the

fuel

injection

pump -which

performs

the

function

of

both.

ORDERING

PARTS

Whenever

replacement

parts

are

needed,

always

provide

the

generator

model

number,

engine

serial

number,

and

generator

serial

number

as

they

appear

on

the

silver

and

black

name-

plate

located

on

the

generator

end.

You

must

provide

us

with

this

information

so

we

may

properly

identify

your

generator

set.

In

'addition,

include a complete

part

description

and

part

number

for

each

part

needed

(see

the

separately

furnished

Parts

List).

Insist

upon

WES1ERBEKE

packaged

parts

because

will

fo

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

engine.

Your

local

WESTERBEKE

dealer

will

assist

you

in

preparing

an

inventory

of

spare

parts.

See

the

SPARE

PARTS

page

in this

manual.

For

engine

accessories,

see

WESTERBEKE'S

ACCESSORIES

brochure.

INSTALLATION

MANUAL

Publication

#43400

provides

detailed

information

for

installing

generators

and

is

available

at

your

WES1ERBEKE

dealer.

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,

CH4

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

engi4e

oil

to

mIx.

Each

brand

contains

its

own

additives;

additives

of

different

brands

could

react

in

the

mixture

to

produce

properlies

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

antifreeze should be

premixed

before

being poured into

the

cooling

circuit.

NOTE:

Look for 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 GASOLINE Engines: Specification

#ASTM

4656.

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

A coolant recovery tank kit

is

supplied

with

each

generator.

The purpose of

this

recovery tank is

to

allow

for

engine

coolant expansion

and

contraction

during

engine

operation,

without

the

los!';

of coolant

and

without introducing air into

the

cooling

system.

Engines & Generators

5

PREPARATIONS

FOR

INITIAL

START-UP

PRESTARTINSPECTION

Before starting your generator

set

for

the

first

time

or after a

prolonged

layoff,

check

the

following

items:

• Make certain

the

cooling water thru-hull petcock

is

open.

•

Check

the

engine

oil

level:

add

oil

to

maintain

the

level

at

the

full

mark

on

the dipstick.

• Check

the

fuel

supply

and

examine

the

fuel

filter/separator

bowls

for

contaminant's.

• Check

the

DC

electrical

system.

Inspect

wire

connections

and

battery cable connections. .

•

Check

load

leads

for correct connection

as

specified in

the

wiring

diagrams.

• Examine air inlet

and

outlet

for

air

flow

obstructions.

•

Be

sure

no

other

generator or utility power

is

connected

to

load

lines.

•

Be

sure

that

in

power systems

with

a neutral line that

the

neutral

is

properly

grounded

(or

ungrounded)

as

the

system requires, and that the generator

neutral

is

properly

connected

to

the

load

neutral.

In

single phase

systems

an

incomplete or open neutral

can

supply

the

wrong

line-to-

neutral

voltage

on

unbalanced

loads.

•

Visually

examine the

unit.

Look

for loose

or

missing

parts, disconnected wires, unattached

hoses,

and

check

threaded

connections. Search

for

any

gasoline

leaks.

WAIT

FOR

THE

ENGINE

TO

COOL

BEFORE

REMOVING

THE

RADIATOR

CAP

~~E~~oJ8::~~ur~RC:p,

TO

LIfTOFF

FROM

COOLANT

RECOVERY

TANK

all

DIPSTICK

A

CAUTION:

When

starting

the

generator,

it

is

recommended

that

al/

AC

loads,

especially

large

motors,

be

switched

OFF

until

the

engine

has

come

up

to

speed

and,

in

cold

climates,

starts

to

warm

up.

This

precaution

will

prevent

damage

caused

by

unanticipated

operation

of

the

AC

machinery

and

will

prevent a cold

engine

from

stalling.

• Check

the

coolant

level

in

both

the

plastic

recovery

tank

and

at

the

manifold.

NOTE:

After

the

initial rwming

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

oj

air.

After

shutdown

and

after

the

engine

IuJs

cooled,

the coolant

from

the

recovery

tank will be

drawn

into

the

engine's

cooling

system

to

replace

the purged

air.

STOP

BOLT

ADJUSTMENT

SPEED

ADJUSTMENT

FACTORY

SET

Engines & Generators

6

DIGITAL

CONTROL

PANEL®

NOTE:

DUling

operation

the color

of

the

LCD

display

may

vary.

Caused

by

heat, this is nomzal

CONTROL

BOX

8

AMP

FUSE

PROTECTS

THE

PANEL

ELECTRONICS

FROM

A

HIGH

AMP

LJVL,nLLlJ~U

INDICATOR

LIGHTS

--l----;-

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:

Engines &

Generators

Pre Heating ......

7 Seconds

Waiting

for

operator

Press start

to

engage generator

Cranking ..... .

RUN

SEQUENCE

As

the

display cycles thru the engine functions, the speed

will

come

up

to

1800

rpms-60Hz (1500 rprns-50Hz) and

the

oil pressure

and

engine coolant

will

rise

to

their normal

readings. The functions will cycle in

the

following

sequence:

I

Engine Speed

.

Coolant Temperature

1800

RPM

172F

I

l

I

! !

I

0 2500

0

300

SCROLL

I

SCROLL

.

START

BUTTON

LIGHT

Battery Voltage

13.5

VI?C

o 30

SCROLL

Engine Hours

3.8

HOURS

SCROLL

LOCK

no

cause

for

concern.

UPARROW

SCROll

LOCK

DOWN

ARROW

Oil Pressure

40

PSI

o 100

SCROLL

Coolant Temperature

172F

o

300

" LpCK·

To

stop

the

continuing sequence, press the SCROLL

WCK

button. This enables the operator

to

monitor a single function

for any length

of

time.

The

word

LOCK

will

appear

in

the

comer.

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

PRIMING

Use

the

PRIME button

on

the digital control panel

to

purge

air and bring

fuel

back into the

fuel

lines after performing

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

THE

DISPLAY

•

WILL

GO

BLANK

Engine Shutdown I

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

HZ)

SWITCH

#1

ON

THE

CONTROL

PANEL

ECU

BOARD

MUST

BE

SWITCHED:

ON

FOR

50

HZ

AND

OFF

FOR

60

HZ.

CONTROL

BOX

INTERNAL

COMPONENTS

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 milli-amps

for

each display.

This can be as much

as 72 amp-hours in a

I1wnths

time with no generator use. It is nat necessary to be concerned with this slight amperage draw during

IlOTIlIal

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 boxJor a WESTERUNK system.

NOTE:

Keep

in

mind that the Westerbeke generator may

-be

the DC power supply

for

the vessel's NMEA-2000 network.

8

Examples:

Failure

Light

is

red.

Goo/ant

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

BCU.

Once

the

problem

is

corrected

and

the

generator

is

restarted,

the

LCD

display

will

begin

cycling

again._

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

perfolIDance

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.

Mter 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

govemed

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

rnnning

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

(HERTZ)

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

houlIDeter

reading

in

your log (engine hours

relate

to

,he 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

abnonnal 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

rnnning

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

iong

periods

of

lime

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.

Engines & Generators

9

SCHEDULED MAINTENANCE

Fuel

Supply

Fuel/Water

Separator

Engine

Oil

Level

Coolant

Level

Drive

Belts

MAINTENANCE

SCHEDULE

A

WARNING:

Never

attempt

to

pedorm

any

service

while

the

engine

is

running.

Wear

the

proper

safety

equipment

such

as

goggles

and

gloves,

and

use

the

correct

tools

for

each

job.

/)isconnect

the

battery

terminals

when

servicing

any

of

the

engine's

DC

electrical

equipment.

NOTE:

Many

of

the

following maintenance jobs

are

simple

but others

are

more

difficult and

may

require

the expert

knowledge

of a service

mechanic.

CHECK

HOURS

OF

OPERATION

EACH

EXPLANATION

OF

SCHEDULED

DAY

50

100

250

500

750

1000

1250

MAINTENANCE

0

Diesel

No.2

rating

of

45

cetane

or

higher.

0

Check

for

water

and

dirt

in

fuel

(drain/replace

filter

if

necessary).

I

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.

Visual

Inspection

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 Filte

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

Initial

engine

oil & filter

change

at

50

hrs.,

then

change

both

every

100

hours.

Generator

0 0 0 D 0

0

r:::J

Check

that

AC

connections

are

clean

and

secure

with

no

chafing.

See

GENERATOR

SECTION

for

additional

information.

Heat

Exchanger

Zinc

Anode

0 0 D 0 0 0

0

Inspect

zinc

anode,

rep

late

if

needed,

clear

the

heat

exchanger

end

of

zinc

anode

debris.

Fuel/Water

Separator

0 0 0

[J

C 0

Change

every

200

hours.

Sea

Water

Pump

0

CI

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

SCHEDULED

MAINTENANCE

Raw

Water

Pump

Coolant

System

Electric

Fuel

Lift

Pump

Fuel

Filter

Alternator

*Fuellnjectors

*Starter

Motor

*Preheat

Circuit

*Engine

Cylinder

Compression

*Torque

Cylinder

Head

Hold-down

bolts

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

EACH

EXPLANATION

OF

SCHEDULED

DAY

50

100

250

500

750

1000 1250

MAINTENANCE

0 0 0

Remove

the

pump

cover

and

inspect

impeller,

gas-

ket,

cam

and

cover

for

wear.

Check

the

bearings

and

seals

(the

shaft

can

turn,

but

not

wobble).

Lubricate

when

reassembling.

0

Drain,

flush,

and

refill

cooling

system

with

appropriate

antifreeze

mixture

compatible

with

various

cooling

systern

metals.

0

.

0 0

0

Periodically

check

the

wiring

connections

and

inspect

the

fuel

line

connections.

0 0 0 0 0

Replace.

0

i

0

Check

DC

charge

from

alternator.

Check

the

mounting

bracket;

tighten

electrical

connections.

0

Check

and

adjust

injection

opening

pressure

and

spray

condition

(see

ENGINE

ADJUSTMENTS).

D

0

Check

solenoid

and

motor

for

corrosion.

Remove

and

lubricate.

Clean

and

lubricate

the

starter

motor

pinion

drive.

C 0

Check

operation

of

preheat

solenoid.

Remove

and

clean

glow

plugs;

check

resistance

(4-6

ohms).

Reinstall

with

anti

seize

compound

on

threads.

0 0

Check

compression

pressure

and

timing

(see

Engine

Adjustments).

0

D 0

At

first

50

hours,

then

every

500

hours

(see

ENGINE

ADJUSTMENTS).

*

Adjust

the

Valve

Clearances

0

D

0

=

Adjllst

Valve

Clearances

*Heat

Exchanger

0

"WESTERBEKE

recommends

this

service

be

performed

by

an

authorized

mechanic.

(see

ENGINE

ADJUSTMENTS).

Remove,

have

professionally

cleaned

and

pressure

tested.

NOTE:

When

servicing! changing DC components.

The DC power

must

be

turned

off using

either the DC breaker or the battery switch.

CAUTION

(WESTERLINK

or

NMEA-2000):

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

of

amperage (milU-amps) from the

generator's starting battery when the unit is in a static state. This maybe

as

much ds 50 milli-amps

for

the system ECU

and

50

milli-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 seasolUll 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 may be DC power supply

for

the vessel:y NMEA-2000 network.

