Westerbeke 11.5KW-60Hz EDT, 6.0KW-50Hz EDT, 9.2KW-50Hz EDT, 12.5KW EDT, 9.4KW EDT Operator's Manual

OPERATORS

MANUAL

D-NET

DIESEL

GENERATORS

8.0KW • 60Hz

EDT

6.0KW • 50Hz

EDT

12.5KW • 60Hz

EDT

9.4KW • 50Hz

EDT

10.0KW • 60Hz

EDT

7.5KW • 50Hz

EDT

12.6KW • 60Hz

EDT

10.4KW • 50Hz

EDT

11.5KW • 60Hz

EDT

15.0KW • 60Hz

EDT

12.0KW • 50Hz

EDT

9.2KW • 50Hz

CATION NO.53060

THIRD EDITION

JUNE 2008 -

WESTERBEKE

CORPORATION'

150 JOHN HANCOCK ROAD

MYLES

STANDISH

INDUSTRIAL

PARK'

TAUNTON

MA

02780

WEBSITE: WWW.WESTERBEKECOM

--

§§~

Member National Marine Manufacturers Association

CALIFORNIA

PROPOSITION

65

WARNING

Diesel engine exhaust and some of

its constituents are known

to

the State

of

California

to

cause cancer, birth defects, and other reproductive harm.

A

WARNING:

Exhaust

gasses

contain

Carbon

Monoxide,

an

odorless

and

colDrless

gas.

Carbon

Monoxide

is

poisonous

and

csn{cause

unconsciousness

and

death.

Symptoms

of

Carbon

Monoxide

exposure

can

Include:

-

Dizziness

-Nausea

-Headache

-

Throbbing

in

Temples

-

Muscular

Twitching

-

Vomiting

-

Weakness

and

Sleepiness

-Inability

to

Think

CDherently

IF

YOU

OR

ANYONE

ELSE

EXPERIENCE

ANY

OF

THESE

SYMPTOMS,

8ET

OUT

INTO

THE

FRESH

AIR

IMMEDIATELY.

If

symptDms

persist,

seek

medlcsl

attention.

Shut

down

the

unit

and

dD

not

restart

until

it

has

been

Inspected

and

repaired.

This

WARNING

DECAL

is

provided

by

WESTERBEKE

and

should

be

fixed

to

a

bulkhead

near

your

engine

Dr

generator.

WESTERBEKE

a/so

recommends

Installing

CARBON

MONOXIDE

DETECTORS

in

the

living/sleeping

quarlers

of

your

vessel.

They

are

inexpensive

and

easily

obtainable

at

your

local

marine

store.

SAFETY

INSTRUCTIONS

INTRODUCTION

Read this safety

manual

carefully. Most accidents are

caused by failure to follow fundamental rules

and

precau-

tions. Know when dangerous conditions exist

and

take the

necessary precautions to protect yourself,

your

personne~

and

your machinery.

The following safety instructions are in compliance with

the American Boat

and

Yacht Council (ABYC) standards.

PREVENT

ELECTRIC

SHOCK

A

WARNING:

Do

not

touch

AC

electrical

connections

while

engine

Is

running,

or

when

connected

to

shore

power.

Lethal

voltage

is

present

at

these

connections!

•

Do

not

operate this machinery without electrical

enclosures and covers in place.

• Shut off electrical power before accessing electrical equipment.

•

Use

insulated mats whenever working on electrical

equipment.

• Make sure your clothing

and

skin are

dry,

not damp

(particularly shoes) when handling electrical equipment.

• Remove wristwatch and all jewelry when working on electrical equipment.

•

Do

not connect utility shore power to vessel's AC

circuits, except through a ship-to-shore double throw

transfer switch. Damage to vessel'8 AC generator may result

if

this procedure

is

not followed.

• Electrical shock results from handling a charged capacitor.

Discharge capacitor by shorting terminals together.

PREVENT

BURNS -HOT

ENGINE

A

WARNING:

Do

not

touch

hot

engine

parts

Of

exhaust

system

components. A running

engine

gets

very

hot!

• Always check the engine coolant level at the coolant recovery

tank.

A

WARNING:

Steam

can

cause

Injury

Of

deathl

•

In

case

of

an

engine overheat, allow the engine to cool

before touching

the

engine or checking the coolant.

PREVENT

BURNS -FIRE

A

WARNING:

Fire

can

cause

Injury

Of

death!

• Prevent

flash

fire..<;.

Do

not smoke or permit flames or

sparks to occur near the carburetor, fuel line,

filter,

fuel

pump, or other potential sources

of

spilled fuel or fuel

vapors.

Use

a suitable container

to

catch all fuel when

removing the fuel line, carburetor, or

fuel

filters.

• Do not operate with a Coast Guard Approved

flame

arrester removed. Backfire can cause severe injury

or

death.

•

Do

not operate with the air cleaner/silencer removed.

Backfire can cause severe injury or death.

•

Do

not smoke or permit flames or sparks

to

occur near

the

fuel

system. Keep the compartment and the

engine/generator clean and free of debris

to

minimize the

chances of

fire.

Wipe up all spilled

fuel

and engine oil.

• Be aware diesel fuel will burn.

PREVENT

BURNS -EXPLOSION

A

WARNING:

Explosions

frDm

fuel

vapDrs

can

cause

Injury

Of

death!

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

Open

and

ventilate cabin

after fueling. Check below for fumes/vapor before

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

•

All

fuel

vapors are highly explosive.

Use

extreme

care

when handling

and

storing fuels. Store fuel

in

a well-ven-

tilated area away from spark-producing equipment

and

out of the reach

of

children.

• Do

not

fill

the fuel tank(s) while the engine

is

running.

• Shut off

the

fuel service valve at

the

engine

when

servicing

the fuel system. Take care in catching

any

fuel

that might

spill.

DO

NOT allow

any

smoking, open

flames,

or other

sources of

fire

near

the

fuel

system

or

engine

when

servic-

ing.

Ensure proper ventilation exists when servicing the

fuel system.