Engines & Generators

11

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 thc retainer ring

on

carefully

so

as

not

to

cross thread. When retainer contacts the

"0"

ring, tighten

114

-

112

turns

by

hand. Open the fuel

supply and run the engine to inspect for leaks.

THE

O-RING

GASKET

ONLY

NEEDS

TO

BE

REPLACES

IF

IT

SHOWS

SIGNS

OF

AGING.

FUEL

FILTER

·RING

LIGHTLY

WIPE

WITH

CLEAN

FUEL

Engines & Generators

12

COOLING

SYSTEM

DESCRIPTION

Westerbeke marine diesel engines are designed and equipped for fresh water cooling. Heat produced in the engine by combustion and friction

is

transferred to fresh water coolant which circulates throughout the engine. This circulating fresh water coolant cools the engine block, 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

EXHAUST

"-...~

----

COOLING

CIRCUIT

DIAGRAM

(TYPICAL)

FRESH

WATER

¢

RAWWATER.

-----

---

fresh water coolant flows around the tubes; engine heat transferred to the fresh water coolant is conducted through the tube walls to the raw water which is then pumped into the exhaust system where finally it is discharged overboard. In other words, the engine is cooled by fresh water coolant, this coolant is cooled by raw water, and the raw water carries the transferred heat overboard through the exhaust system. The fresh water coolant and raw water circuits are independent

of each other. Using only fresh water coolant within the engine allows the cooling water passages to stay clean and free from harmful deposits.

---

NOTE:

KEEP

PASSAGE

THROUGH

THE

MANIFOLD

CLEAR

(A

PIPE

CLEANER

WORKS

WELL).

~

NOTE:

AN

ANTI-SIPHON

-

",

VALVE

MAY

BE

REQUIRED

\.

Engines & Generators

13

COOLING

SYSTEM

FRESH

WATER

COOLING

CIRCUIT

NOTE:

Refer

to

the

ENGINE

COOLANT

section for

the

rec-

ommended antifreeze and water mixture

to

be

used

as

the

fresh water

coolant.

Fresh water coolant

is

pumped through the engine

by

a

circulating

pump,

absorbing heat

from

the

engine.

The

coolant

then

passes through the thermostat into

the

manifold,

to

the

heat exchanger where it

is

cooled, and returned

to

the

engine block via the suction side of the circulating

pump.

When

the engine

is

staJ.1ed

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

thennostat 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

COOLANT

RETRACTION

NOTE:

Periodically check

the

condition

of

the

manifold

pressure

cap.

Ensure

the upper and lower rubber seals

are

in

good

condition.

Check

to

ensure

the

vacuum

valve opens and

closes

tightly.

Cany a

spare

cap.

Check also

to

ensure

the

coolant passage

is

clear

so

coolant within

the

system

is

able

to expand and contract

SEAL

to

andfrom

the

coolant 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 o/the engines manifold.

CHANGING

COOLANT

The engine's coolant

must

be

changed

according

to

the

MAINTENANCE

SCHEDULE.

lfthe

coolant

is

allowed

to

become contaminated,

it

can

lead

to

overheating

problems.

A

CAUTION:

Proper

cooling

system

maintenance

is

critical; a substantial

number

of

engine

failures

can

be

traced

back

to

cooling

system

corrosion.

Drain

the

engine coolant

by

removing

the

drain

plug-on

the

engine block

and

opening

the

manifold

pressure

cap.

Flush

the

system

with

fresh

water,

then

reinstall the

drain

and

start

the refill

process.

NOTE:

The

drain

petcock

on

the

heat exchanger

should

also

be

used

to

help

drain

engine

coolant.

I I

COOLANT

DRAIN

ALLEN

HD

PLUG

6MM

V-,

OIL

FILTER

j

Refilling

the

Coolant

C'1

~

After replacing the engine block

c'Irain

plug,

close

the

heat

exchanger'S coolant

petcock.

Then

run

the

engine

at

idle

and

slowly pour clean, premixed coolant into the

manifold.

Monitor the coolant

in

the

manifold

and

add

as

needed.

Fill

the manifold

to

the filler neck

and

install the

manifold

pressure

cap.

Remove the cap

on

the coolant recovery

tank

and

fill

with

coolant mix to halfway between

LOW

and

MAX

and

replace

the cap.

Run

the engine

and

observe

the

coolant

expansion

flow

into the recovery

tank.

After checking

for

leaks,

stop

the engine

and

allow

it

to

cool.

Coolant should

draw

back

into the cooling

system

as

the

engine cools

down.

Add

coolant

to

the

recovery

tank

if

needed and check the coolant in the manifold.

Clean

up

any

spilled coolant.

AIR

INTAKE/COOLING

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

perform

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

thennostat

prevents

coolant

from

flowing

(some

coolant

is

by-passed

t,brough

a

hole

in

the

thennostat to prevent

the

exhaust

manifold

from

overheating).

As

the

engine

warms

up,

the thennostat

gradually

opens.

The

thermostat

is

accessible

and

can

be

checked,

cleaned,

or

replaced

easily.

Carry

a

spare

thermostat

and

gasket

Replacing

the

Thermostat

Remove

the

cap

screws

and

disassemble

the

thennostat

housing

as

shown.

"'hen

installing

the

new

thennostat

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

nonnai

temperatures

and

that

there

are

no

leaks

at the thermostat

housing.

RAW

WATER

INTAKE

STRAINER

NOTE:

Always

install

the

strainer

at

or

below

the

waterline

so

the

strainer

will

always

be

self-priming.

A

clean

raw

water

intake

strainer

is

a

vital

component

of

the

engine's

cooling

system.

Include a visual

inspection

of

this

strainer

when

making

your

periodic

engine

check.

'The

water

in

the

glass

should

be

clear.

Perform

the

following

maintenance

after

every

100

hours

of

operation:

1. Close the

raw

water seacock.

2.

Remove

and

clean

the

strainer

filter.

3. Clean

the

glass.

4.

Replace

the

washer

if

necessary.

5.

Reassemble

and

install

the

strainer.

6.

Open the seacock

..

7. Run

the

engine

and

check

for

leaks.

NOTE:

Also

follow the

above

procedure

after

having

run

luzrd

aground.

If

the

engine

temperature

gauge

ever

shows a higher

than

normal

reading,

the

cause

may

be

that

silt,

leaves

or

grass

may

have

been

caught

up

in

the

strainer,

slowing

the

flow

of

raw

water

tl.trough

the

cooling

system.

WASHER

AIR

BLEED

PETCOCK

FOR

PUSHING

AIR

FROM

THE

COOLING

SYSTEM

GASKET

USE

HI-

TACK

SEALANT

THERMOSTAT

ASSEMBLY

SENDOR

STRAINER

_...-,.

....

r

FIl;TER

i..)..l::,.=-

""'l'-O-LI

r

.,

~--~

TYPICAL

RAW

WATER

STRAINER

INCOMING

RAW

WATER

SEACOCK

(OWNER

INSTALLED)

Engines & Generators

15

INSPECT

AND

CLEAN

EVERY

100

HOURS

COOLING

SYSTEM

RAW

WATER

COOLING

CIRCUIT

The

raw

water

flow

is

created by a positive displacement

impeller

pump.

TIus

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

nllxture

of

exhaust

gas

and

raw

water

is

driven

through

the

stern 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

interna1

engine is conducted

to

the

raw

water which is then pumped into the exhaust system and discharged.

The

engine coolant

(now

cooled)

flows

back

through the engine and the circuit repeats itself.

NOTE:

Operating

in

silty and/or

tropical

waters

may

require

that a heat exchanger

cleaning

be

perfonned

more

often

then

every

1000

hours.

HEAT

EXCHANGER

CLEAN

OUT

BOTH

ENDS

ZINC

ANODE

'.lii!L

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

_-RAW

WATER

DRAIN

CLEAN

OUT

DEBRIS

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;

not that

of

the

engine.

NOTE:

The

threads

of

the

zinc

GJwdes

are

pipe

threads

and

do

not

require

sealant.

Sealant should not

be

used

as

it

may

insulate

th~

zinc

from

the

metal

of

the

heat exchanger

housing

preventing electrolysis

action

on

the

zinc.

RAW

WATER

PUMP

The

raw

water

pump

is

a self-priming, rotary

pump

with

a

non-ferrous housing and a Neoprene

impeller.

The impeller

has

flexible

blades which

wipe

against a curved

cam

plate

within the impeller housing, producing the pumping

action.

On

no account should this pump be

run

dry.

There

should

always

be

a spare impeller and impeller cover

gasket

aboard

(an

impeller kit).

Raw

water pump impeller

failures

occur

when

lubricant

(raw

water)

is

not present

during

engine

operation.

Such

failures are not warrantable,

and

operators

are

cautioned

to

make sure raw water

flow

is

present

at

start-up.

The

raw

water pump should

be

inspected

periodica1ly

for broken

or

torn impeller blades. See

MAINTENANCE

SCHEDULE.

NOTE:

Should

a failure

occur

with

the

pumps

internal

parts

(seals

and

bearings),

it

may

be

more

cost

efficient

to

purchase a new

pump

and

rebuild

the

original

pump

as

a

spare.

Changing

the

Raw

Water

Pump

Impeller

Close the

raw

water intake valve.

Remove

the

pump

cover

and,

using

an

impelleJ;'

puller,

screw drivers, or

pliers,

carefully pry

the

impeller out of the

pump.

Insta1l

the

new

impeller

and

gasket.

Move the blades to confonn

to

the

curved cam plate

and

push the impeller into the

pumps

hous-

ing.

When

assembling,

apply

a thin

coating

of lubricant

to

the

impeller

and

gasket. Qpen the

raw

water intake

va1ve.

A

CAUTION:

If

any

of

the

vanes

have

broken

off

the

impeller,

they

must

be

found

to

prevent

blockage

in

the

cooling

circuit.

They

often

can

be

found

in

the

heat

exchanger.

INSPECTION:

CHECK

THE

BASE

OF

EACH

BLADE

BY

BENDING

VIGOROUSLY.

REPLACE

THE

IMPELLER

IF

THERE

ARE

ANY

CRACKS.

LIGHTLY

GREASE

THE

PUMP

CHAMBER,

a-RING,

AND

IMPELLER

WITH

GLYCERIN.

INSPECT

THE

a-RING

AND

fMPELLER.

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

drain hose (attached

to

the front of

the

engine)

while

the

engine

is

warm.

Drain

the

used

oil

completely,

replace

the

hose

in

its

bracket,

and

replace

the

end

cap

securely.

NOTE:

Thread

size

for the lube oil

drain

hose

capped end

is

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

exhanst,

filling

the

engine.

This

problem

is

often

caused

by

the absence of

an

anti-siphon

valve,

its

poor location or lack of maintenance.

2.

Replacing the Oil

Filter.

When

removing

the

used

oil

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

plUtch

this hole without first

loosening

the

filter

to

mdke

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

SENDOR

OIL

PRESSUm;--1Io-::rfm"~

SWITCH

Oil

FIlTER

Oil

PRESSURE

RELIEF

VALVE

OIL

PUMP

When

installing

the

new

oil

filter

element,

wipe

the

filter

gasket's sealing

surface

on

the bracket

free

of

oil

and

apply a

thin

coat of

clean

engine

oil

to

the

rubber

gasket

on

the

new

oil

filter.

Screw

the

filter

onto

the

threaded

oil

filter

nipple

on

the

oil

filter

bracket,

and

then

tighten

the

filter

firmly by

hand..

NOTE:

The

engine

oil

is

cooled by

engine

coolant

flowing

through

passages

in

the

oil

filter

bracket

housing

assembly.

A

WARNING:

Used

engine

oil

contains

harmful

contaminants.

Avoid

prolonged

skin

contact.

Clean

skin

and

nails

thoroughly

using

soap

and

water.

Launder

or

discard

clothing

or

rags

containing

used

oil.

Discard

used

oil

properly.

NOTE:

Generic

filters

are

not

recommended,

as

the

material

standards

or

diameters

of

important

items

on

generic parts

might

be

entirely

different

from

genuine

parts.

Immediately

after

an

oil filter

change

and

oil

fill,

run

the

engine

to

make

sure

the

oil

pressure

is

normal

and that

there

are

no

oil leaks

around

the

new

oil

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

BMM

(17116'?

SOCKET

TO

DRAIN

THE

OIL

OR

PUMP

THE

WARMED

OIL

UP

THRU

THE

HOSE.

FOR

EXTENSION

114"

NPT

Engines & Generators

17

REMOTE

OIL

FILTER

(OPTIONAL)

REMOTE

OIL

FILTER

KIT

PN#040078

INSTALLATION

This

popular

accessory

is

used

to

relocate

the

engine's

oil

fil-

ter

from

the

engine

to a more

convenient

location

such

as

an

c-ngine

room

bulkhead.

NOTE:

Refer

to

ENGINE

OIL

CHANGE

in

this

manual

for

instructions

on

removing

the oil

filter.

'ifb

install,

snnply

remove

the

engine

oil

filter

and

thread

on

WESTERBEKE's

remote

oil

filter

kit

as

shown.

Always

install

this

kit

with

the

oil

filter

facing

down

as

illustrated.

Contact

your

WESlERBEKE

dealer

for

more

information.

APPLY A THIN

COAT

OF

CLEAN

OIL

TO

THE

O-RING

WHEN

INSTALLING

THIS

KIT.

THREAD

THE

KIT

ON,

THEN

HAND

TIGHTEN

AN

ADDmONAl3f4

TURN

AFTER

THE

O-RING

CONTACTS

THE

BASE.

NOTE:

Westerbeke

is

not

responsible

for

engine

failure

due

to

incorrect

installation

of

the

Remote

Oil

Filter.

A

CAUTION:

H is

vital

to

Install

the

oil

lines

cor-

rectly.

If

the

011

flows

In

the

reverse

direction,

the

by-

pass

valve

in

the

filter

assemhly

will

prevent

the

oil

from

reaching

the

engine

causing

an

Intemal

engine

failure.

If

there

Is

no

oil

pressure

reading,

shutdown

Immediately

and

check

the

hose

.conrnec~tiollS.

FASTEN

SECURELY

TO

A

(SCREWS

ARE

OWNER

THE

IN

CONNECTION

HOSE

MUST

ATTACH

TO

THE

OUT

CONNECTION

AT

THE

OUT

CONNECTION

MUST

ATTACH

TO

THE

IN

CONNECTION

ATTHE

REMOTE

OIL

FILTER.

-oE---RI'Mnn:

OIL

FilTER.

Engines & Generators

18

APPLY A THIN

COAT

OF

CLEAN

OIL

TO

THE

FILTER

GASKET

WHEN

INSTALLING.

AFTER

THE

RLTER

CONTACTS

THE

BASE,

TIGHTEN

IT

AN

ADDITIONAL

STARTER

MOTOR

DESCRIPTION

The

starter is a

new

type, small, light-weight

and

is called a

high-speed internal-reduction starter.

The

pinion shaft is separate from the motor shaft; the pinion slides only on the pinion shaft. A reduction gear is installed between

the

motor

shaft and a pinion shaft.

The

pinion sliding part is not

exposed outside

the

starter so that the pinion

may

slide

smoothly without becoming fouled with dust and grease.

The

motor

shaft is supported

at

both ends on ball bearings.

The

lever

mechanism, switch and overrunning clutch inner circuit

are

identical to conventional ones.

TERMINALS

--~

MOTOR

TYPICAL

STARTER

MOTOR

REFER

TO

THE

WIRING

DIAGRAM

IN

THIS

MANUAL

TROUBLESHOOTING

SOLENOID

A

WARNING:

The

following

emergency

starting

procedures

must

not

be

used

with

gaSOline

engines.

Sparks

could

cause

an

explosion

and

fire.

Prior

to testing,

make

certain the ships batteries are

at

full

charge and that

the

starting system wiring connections

(terminals) are clean and tight. Pay particular attention to

the

ground wire connections

on

the engine block.

To

check the wiring, try cranking the starter for a few

seconds, never more than 10 seconds

at

a time, then run your

hand

along the wires and terminals looking for

warm

spots

that indicate resistance. Repair

or

replace any trouble spots.

Using a multimeter, test the voltage between

the

positive

terminal stud

on

the start solenoid and the engine block

(ground).

If

you

read

12

volts,

the

starter

is

faulty.

IGNITION

TERMINAL

~~---(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

nothing

happens,

the

starter

motor

is

probably

faulty.

SOLENOID

IGNITION TERMINAL

">

~

If

nothing

happens

at

all,

the

solenoid

is

not

getting

current..

Check the battery isolation switch and inspect the wiring connections. it is also possible that the solenoid is defective.

A

WARNING:

There

will

be

arching

and

sparks

will

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 & Generators

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

~/

(+)

POSITIVE

~]TERMINAl

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

TERMINAL

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.

A

WARNING:

There

will

be

arching

as

the

full

starting

current

should

be

flowing

thru

the

blade

of

the

screwdriver.

If

the

starter

spins, the solenoid is fanlty.

If

the

starter

fails to spin,

the

motor

is probably faulty.

If

no arching occurred, there is no juice reaching the

solenoid.

NOTE:

Starter motors

are

either inertia

type

or

pre-engaged.

In

the

pre-engaged

model,

the

solenoid

also

moves

an

arm

that

engages

the

starter motor to the

flywheel

of

the

engine.

using

a screwdriver

to

bypass

the

solenoid on

such

a starter

will

run

the

motor without engaging

the

flywheeL

Tum

the

starter switch on

to

provide power

to

the

solenoid.

Hopefully

it will

create

enough magneticfieldfor

the

arm

to

move

even

though

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

~~'>J

\

TAP

LIGHTLY

WHERE

.

INDICATED

If

that fails, tum the battery switch on and have a

crew

member turn the ignition on and off rapidly

as

you

tap

again with the hammer., This may loosen the brushes and allow contact to start the engine. When

you

reach a repair

facility,

the starter will need

to

be repaired.

SERVICE

WESTERBEKE uses a standard starter motor

which

can be

serviced or rebuilt at

any

starter motor automotive service

center,

If

replacing the starter

motor,

make certain the

new

motor

is

certified for marine

use.

Automotive starters

do

not meet

USCG standards.

If

in doubt, contact your WESTERBEKE

dealer.

TO

REMOVE

FOR

SERVICE

1. Disconnect the negative battery cable.

2.

If

necessary, remove any components

to

gain

full

access

to the starter

motor.

3. Label and 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

•

7.6KW

ETD

GENERATOR

ENGINE

SPECIFICATIONS

Engine

Type

Aspiration

.

Governor Combustion

Chamber Bore & Stroke Piston

Displacement

Firing

Order

Direction

of

Rotation

Compression

Ratio

Dimensions

Weight

Fuel

Consumption

Inclination

Diesel,

four-cycle,

three-cylinder,

fresh

water-cooled,

vertical

in-line

overhead

valve

mechanism

(11

Hp

at

1800

rpm

maximum)

Naturally

aspi

rated 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

21:1

Height:

20.4

inches

(518.6

mm)

Width:

19.0

inches

(482.6

mm)

Length:

27.6

inches

(518.6

mm)

4071bs

(184.6

kgs)

0.53

gph

(2

Iph)

at

full

rated

load

Continuous

15"

Temporary

250 (not

to

exceed

30

min.)

Generator

Power

Take

Off

1119

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

TIminQ

(spill

timing) Nozzle Fuel

Filter

Air

cleaner

AirFlow (engine

combustion)

398

psi

(28

kg/em')

at

280

rpm

limit

47.2

psi

(3.0

kg/cm')

Intake

Opens

17"

BTDC

Intake

Closes

47"

ABDC

Exhaust

Opens

510 BBDC

Exhaust

Closes

13°

ATDC

15°

±

.5

Intake

45"

Exhaust

45°

1800

rpm

60

Hertz

1500

rpm

50

Hertz

Intake

and

Exhaust

0.010

inches

(0.25

mm)

1920 + 71

-a

psi

(135

+ 5 -0

kg/em')

FUEL

SYSTEM

Open

flow,

self

bleeding -self

priming

No.2

diesel

oil

(cetane

rating

of

45

or

higher)

In-line

plunger

(Bosch

type)

15°±.5

BTDC

Throttle

type

Spin-on

type

Plastic

intake

silencer

30.2

cfm

(0.85

cmm)

ELECTRICAL

SYSTEM

Starting

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)

51

Amp

rated,

belt

driven

12-Volt,

reduction

gear,

1.2

KIN

Glow

plugs,

sheathed

type

±

2%

of

rated

amps

195 -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

irnpeller,

gear-driven

6.5

US

gpm

(25.8Ipm)

(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

Pressure

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/em')

API

Specification

CF,

CG-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.

Reconnectable

single

phase

for

1201240

volts

with

solid

state

voltage

regulator.

120

or

1201240

Volts -60

Hertz

230

Volts -50

Hertz.

±5%

no

load

to

full

load.

±0.05

Hertz

(5%)

no

load

to

lull

toad.

7.6

KW -60

Hertz

(1800

rpm)

120

Volts -31.6

Amps

1201240

Volts -63.1/31.6

Amps

5.7

KW -50

Hertz

(1500

rpm)

230

Volts -24.7

Amps

AC

GENERATOR

(Single

Phase)

Air

Requirements

(60

Hertz)

at

1800

rpm

200

cfm

(5.66

cmm)

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

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ENGINE

ADJUSTMENTS

NOTE:

WESTERBEKE recommends that the following engine adjust-

ments be performed by a competent engine mechanic.

The infonnation

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

serviee

life

of

the

fresh

water pump's

bearing.

A

slack

belt

or

the

presence of

oil

on

the belt can

cause

belt

slipping, resulting in

high

operating temperatures.

The

drive

belt

is

properly adjusted if

the

belt

can

be

deflected

no

less

than

3/8

inch (lOmm)

and

no

more

than

112

inch

(l2mm)

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.

IDLER

SHEAVE

TORQUING

THE

CYLINDER

HEAD

BOLTS

After 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,

loo§crr

it

114

to

112

of a tum and

then

apply the

torque.

Follow

this

proeedure according

to

the

numbered sequence

shown

in

the

illustration

to

the

right.

Bolts #1,

2,

and

3,

(12mm socket)

14

22

ft-Ib

Bolts #4,

5,

6, 7,

8,

(14mm

socket) (54

--

61

ft-Ib)

Rockershaft Hold Down Bolts - 12mm socket

(11 -16

ft-Ib).

CYUNDER

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

cany at least

one

extra

injector

as

a spare should a problem

occur.

Before removing the old injector, clean

the

area

around

the

base of

the

injector

to

help prevent any rust or debris

from

falling

down

into the injector

hole.

If

the injector

will

not

lift

out

easily

and

is held in

by

carbon build-up or the like,

work

the

injector side-to-side

with

the

aid

of

the

socket

wrench

to

free

it,

and

then

lift it out.

The

injector seats in the cylinder

head

on

a copper

sealing

washer.

TIns

washer should be removed with

the

injector

and

replaced

with a new

washer

when

the

new

injector

is

installed.

START

TO

INJECTION

PRESSURE

1988 ± 142PSI

(140 ± 10KG/CM')

NOTE:

Refer

to

the

.fi::!:.el

injector

page

in

this

manual for

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

inclicated

by

the

following:

When

the

generator is

run

at

1800

rpm,

the

AC

voltage

output

frequeucy

is

60 Hertz.

When

the

generator

is

run

at

1500 rpm,

the

AC

voltage

output

frequency is

50

Hertz.

Therefore

to

change

the

generator's

frequency,

the engine

speed

must

be

changed.

To

accomplish

the

frequency

change,

pelform

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

#1

contois

engine speed/generator frequency.

ON

for 50 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. Refer to page 38

of

this manual.

WHEN

CHANGING

THE

GENERATORS

FREQUENCY

(50160

HZ)

SWITCH

11

ON

THE

CONTROL

PANEL

ECU

BOARD

MUST

8E

SWITCHED:

ON

FOR

50

HZ

AND

OFF

FOR

60

HZ.

SWITCHES

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

The

following

instructions

are

for

adjusting

or

replacing

the

actuator.

1. Shut -off the DC power to the

generator.

2.

Disconnect

the

actuator

wires

frOm

fue

wiring

harness.

3. Measure the distance between the actuator and

the

engine

mounting

surface as

shown.

ACTUATOR

ENGINE

MOUNTING

hrnmt--I

SURFACE

MEASURE

FOR

REFERENCE

JAM

NUT

4.

Back-offthe 1

7/16"

jam nut and

unscrew

fue

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

clistance

is

13/16'

to

7/8").

6.

Reconnect the actuator

wires

and test the unit

SCREW/NTO

ORIGINAL

MEASURE

3/16"

TO

7/8"

STANDAilD

NOTE:

For additional

infomw.tion

and

Electronic

Governor

Troubleshooting,

refer

to

your

WESTERBEKE

Service

Manual.

Engines & Generators

24

ENGINE

ADJUSTMENTS

VALVE

CLEARANCE

ADJUSTMENT

NOTE:

Retorque

the

cylinder head bolts before adjusting

the

engine's

valves.

See

TORQUING THE CYLINDER HEAD

BOLTS.

A

WARNING:

Adjust

the

valve

clearance

when

the

engine

Is

cold.

Valves

are

adjusted

by

cylinder

In

the

flf~

Ing

order

of

the

engine.

Tighten

the

cylinder

head

bolts

to

the

specified

torque

before

adjusting

the

valves.

Pull

off the

air

breather pipe from the rocker cover and take

off

the

rocker cover bolts and the rocker cover to expose the

rocker shaft and valve assembly. Remove the glow plugs from each

of

the cylinders to enable

the crankshaft to

be

easily rotated

by

hand to position each

cylinder

for

valve adjustment.

Valves

are adjusted with the cylinder in the piston being

adjusted at

Top

Dead Center (TDC)

of

its compression

stroke. Each cylinder

is

adjusted following the engine's firing

order (1-3-2

for

WESTERBEKE three cylinder engines).

Valve adjustment beginning with cylinder #1. Rotate the

crankshaft slowly and observe the operation

of

the valves

for

cylinder #1.

Watch

for the intake valve

to

open indicating the

piston

is

on it's intake stroke (the piston is moving down in the cylinder). Continue to rotate the crankshaft slowly and look

for

the intake valve to close. This indicates the piston

is

now

starting it's compression stroke (the piston

is

moving

up

in the cylinder towards

IDC).

Align the

IDC

mark on the crankshaft front pulley with the

timing marker

on

the

front gear case cover when positioning

the

#1

Piston at

IDC

of

it's compression stroke. Confirm this

by

rotating

the

crankshaft approximately

20

degrees before

and after this point and the two valves for the

#1

cylinder

should not

move.

VALVE

CLEARANCE

A

0.25

mm

(0.010

in)

~

I

COLD

ENGINE

~

Adjust the valves in

#1

cylinder for both intake and exhaust.

Proceed

to

the next cylinder in the firing order.

Rotate the crankshaft

240 degrees in the normal direction

of

rotation and adjust the next cylinder's valves

in

the firing

order.

Rotate the crankshaft another 240 degrees and adjust

the valves

of

the next cylinder in the firing order.

Adjust each valve's clearance by

insertIng a

O.OlOin

(0.25mm) feeler gauge between the rocker arm and the valve stem. Make sure to adjust all valves while the engine is cold.

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

on

the

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

warm

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

kg/cm2)

at 280 rpm.

Standard

compression

pressure

398

IbIln2

at

280

rpm

(28.0

k!!1cm2)

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

positive

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

peiformed

by

a competent engine

mechanic.

The information

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

peiforming 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

thefuUfuel delivery position

(move

fully

to

the

left)

secure

it

in

this position

then

proceed.

1.

Remove

the

high pressure

fuel

line

from

between

the

No.

1 injector

and

the

No.1

fuel

delivery

valve

holder.

2.

Remove

the

No. 1 fuel

delivery valve holder over

"0"

ring

and

remove

the

delivery valve

spring

beneath

the

holder.

3.

Reinstall

only

the

delivery valve holder

and

reattach

the

high

pressure

fuel

line

to

the

delivery

holder.

Attach

it

so

that

the

end

that

would

connect

to

the

fuel

injector

is

pointing

away

from

the

engine

fuel

will

flow

from

this

line during

the

timing

check.

Rotate

the

engine's crankshaft

in

its

normal direction of

rotation

to

position piston

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

the

No.1

fuel

line,

until

the

instant

the

fuel

completely

stops

flowing

(no

drips).

At

this

instant,

the

15°

BTDC

timing

mark

on

the

crankshaft pulley should

be

directly aligned

with

the

timing

indicator

on

the

front

of

the

gear case ±

.5

degrees.

If

the

specified

injection timing

(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.Olmm)

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.

INJECnON

PUMP

UNION COLLAR

STOP

WIRE---I

BRACKET

CONTROL

RACK

SLEEVE

PLUNGER

Q-RING

DELIVERY

VALVE

PLUNGER BARREL

TAPPET

ROLLER

CRANKSHAFT

PULLEY

TIMING

MARKS

TIMING

POINTER

Engines & Generators

26

ENGINE

ADJUSTMENTS

NOTE:

WESTERBEKE

recommends

that the following engine adjust-

ments

be

peiformed by a competent engine

mechanic.

The

information

below

is

provided

to

assist

the

mechanic.

OIL

PRESSURE

The

engine's

oil

pressnre,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

oil

pressure

reading

upwa~ds

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

of

the

and

the

load

placed

on

the

generator.

LOW

OIL

PRESSURE

The specified safe

minimum

oil

pressure

is

4.3 -1.4

psi(0.3

-

0.1

kg/cm2l.

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

Ib/irr(3.8

kg/cnr)

or

more

al1800

rpm

(depending

on

temperature

and

load)

SENSOR

& GAUGE 9

-13

ft-Ib

(1.2

-1.8

m-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

cyIinqer

head.

Thoroughly

clean each plug's tip

and

threads

with

a

soft

brush

and

cleaning solution

to

remove

all

the

carbon

and

oil

deposits.

\X/hile

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

anuneter

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.

~==rc;;;;;;==~==~L

TERMINAL

TESTING A GLOW

PLUG

WITH

AN

OHMMETER

DO

NOT

KEEP A GLOW

,-_...I.I-_....:.loo.

__

PLUG

ON

FOR

MORE

THAN

30

SECONDS.

TESTING A GLOW

PLUG

USING A TEST

LIGHT

Glow

Plug

Tightening

Torque

7

-11-ft-Ib

(1.0

-1.5

m-kg)

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

17mm

deep

socket

wrench

to

free

it and

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

01

such

velocity

that

it

may

penetrate

deeply

into

the

skin

of

fingers

and

handsi 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

680 F

(20

0

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 injection starting pressure.

INJECTION

PRESSURE

1920

PSI

NOZZLE

TESTER

Inspecting

Spray

Pattern

1.

Operate

the

hand lever of

the

nozzle tester

at

intervals of

one stroke per

second

to

check if

the

fuel

is

injected

cor-

rectly

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.)

myI

~il

NORMAL

Ilil

11,111

1'1

1

11

:;:1;\

WI

<i

~Il,\

fAULTY

~~

,:~~

,(I,

CHATTERING

TEST

/

"

~

.FAULTY

I.

II

~,

'II

...

'"

2. Apply the pressure of

1635

Ib/in2 (115

kg/cm2)

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.

NORMAL

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 (l.25mm).to

0.0669in

(1.7mm)

With

each 0.0020in (0.05mm) increase, injection

pressure

is

increased approximately

71.1

Ib/in2 (5.0

kg/cm").

When

replacing

the

shim,

grip

the

retaining nut

in a vise

and

remove

the

body

with a ,,,,rench.

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

Veriflcation/Remedy

START

BUDON

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

BUDON

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

BUDON

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.

1b.

Replace

batteries.

1c.

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

battery

lines.

Do

not

start

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

battery

connections.

3.

Check

cable

connections

at

battery

for

loose

connections,

corrosion.

4.

DC

alternator

not

charging.

4.

Check

connections,

check

belt

tension.

test

altemator.

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

rminal.

Generator

engine

stops.

1.

Fuel

feed

pu

mp

strainer

is

di

rty.

1.

Clean

strainer

(32

IWV

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

switch.

2.

Water

temperature

switch.

2.

Check

water

temperature

switch.

Engines & Generators

29

ENGINE

TROUBLESHOOTING

Problem

Probable

Cause

VeriflcationJRemedy

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.

3e.

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.

Turn

breaker

on.

OH

Pressure

1.

Oil

level

low/oil

leak.

1.

Check

oilleve),

add

oil

and

repai r leaks.

2.

Lack

of

oil

pressure

2.

Test

oil

pressure.

)f

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

sensor/replace.

4.

Ground

Connection.

4.

Check

ground

circuit.

5.

Faulty

control

module.

5.

Check

plug

connections/replace.

Exhaust

Temperatu

re

1.

Check

sea

water

flow.

1.

Inspect

thru

hull

fitting,

hose

and

strainer.

Correct

as

needed.

2.

Faulty

exhaust

temp

switch.

2.

Test/replace.

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

voltageitroubleshoot

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.

Ventiiate

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

CASE

GROUND

REFER

TO

THE

WIRING

DIAGRAM

IN

THIS

MANUAL

FOR

ALL

WIRING

CONNECTIONS

The following information 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 (lC'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°F (23.8°C). The

alternators

are

designed to operate

in

an

ambient temperature

rangenf

-400

to

2l2°P(4{)°to

iOO°C).

VOLTAGE

REGULATOR

The

integra]

voltage regulator is

an

electronic switching

device which senses 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

the proper regulating valve,

the

entire circuit

is

encapsulated to protect

the

circuit and the components

from

possible damage due to handling or vibration.

ALTERNATOR

TROUBLESHOOTING

Use

this troubleshooting section

to

determine

if

a problem

exists with

the

charging circuit or

with

the

alternator.

If

it is

determined that the alternator or voltage regulator

is

faulty,

have a qualified technician check it.

A

WARNING:

A

working

alternator

runs

hot. A failed

alternator

can

become

very

hot.

Do

not

touch

the

alternator

until

if

has

cooled.

LOW

BATTERY/FAULTY

CIRCUIT

If

the

starter only moans or makes a clicking sound instead

of spinning the 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 terminals, connectors and plugs are clean and

tight.

Loose or

corroQed

connections 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

the

battery

and

charge

if

necessary.

A low or discharged battery

may

cause false or misleading

readings in

the

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

discharged

along

with

the

Muse

batteries.

If

the

isolator

is

charging

the

starting

battery

but

not

the

house

battery,

the

alternator

is

OK

and

the

problem

is

in

the

battery

charging

circuit.

Engines & Generators

31

ALTERNATORS

TESTING/TROUBLESHOOTING

TESTING

THE

ALTERNATOR

A

CAUTION:

Before

starting

tbe

engine

make

certain

tbat

everyone

is

clear

of

moving

parts!

Keep

away

from

sheaves

and

belts

during

test

procedures.

1.

Start the Engine.

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

at

the battery terminals using a

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

MEASURING BATTERY

VOLTAGE

(ENGINE

RUNNING)

3.

'fum off the

engine.

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

4.

If

a battery selector switch is

in

the charging circuit,ensure

that

it is on the correct setting.

5. 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 terminal 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

repa~red

at

a reliable service shop.

5.

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

present at exciter terminal

R, inspect the wiring for breaks and poor connections. Jump

12 volts from a 12 volt source (such as the

battery) and operate the alternator.

If

the voltage output

is

13-14 volts,

..

then the alternator is OK.

TESTING

THE

OUTPUT

CIRCUIT

ENGINE

RUNNING

1#16

VlOLETR

TO

K·3

RELAY

j"TER~RINALR

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

H lead

to

ground.

2.

'furn

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)

EXCITER

TERMINAL

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 exc 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

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

'terminal

studs.

Also

clean

the

connecting

terminals

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.

NOT~

WESTERBEKE'S

Service

Manual

has

detailed

instructions/or the

disassembly

and

repair

a/their

standard

alternators.

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

(CCA).

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 CIRCUIT

ENGINE RUNNING

TERMINAL

R

',I

"

Engines & Generators

33

7.6

KW

BT

SHORE

POWER

TRANSFER

SWITCH

CONNECTIONS

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

to

the

generator

can

result"

utility

shore

power

and

generator

output

are

connected

at

the

same

time.

This

type

of

generator

damage

is

not

covered

under

the

warranty;

it

is

the

installer's

respon-

sibility

to

make

sure

al/

AC

connections

are

correct.

A

CAUTION:

Heavy

motor

leads

should

be

shut

off

before

switching

shore

power

to

generator

power

or

v!cl?versa

because

voltage

surges

Induced

by

switch-

ing

with

heavy

AC

loads

on

the

vessel

being

operated

may

cause

damage

to

the

exciter

circuit

components

In

the

generator.

GENERATOR

(NG1G2.;:.\

. -

I

I I

--,

L-.

;'

,

---{<j)

~~

r----..J~

~I

I

......

__

.....

I

NOTE:

Diagram

sOOws

connections

for

a

two-wire,

120

volt

system. For a .

three-wire

system,

use

the

dotted

lines

for

the other

OOt

leg.

230

Volt/5D

Hertz

Two

Wire

Configuration

Notice

the

repositioning

of

the

white

ground

lead

on

the

ter-

minal

block

to

the

generator

case.

z

w

a:

C!:I

,

23DV5DHz

o::=n

0

o 0 0

o

a:::::::D

GENERATOR GROUND

.

L1

Ship

to

Shore

Switch'

PN3200S PN32009 PN

32010

PN32133

~

GENERATOR/SHORE

S

SWITCH

to

,.-

.....

/ ,

I I

'--~-+{1

~1L1

.----3-----+(l3

.

2.

I

t

L1

N J

T

SHORE

POWER

110V5DHz

"

;'

...

_

....

SHORE

':"

GROUND

.

SHIP'S LOAD

SHlP'S

=

GROUND

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 com-

monly

used

on

easy-starting loads, such

as

washing

machines,

or

where

loads

are

applied after

the

motor

is

started,'

such

as

small

power tools. Because they require 5 to

7

times

as

much

current

to

start

as

to

run, their use should

be

avoided, whenever possible,

if

the

electric motor

is

to

be

dri-

ven

by a small

generator. Capacitor

and

repulsion-induction

motors require from

2

to

4 times

as

much

current

to

start

as

to

run.

The current required

to

start

any

motor varies with

the

load connected

to

it

An

electric

motor

connected

to

an

air

compressor,

for

example,

will

require more current than a

motor

to

which

no

load

is

connected.

In

general,

the

current

required

to

start

lIS-Volt

motors

connected

to

medium

starting

loads

will

be

approximately

as

follows:

MOTOR

SIZE

AMPS

FOR

AMPS

FOR

(HPJ

RUNNING

(~TARTING

(AMPERES)

AMPERES)

1/6

3.2

6Mo

22.4*

1/4

4.6

9.2

to

32.2'

1/3

5.2

10.4

to

72.8*

1/2

7.2

14.4

to

29.2*

3/4

10.2

20.4

to

40.8'

1

13

26

to

52

*NOTE:

In

the

above table the maximum

Amps

for Starting

is

more for

some

small motors than for larger

ones.

The

reason

for this

is

that

the

hardest starting types (split-phase)

are

not

made

in

larger

sizes.

Because

the

heavy

surge of current needed

for

starting

motors

is

required

for

only

an

instant, the generator will not

be

damaged if

it

can bring the motor up

to

speed

in a few

seconds. If difficulty

is

experienced

in

starting motors, 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

finaIly

loaded

to

its full.capacity

as

indicted

on

the generator's data plate. The output

volta,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

recommended

that

the

generator's AC tenninal block

be

configured

to

pro-

vide

one

120 volt A C hot

leg

for

the

vessel's distribution

panel.

This

will

ensure

good nwtor starting

response

from the

generator.

Generator

Frequency

Adjustment

Frequency is a direct result of engine/generator

speed,

as

indicated

by

the

following:

•

When

the generator

is

run

at

1800

RPM,

the

AC

voltage

output

frequency

is

60 Hertz.

•

When

the

generator

is

run

at

1500

RPM,

the

AC

voltage

output

frequency

is

50 Hertz.

Therefore,

to

change the generator's

frequency,

the

genera-

tor's drive engine's

speed

must be changed. A

reconfiguration

of

the

AC

output connections

at

the generator

is

also

neces-

sary.

Generator

Maintenance

• Maintaining reasonable cleanliness

is

important.

Connections

of

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.

Clogged 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.

Typical

materials

suggested

are

Daubert Chemical

Co.

"Non-Rust

AC-

410"

and

AshIand

'Tectyle 506"

or

equivalent.

•

In

addition

to

periodic cleaning,

the

generator

should

be

inspected

for

(a)

tightness of

all

connections, (b) evidence

of overheated terminals

and

(c)

loose or

damaged

wires.

•

The

drive discs

on

single bearing generators

should

be

checked periodically if possible

for

tightness of

screws

and

for

any

evidence of incipient cracking

failure.

Discs

should

not

be

allowed

to

become

rusty

because

rust

may

accelerate cracking.

The

bolts

which

fasten

the

drive

disc

to

the generator shaft must be hardened

steel

SAE

grade

8,

identified

by 6 radial

marks, one

at

each of

the 6 cor-

ners

of the

head.

• The rear armature bearing

is

lubricated

and

sealed;

no

maintenance

is

required.

However,

if

the

bearing

becomes

noisy

or

rough-sounding, have it replaced.

• Examine bearing at periodic intervals.

No

side

movement

of

shaft should

be

detected

when

force

is

applied.

if side

motion

is

detectable, bearings

are

wearing

or

wear

on

shaft of bearing socket outside bearing

has

occurred.

Repair

Il!ust

be

made

quickly or major

components

will

rub

and

cause major damage

to

generator.

Engines & Generators

35

7.6KW

BT

GENERATOR

SINGLE

PHASE

DESCRIPTION

This

generator

is a four-pole,

brushless, self-excited generator

which

requires

only

the driving

force

of the engine

to

pro-

duce

AC

output.

The

copper

and

laminated

iron

in

the

exciter

stator

are responsible for the self-exciting feature of

this

gen-

erator.

The

magnetic

field

produced

causes

an

AC

voltage

to

be

induced

into

the

related exciter rotor

windings

during

rota-

tion.Diodes

located

in

the exciter rotor

rectify

this

voltage

to

DC

and

supply

it

to

the windings of

the

rotating

field.

This

creates

an

electromagnetic

field

which

rotates

through

the

windings

of

the

main

stator, inducing

an

AC

voltage

which

is

supplied

to a load.

A step

down

transformer

is

connected

in

parallel

to

the

AC

output

of

the

main

stator.

An

AC

voltage

is

produced

in

the

auxiliary windings

of

the

transformer

and

the

main

stator

and

is,

in

turn,

supplied

to a full-wave

bridge

rec-

tifier.

The

rectifier

produces a DC

voltage

to

further excite

the

exciter

stator windings, enabling

the

generator

to

produce

a

rated

f;.C

output.

INTERNAL

WIRING

FOR

12

STUD

BT

GENERATOR

I 1

i

IH:_--~c~

Circuit

Breaker

A circuit

breaker

is

installed

on

all

WESTERBEKE

genera-

tors.

This

circuit

breaker

will

automatically

disconnect

gener-

ator

power

in

case

of

an

electrical

overload.

The

circuit

breaker

can

be

manually

shut

off

when

servicing

the

genera-

tor

to

ensure

no

AC

power

is

coming

from

the

generator

to

the

vessel.

NOTE:

This

circuit

breaker

is

available

as a WESTERBEKE

add-on

kit

for

earlier

model

generations;

contact

your

WESTERBEKE

dealer.

CIRCUIT

BREAKER

WHITEN

BREAKER

PART

NO.

42707

AC

T

E

R

M

I

N

A

L

B

L

o

C

K

G

ORANGE

+

AC

BLACK

______

J w

CI

:z

<{

a:

o

•

@

S

T

U

D

DC

-Kt

~----------~--------1

AC~~--------~------------------------------~

GREEN

YEllOW

A.

EXCITER

STATOR

WINDING

A-I

Exciter

Stator Windings

B.

EXCITER

ROTOR

and

FIELD

1.

Auxiliary

Windings

(A

- B - C)

2.

Diodes

(6)

3.

Rotating

Field Windings

4.

Pozi

Resistor

C.

MAIN

STATOR

1.

Main

Stator

Windings

2.

Main

Stator

Windings

3.

Main

Stator Auxiliary

Windings

D.

COMPOUND

TRANSFORMER

1.

Compound

Transformer

Windings

2.

Compound

Transfolmer

Windings

3.

Compound

Transformer

Auxiliary

Windings

Resistance

readings

and

voltage

checks

can

be

accessed

easily

for

the

components

in

the

exciter circuit

A,

G,

C-3

and

D-3

by

locating

the

color

coded

wires

at

the

connection

points

shown

on

the

above

schematic.

When

checking

winding

resistance

values

be

sure

to

lift

both

of

the

component's

electrical

connections.

G. BRIDGE

RECTIFIER

Engines & Generators

36

7.6KW

BT

GENERATOR

TROUBLESHOOTING

The

following

troubleshooting chart

is

designed

to

give

insight

into

problems

which

may

be

encountered

with

the

BT

brushless

generators operating

on

compound

transformer

reg-

ulation.

Owing

to

the

simplicity of

the

equipment

and

con-

trols,

troubleshooting

is

·relatively

easy,

once

the

relationship

between

cause

and

effect

is

understood.

Most

potential

prob-

lems

are

covered

in

the text of

this

guide;

however

should

an

omission

or

an

error be

found,

we

would

greatly

appreciate

'your

notifying

us

of

it.

Keep

in

mind

that a basic

fundamental

knowledge

of electric-

ity

is

required

for

this

troubleshooting,

and

always

remember

that

lethal

voltages

are present in

the

circuitry;

therefore,

extreme

caution

is

essential

when

troubleshooting a

genera-

tor.

Only a few

basic

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

the

preci-

sion

required

in

reading

component

winding

resistances.

Before

attempting

any

repairs,

get

a clear

an

explanation

of

the

problem

as

possible,

preferably

from

an

individual

wit-

nessing

the

problem.

In

some

cases,

this

may

bring

to

light a

problem

which

is

the

method

of

operation

rather

than

equipment fault

Bring

basic

repair

tools

with

you

on

the

initial

trip

to

the

problem

equipment,

such

as:

diodes

and

bridge

rectifier,

so

that if

the

problem

should

be

found

in

one

of these easily

replaceable

parts,

the

problem

can

be

reme-

died

early

and

efficiently.

. TROUBLESHOOTING CHART

REFER

TO

THE

INTERNAL

WIRING

DIAGRAM

WHEN

PERFORMING

THE

FOLLOWING

TESTS.

TROUBLESHOOT

THE

COMPONENTS

IN

THE

FOLLOWING

ORDER:

1.

LOW

VOLTAGE

60-100

VOLTS

AG

COMPONENT CHECKS:

B

ROTOR

COMPONENTS'

B2.

EXCITER

ROTOR

DIODES

B3.

ROTOR

FIELO

WINDING

B1.

EXCITER

ROTOR

WINDlNG{S)

a,b,c.

A

EXCITER

STATOR

WINDING

2.

NO

AC

VOLTAGE

OUTPUT

MAIN

STATOR,

ROTOR

COMPONENTS,

TRANSFORMER

COMPONENT CHECKS: '

C 1

+2

MAIN

STATOR

'WINDING

B 4

POSI

RESISTOR

B 2

DIODES

(4-6

OPEN/SHORTED)

D 1

+2

COMPOUND

TRANSFORMER

WINDING

B 3

ROTOR

FIELD

WINDING

3.

RESIDUAL

VOLTAGE

EXCITER

CIRCUIT

FAULTY

COMPONENT CHECKS:

.

A 1-1+2

EXCITER

STATOR

WINDING(S)

G

BRIDGE

RECTIFIER

D 3

TRANSFORMER

AUX.

WINDING

C 3

MAIN

STATOR

AUX.

WINDING

Engines & Generators

37

7.6KW

BT

GENERATOR

SINGLE

PHASE

NO-LOAD

VOLTAGE

ADJUSTMENT

1.

Voltage

adjustment

is

made

with

the

generator

regulation

being governed

by

the compound

transformer.

2.

Operate the generator, apply a moderate load

momentar~

ily and remove it. Note the voltage output from the gen-

erator's

120 volt leg(s), (230 volt 50 bertz). The no-load

voltage should be between

121-124 volts at 60.0-60.5

hertz (234-238 volts

at

50.0-50.5 hertz).

NOTE:

The

no-load voltage slwuld

be

adjusted

to

the

volt-

age produced

by

the

generator once started and a

momentary load should

be

applied

to

excite

the

trans-

former and

then

removed.

The

voltage produced by the

generator after this

momentary load

is

removed

is

no-

load

voltage.

3.

To

raise or lower

the

voltage,

shims

of varying

thickness

(non-conductive material)

are

placed

or

removed

from

under

the

steel

laminated bar

on

top

of

the

compound

transformer.

The material used

for

shimming

should

not

soften

at

temperatures

in

the

176

0

F

(80

0

C)

range.

A

small

reduction in no-load voltage

(l

to 3 volts)

can

sometimes

be

accomplished

by

gently

tapping

the

top of

the

laminated

steel

bar

to

reduce

the

gap

between

the

existing

shims

and

the

transformer

core.

CHANGING

FREQUENCY

50/60Hz

When

changing

frequency,

refer

to

the

digital

control

panel pages 7&8

and

position switch #1 on

the

ECU

in

the

correct

position for

the

hertz

selected.

1.

Frequency

is

a direct result of engine/generator

speed:

1800

rpm

60

hertz;

1500

rpm

= 50 hertz.

2.

To

change

generator

frequency

follow

the

steps

below.

a.

Configure

the

AC

terminal block for

the

desired

volt-

age

frequency

as

shown

below.

Ensure that

the

case

ground

wire

is

connected

to

the

correct

terminal

block

neutral

ground

stud.

NOTE:

The

white/green ground

wire

may

be

removed

in

tlwse installations

where

the

AC circuit

has

a separate

neutral and ground

circuit.

This

will prevent

the

unit

from

being a ground

source

in

the

vessel.

b.

Start the engine, monitor

AC

voltage. Adjust no-load

AC

voltage output

as

needed.

11SV

50Hz

230V

50Hz

a::::D

,0

a::::D

0

b

7

~

b

6

¢

0

2

&::&

0

Co

After

the

no-load hertz adjustment is

made,

the

no-load

voltage

may

need

to

be readjusted. In

most

cases, if

the

generator

was

producing

the

correct no-load

voltage

at

the

previous hertz setting, it

would

be correct

at

the

changed hertz

setting.

In

the

event it needs adjustment, adjust

the

shim

thick-

ness

under

the laminated steel bar of

the

transformer.

60

hertz:

no-load voltage,

121

- 124

volts.

50

hertz:

no-load voltage, 234 - 238

volts.

d.

Load

the

generator

to

the

rated

amperage

output corre-

sponding

to

the

hertz speed of

the

generator.

Rated

Loaded

Speed

60

hertz:

loaded

speed,

59.5 60.0 Hertz

50

hertz:

loaded

speed,

49.5 - 50.0 Hertz

Maximum

voltage

drop

acceptable

at

full rated

output

(amps)

60

hertz:

108 -

110

volts

50

hertz:

215- 220

volts

Should

the

voltage

drop

below

the

proper

rate,

loaded

excitation

can

be increased

to

raise

this

voltage

by

repositioning

the

connection

on

the

Voltage

Connection

Terminal.

TERMINAL

BLOCK

WIRING

CONNECTIONS

Winding

Connections

Needed

To

Obtain

The

Proper

Voltage

and

Frequency

3~~~

N~~l1

5 5 4 4 9

10

~~~~:,

6 5

44

9

10

11DV50Hz

230V50

Hz

12DV5tJ

Hz

5 l1

54

4 9

10

~,2"V""

1iI5/2S0V

50Hz

120V

50

Hz

120/240V/6DHz

a::::D

0 0

a::::D

6

7

b

N

The

frame

ground

wire

must

be

moved

when

changing

from

115

volts

and

1101220

volts

50

hertz

to

230

volts

50

hertz.

From

making

con-

nections

to

the

AC

terminal

block,

use

terminal

ends

for

1/4

inch

studs

that

will

,

accept

multi-strand

copper

wire

sized

for

the

amperage

rating

from

the

hot

lead

con-

nection.

The

frame

ground

wire

is

white

or

white

with

a

green

strip.

It

connects

between

the

neutral

stud

and

the

generator

frame.

N

II-r+-:-IICIRCUIT

• •

BREAKER

N

L1

~CI'CUIT

lk±JJ

BREAKER

L1

II-=-'I-:-II!

CIRCUIT

• •

BREAKER

t-:.rih.-l

CIRCUIT

• •

BREAKER

lir;;lgCIRCUIT

~

BREAKER

38

7.6KW

BT

GENERATOR

SINGLE

PHASE

INTERNAL

WIRING

FOR

12

:lii.iii

BT

GENERATOR

r-------,

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AC

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ORANGE

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AC

BLACK

DC

-Kl-

AC

GREEN

-

YELLOW

RESIDUAL

VOLTAGE

CHECK

1. . Residual

Voltage

18

- 22

volts

AC.

NOTE:

The

amount

of

no-load

voltage

produced

by

the

generator

can

be

an

indicator

of

where

in

the

generator

the

problem/fault may

lie.

This

voltage

is

the

AC

voltage

produced

by

the

generator

from

magnetism

in

the exciter stator

field.

This

voltage

is

measured

between the

AC

neutral and hot

lege

s) with

no-

load

on

the

generator running

at

its

hertz.

The

presence of residual

voltage

is

an

indication that

the

following

generator components are

OK:

1. Exciter Rotor

(B-1

a,

b,

&c) &

(B-2)

2.

Rotating Field

(B-3)

3.

Main

Stator (C-l"& C-2)

4.

Compound

Transformer

(D-1 & D-2)

The

fault

lies

in

one

or

more of

the

following

compo-

nents

in

the

exciter circuit:

A.

Exciter Stator

(A

)

B.

Bridge

Rectifier

(G)

C.

Main

Stator Auxiliary

Windings

(C-3)

D.

Compound Transformer

Auxiliary

Winding

(D-3)

2.

Twelve

(12)

volts

DC

excitation of

the

exciter stator

windings

should cause

the

generator

to

produce between

125 -135

volts

AC

between

each

hot

lead

and

the

neu-

tral.

(Twelve

volts

DC

is

applied

between

the

lifted (+)

and H leads

of

the

bridge

rectifier, + to + and -to

-.)

Correct

voltage produced with

twelve

volts

DC

excitation

indicates

the

fault

is

in

one

or more of

the

above

listed

components

B,

D

aT

·E.

If-die

generator does not produce

125 -135

volts

AC,

then

include A

and

C.

3.

The

absence

of

any

voltage

from

the

generator indicates a

fault

with

the main stator windings C-l

and C-2 andlor

the

compound

transformer

windings

D-l

and

D-2.

Other

failed

components that can produce

this

same

no-voltage

output

are

the

posi-resistor

in

the

exciter rotor and four or

more

failed

diodes

in

the

exciter rotor ...

"...

.......

z

«

. I WHT

IGREEN

a:

!

0

•

S T

U

D

a.

Apply

12

volt

DC

excitation

to

the

exciter stator

wind-

ings

as

explained

in

paragraph

2. A fault

in

the

main

stator andlor

compound

transfoITI1er

windings

such

as

a

short

will

cause

the

generator engine

to

load

down

and

the

shorted

windings

to

eventually

produce

smoke

as

the excitation

is

continued.

4.

Voltage

output greater

than

residual and

less

than

the

rated output

indicates

a fault

in

the

exciter rotor/field

B-1,

B-2,

B-3.

Excitation of the generator

as

explained

in

paragraph 2 should produce a partial rise

in

voltage

out-

put

and,

when

removed,

the

voltage

will

return

to

the

original

low

output.

JUMPER

FROM

DC

(-J

BLACK

START

MOTOR

/

SOLENOID

I'

I

,

/

I

l'''J

"

POSITIVE

(+)

::::::i--~

'\:

..

+

ORANGE

I

BRIDGE

~\

/

RECTIFIER

EXCITING

THE

GENERATOR

WITH

12

VOLTS

KEEP

THE

EXCITER

CIRCUIT

POLARITY

CORRECT:

DCt

to

Battery

at

Stader.

DC-

to

Case

Ground

NOTE:

Current model bridge

rectifiers

are

configured

differently, but

+ and -

are

still located at

the

corners.

Engines & Generators

39

7.6KW

BT

GENERATOR

SINGLE

PHASE

BRIDGE

RECTIFIER

The bridge rectifier

is

supplied

AC

voltage

from

the auxiliary

windings

in

the generator stator

(c:::-3)

and

the compound

transformer

(D-3).

The AC voltage measured across the

AC

tenninals

of

the rectifier during engine operation

is

as

fol-

lows:

120 Volts

NILFIL

120/240 Volts

NIL FIL

15

50

Volts AC

15

- 50 Volts AC

Diodes

in

the rectifier convert this

AC

voltage to

DC

and

supply it

to

the windings of the exciter stator to induce a

field

through

which

the

exciter rotor revolves. The DC voltage

measured

across

the (+) and (-) tenninals

of

the bridge recti-

fier

during engine operation

is

as

foHows:

120 Volts 120/240 Volts

NIL FIL NIL FIL ,

8 -

17

Volts

DC 8 -

17

Volts

DC

Failure of

the

blidge rectifier will result

in

a weak

field

being

produced

by

the

exciter

stator

windings. A weak

field

is

pre-

sent, due

to

the magnetism

in

the exciter stator, which will

cause the generator

to

produce residual voltage.

BRIDGE

RECTIFIER

POINT

#1

POINTf3

POINT

#4

Testing

The

Bridge

Rectifier

For

Faults

With

An

Ohmmeter

(Meter

used:

Simpson

260)

1. Set the ohmmeter scale

on

RXI (+

DC)

and

set

the

needle

to

zero.

2. Connect

the

positive (+)

lead

from

the

ohmmeter

to

point

#4. Taking

the

ohmmeter's negative (-)

lead,

momentar-

ily

contact points #1,

#2,

#3, and

#5.

The ohmmeter

should register

no

deflection for

any

of

the points

touched.

3.

Remove

the positive (+ ) lead

from

point #4

and

connect

the

negative

(-)

lead

to

point #4

and,

with the

positive

(+)

lead, momentarily

touch

points #1, #2, and #3.

The

ohm-

meter's needle should deflect

when

each point

is

touched,

showing a passage of meter voltage through the

diodes

in

the

rectifier.

4. Leaving the negative (-) ohmmeter lead

on

point #4,

touch

point

#5

with

the

positive

(+)

lead.

No

deflection

of

the needle should

occur.

5. Place

the

positive (+)

lead

of

the ohmmeter

on

point # 1

and the negative (-)

lead

on

point

#3.

The ohmmeter

should not register

any

deflection of

the

needle

(no

deflection indicates infinite resistance). Reverse

these

connections and the ohnuneter should again register

no deflection. If the rectifier fails

any

of

the previous tests

(1

-4)

it

is

defective and should

be

replaced.

NOTE:

Different

style/model meters

may

produce

opposite

results

from

the

above

tests.

Engines & Generators

40

7.fiKW

BT

GENERATOR

SINGLE

PHASE

EXCITER

ROTORIFIELD

Anxlliary windings group

a,

band

c.

Locate the three ter-

minal

points

on

the exciter rotor

for

these auxiliary winding

groups.

Position

the exciter rotor

as

shown

in

the illustration

and

count off

the

porcelain knobs

from

the

12

o'clock point

either left or right

to

Jocate

terminal points

a,

band

c.

Measure

the

resistance value

between

the pairs of terminal

points A

&

B,

B &

C,

and

C &

A.

There

is

no

need

to

unsol-

der these connections unless a

faulty

reading appears.

If

this

occurs, unsolder

and

verify the winding

fault.

There should

be

no

continuity

found

between

any

of the three terminal

points

and

the

rotor shaft/case

ground.

Auxiliary

Windings

1.0 • 1.2

Ohms

RED & WHITE

EXCITER

ROTOR

Rototing Field Wmdings. Refer

to

the illustration above of

the exciter

rotor.

The

field

winding connections are noted as

the

(+)

and

(-) connections of the red &

white

striped wires.

Measure the resistance value with your ohmmeter between

these

two

connection points. These connections

need

not be

unsoldered

unless a faulty

reading

appears.

If

this

occurs

unsolder

the

connection

and

verify the resistance reading.

With these connections lifted, there should be

no

continuity

to

the

rotor shaft. This

would

indicate a short

to

ground

with

these

field

windings.

Diodes.

Six

diodes are mounted

on

the exciter rotor;

they

rec-

tify the

AC

voltage produced

by

the

three

groups of auxiliary

windings

to

DC

voltages

and

supply

this

DC

voltage

to

the

rotating

field

windings.

RESISTANCE

VALUE

11'(]HMS

rnROUGH

THE

DIODE

-----11

OHMS

INFINITE

---If

I-fa-

BLOCKING

__

INFINITE---

....

The

diodes

can

be

easily

checked

in

place

with

the

use

of a

common

automotive

12-volt

high

beam

headlight

bulb,

some

jumper

leads

and

the

generator's

12

volt

starting

battery.

A short or

an

open

in

a diode

can

easily

be

found

with

the

above

without having

to

unsolder

and

isolate

each

diode

to

check it

with

an

ohmmeter.

NOTE:

Attempting

to

check

diodes

in

place

with

(JJ1

ohmmeter

will

give

erroneous

readings

on

the

diodes

due

to

the

auxil-

iary

winding's

connections.

When

leads

are

put

across

the

diode,

as

illustrated,

voltage

passes

through

the

diode

allowing

the

headlight

to

glow

brightly.

HIGH

BEAM

12

VOLT

BULB

GLOWS

BRIGHT

Reverse

the

leads

across

the

diode.

The

diode

should

block

voltage

passing

through

it,

and

the

headlight

should

not

glow,

or

it

may

glow

faintly.

HIGH

BEAM

12

VOLT

BULB

DOES

NOT

GLOWjlS

VERY

FAINT

a.

Shciuld

the

bulb

not

glow

with

leads

connected

in

both

directions,

the

diode

is

open

internally.

b.

Should

the

bulb

glow

with

leads

connected

in

both

directions,

the diode

is

shorted

internally.

In

both a and b above,

the

diode

should

be

replaced.

Check

the

resistance

values

of

the

rotating

field

windings

and

the

integrity

of

the

resistors connected

between

tlle

field

windings.

Rotating Field Windiltgs 7.0-8.0

ohm.

(Reading

taken

between

the

two

red & white

wires

connected

to

the

(+)

and

(-)

terminals,

of

the

exciter rotor

as

shown

in

the

illustration.)

.

Posi·resistoT.

(Infinite

readings

between

both

yellow

leads

lifted

from

the

(+)

and

(-)

terminals

on

the

exciter

rotor.)

A

shorted posi-resistor

will

destroy

the rotating

field

and

cause

the

AC

output

voltage

to

drop

to

zero.

Engines & Generators

41

7.6KW

BT

GENERATOR

SINGLE

PHASE

MEASURING

RESISTANCE

Main

Stator

Windings

1.

Group

#1.

The

resistance

value

is

measured

between

the

lifted

lead

#4

from

the

insulated

terminal

below

the

trans-

former

and

lead #6

lifted

from

the

AC

terminal

block.

In

order

to

totally isolate

the

stator

windings

of

group

#1,

lead

#5

should

be

lifted

from

the

terminal

block.

2.

Group

#2.

The resistance

value

is

measured

between

the

lifted

lead

#1

from

the insulated

terminal

below

the

trans-

former

and

lead #3

lifted

from

the

AC

terminal

block.

In

order

to

totally

isolate the stator

windings

of

group

#2,

lead

#2

should

be

lifted

from

the

terminal

block.

Main

Stalor

Windings

20 -22

Ohms

3. Main Stator Auxiliary Windings are

measured

between

the

double

leads

on

the

AC

terminal

of the bridge recti-

fier,

unplugged

from

the rectifier and the double lead cen-

tral

prong

connection of the regulator plug.

Main

Slator

Auxiliary

Windings

1.5

-1.8

Ohms

NOTE:

No continuity should be found between either

of

these

winding

groups

or

to

the generator

case.

Compound

Transformer

Group 1 measured

between

Lead #10

at

the

AC

terminal

block

and

Lead

#4 at the junction

box.

Lift both leads

along

with lead #9

at

the terminal

block.

Group 2

measured

between Lead

#8

at the

AC

tenninal

block

and

Lead

#4

at

the junction

block.

Lift both leads

along

with

lead

#7

at

the terminal

block.

Compound

Transformer

Windings

0.019 -0.021

Ohms

12

STUD

TERMINAL

BLOCK

A three

connection

voltage

connection

terminal

was

added

to

this

circuit

located

just

below

the

AC

terminal

block

at

the

lower

left.

Isolate

the

three

numbered

#1, #2,

and

#3

red

and

white-striped

wires

coming

onto each of the

three

terminals.

Lift the

black

and

white-striped

leads

and

the

green

and

white-striped

leads

off of their

connections

on

the

AC

termi-

nal

block.

Measure

the

resistance

value

between

the

#1

red

lead

lifted

from

the

terminal

strip

and

the

bJack

and

white

striped

lead

lifted

from

the

AC

terminal

block.

Transformer

Auxiliarv

Windings

4.0 -4.5

Ohms

VOLTAGE

CONNECTION

TERMINAL

The

addition

of

the

three

connection

terminal

is

for

the

increase

or

decrease of

full-load

voltage

output.

Should

full-

load

voltage

fall

below

108

volts,

selecting a higher

number

terminal

strip

lead

to

connect

the lead

(red

or

red

and

white)

will

supply a

higher

AC

voltage

to

the exciter

circuit

during

full-load

conditions,

bringing

the

output

voltage

of

the

gener-

atorup. No-load

voltage

should

be

properly

adjusted

by

shimming

the

compound

transformer:

121 -124

volts

at 60.0 60.5

hertz.

The

above

should

not

be

used

as a

means

of

compen-

sating for

incorrectly

adjusting

the generator's

no-load

vo1t~

age.

NOTE:

For

engine

speedlhert;z

adjustment,

see

ENGINE

ADJUSTMENTS in

this

manuaL

VOLTAGE

CONNECTION

TERMINAL

lOW

........

-1-

REPOSITION --/--.._

..

LEADS

HIGH

CIRCUIT

BREAKER

BT

SINGLE

PHASE

(12

STUD)

120/60

VQLT

CONFIGURATION

Engines & Generators

42

LAY-UP

AND

RECOMMISSIONING

GENERAL

Many

owners rely

on

their boatyards

to

prepare

th~ir

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 mainte-

nance 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

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

cradk

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

A 50-50 solution of antifreeze and distilled water

is recommended for use in the coolant system at all times. This solution may require a higher concentration of antifreeze, depending

on

the area's winter climate. Check the solution to

make sure the antifreeze protection

is

adequate.

Should

more

antifreeze

be

needed,

drain

an

appropriate

amount

from

the

engine block and

add

a more concentrated

mixture.

Operate the engine

to

ensure a complete circulation

and

mixture of

the

antifreeze concentration throughout the

cooling

system.

Now

recheck

the

antifreeze solution's strength.

LUBRICATION

SYSTEM

With

the

engine

warm,

drain

all

the lubricating oil from the

oil

sump.

Remove and replace the

oil

filter.

(Place some

paper towels and a plastic bag around the filter

to

catch

the

oil

during its

removaL)

When installing the

new

oil

filter,

be

sure

to

apply a small

amount

of

oil

on

the rubber sealing gasket at the base of the

filter.

Fill

the sump with the correct amount of oil for your

engine. (Refer

to

the

SPECIFICATIONS section of this man-

ual.)

Use

an

oil

with

an

API specification of CF or CG-4.

Run

the

engine and check for proper oil pressure

and

make

sure there are

no

leaks.

A

CAUTION:

Do

not

leave

the

engine's

old

lubricat-

Ing

oil

in

the

sump

over

the

lay-up

period.

Lubricating

oil

and

combustion

deposits

combine

to

produce

harm-

ful

chemicals

which

can

reduce

thelile

01

your

engine's

internal

parts.

FUEL

SYSTEM

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 engjne 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

sys-

tem.

Check

for

any

leaks that may have been created in the

fuel

system during this servicing, correcting them

as

needed.

Operating

the

engine for 5 -

10

minutes

will

help

allow

movement of the treated

fuel

through the injection equipment

on

the engine.

RAW

WATER

COOLING

CIRCUIT

Close the through-hull seacock. Remove the

raw

water intake

hose from

the

seacock. Place the end of this hose into a

five

gallon bucket

of

clean fresh

water.

Before starting the engine,

check

the

zinc

anode

found

in

the primary heat exchanger

on

the

engine and clean or replace it

as

required, and

also

clean

any

zinc debris from inside the heat exchanger where

the

zinc anode is located. Clean the raw water strainer. Start

the

engine and allow the raw water pump

to

draw fresh

water through the system. When the bucket

is

empty,

stop

the

engine and

refill

the bucket with

an

environmentally friendly

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. Onee 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

THROUGH-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

recommis-

sioning,

and

an

attempt

is

made

to

start the engine,

you

may

need the assistance of a servicing dealer.) Make a note

to

remove the cloth prior

to

start-up. The through-hull exhaust

port

can

be

blocked

in

the

same

manner.

Engines & Generators

43

LAY-UP

&

RECOMMISSIONING

Starter

Motor

Lubrication

and

cleaning of

the

starter

drive

pinion

is

advisable,

if

access

to

the starter pennits its

easy

removaL

Make

sure

the

battery connections

are

shut off

before

attempting

to

remove

the

starter.

Take

care

in

properly

replacing

any

electrical connections

removed

from

the

starter.

Cylinder

Lubrication

If

you

anticipate a long lay-up period

(12

months

or more)

WESTERBEKE

recommends removing

the

glow

plugs or

fuel

injectors for access

to

the cylinders.

Squirting

light

lubricating

oil

into

the

cylinders to

prevent

the

piston rings

from

sticking

to

the

cylinder

walls.

Rotate

the

engine

by

hand

two

revolutions

then

replace

the

glow

plugs

or

injectors.

Make

sure

you

have

a replacement if

removing

the

injector

sealing

washer

for

the

injector and

fuel

"return

line,

Intake

Manifold

[Gasoline]

Clean

the

filter

screen

in

the

flame

arrester,

and

place a clean

cloth lightly soaked

in

lube

oil

around

the

flame

arrester

to

block

any

opening.

Also place

an

oil-soaked cloth

in

the

through-hull

exhaust

port.

Make a note

to

remove

cloths prior

to

start-

up

1.

Intake

Manifold

and

Thru-Hull

Exhaust{Diesel]

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

recommis-

sioning,

and

an

attempt

is

made

to start

the

engine,

you

may

need

the

assistance

of

a servicing

dealer.)

Make a note

to

remove

the

cloth prior to start-up. The

through-hull

exhaust

port

can

be

blocked

in

the

same

manner.

BATTERIES

If

batteries

are

to

be

left

on

board

during

the

lay-up

period,

make

sure

they

are

fully charged,

and

will

remain

that

way,

to

prevent

them

from

freezing.

If

there exists

any

doubt that

the

batteries

will

not

remain

fully

charged,

or

that

they

will

be

subjected

to

severe environmental

conditions.

remove

the

batteries

and

store them

in a warmer.

more

compatible

environment.

A

Warning:

Lead

acid

batteries

emit

hydrogen,

a

hlgh/y-explosive

gas,

which

can

be

ignited

by

electrical

arcing

or a lighted

Cigarette,

cigar,

or

pipe.

Do

not

smoke

or

aI/ow

an

open

name

nIJar

the

battery

being

serviced.

Shut

off aI/electrical

equipment

in

the

viCinity

to

prevent

electrical

arcing

during

S8rviclng.

Transmission

{Propulsion

Engine]

Check

or

change

the

fluid

in

the

transmission

as

required.

Wipe

off

grime

and

grease

and

touch

up

any

unpainted

areas,

Protect

the

coupling

and

the

output

flange

with

an

anti-corro-

sion

coating. Check that

the

transmission

vent

is

open.

For

additional

information.

refer

to

the

TRANSMISSION

SECTION.

Spare

Parts

Lay-up

time

provides a good opportunity

to

inspect

your

WESTERBEKE

engine

to

see if external

items

such

as

drive

belts

or

coolant hoses need replacement

Check

your

basic

spares

kit

and

order items

not

on

hand,

or

replace

those

items

used

during

the

lay-up, such

as

filters

and

zinc

anodes.

Refer

to

SPARE

PARTS

section of

this

manual.

Recommissioning

The recommissioning of your

WESTERBEKE

engine

after a

seasonal

lay-up

generally follows

the

same

procedures

as

those

presented

in

the

PREPARATIONS

FOR

STARTING

section

regarding

preparation for starting

and

normal

starts.

However,

some

of the lay-up procedures

will

need

to

be

counteracted

before

starting

the

engine.

1.

Remove

the

oil-soaked cloths

from

the

intake

manifold

2.

Remove

the

raw

water pump cover

and

gasket.

and

discard

the

old

gasket.

Install

the

raw water

pump

impeller

removed

during

lay-up (or a

replacement,

if

required).

Install

the

raw

water pump cover

with a new

cover

gasket

3.

Reinstall

the

batteries that were

removed

during

the

lay-

up.

and

reconnect

the battery cables,

making

sure

the

terminals

are

clean and that the

connections.

are

tight.

Check

to

make

sure that

the

batteries

are

fully

charged.

A

CAUTION:

Wear

rubber

gloves, a rubber

apron,

and

eye

protection

when

servicing

batteries.

Lead

acid

batteries

emit

hydrogen, a highly

explosive

gas,

which

can

be

Ignited

by

electrical

arcing

or a lighted

cigaretfB,

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

INmAL

START-UP

section

of

this

manual.

Engines & Generators

44

POWER

TAKE

OFF

SYSTEMS

POWER

TAKE

OFF

ADAPTER

A power

take

off adapter can

be

attached

to

the generator

backend.

This

adapter allows access

to

the

full power of the

engine for a variety of hydraulic and electrical accessories. The

7.6Kw

ETD

produces

Ilhp

at a continuous

1800

rpm

(Shp

at

50Hz

1500

rpm).

This horsepower can

be

utilized

either

for

generator

AC

output or

to

operate

the

power

take

off.

Contact your WESTERBEKE DISTRIBUTOR/or additional information.

REMOVE

COVER

-@

ADAPTER

POWER

TAKE

OFF

KIT

#34786

(SAE-B)

STUDS

AND

HARDWARE

HOLD

ACCESSORY

TO

THE

,ADAPTER

~~

@ "

BOLTS

FASTEN

ADAP~

TO

GENERATOR

HOUSING

/0

,.~

..

,/.,'U(!

~~.

j{IY/

"

t~·,

0:/

~~.

({

o

"-

,

.

HYDRAULIC

PUMP

(TYPICAL)

OWNER

SUPPLIED

.

::-...

Engines & Generators

45

STANDARD

AND

METRIC

CONVERSION

DATA

LENGTH-DISTANCE

Inches

(in) x 25.4

Millimeters

(mm) x .0394

Inches

Feet

(tt)

x

.305

::

Meters

(m) x 3.281

Feet

Miles x 1.609

::

Kilometers

(km) x .0621

::

Miles

DISTANCE

EQUIVALENTS

1

Degree

ofLatitude

::

60

Nm

111.120

km

1

Minute

of

Latitude:: 1 Nm = 1.852

km

VOLUME

Cubic

Inches

(inS) x 16.387::

Cubic

Centimeters x .061

=in

s

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

(lb) 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)

=

(oG

X

1.8) + 32

Degree

Celsius

(OC) = (OF -32) x .56

LIQUID

WEIGHTS

Diesel

Oil:: 1

US

gallon = 7.131bs

Fresh

Water

= 1

US

gallon",

8.33

Ibs

Gasoline

= 1

US

gallon::

6.1

lbs

Salt

Water

= 1

US

gallon = 8.56

Ibs

Engines & Generators

46

SUGGESTED

SPARE

PARTS

CONTACT

YOUR

WESTERBEKE

DEALER

FOR

SUGGESTIONS

AND

ADDITIONAL

INFORMATION

THERMOSTAT

FUEL

SYSTEM

HARDWARE

KIT

IN-LINE

FUEl/WATER FILTER

CARTRIDGE

WESTERBEKE

RECOMMENDS

CARRYING

ENOUGH

ENGINE

OIL

(YOUR

BRAND)

FOR

AN

OIL

CHANGE

AND A GALLON

OF

PREMIXED

COOLANT.

SPARE

DRIVE

BELTS

INJECTOR

SPARE

PARTS

KITS

WESTERBEKE

also

offers

two

Spare

Parts

Kits,

each packaged in a rugged hinged

toolbox.

Kit "A" includes

the

basic spares.

Kit

"B"

is

for

more

extensive off-shore

cruising.

KIT

A

ZINC

ANODES

DRIVE

BELTS

OIL

FILTER

FUEL

FILTER

HEAT

EXCHANGER

GA~KET

IMPELLER

KIT

FUEL

SYSTEM

HARDWARE

KIT

FUEL

PUMP

INLET

FILTER

Engines & Generators

47

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

WMDW11096/05

Westerbeke 7.6KW ETD, 5.7KW EDT Operator's Manual

Specifications and Main Features

Frequently Asked Questions

User Manual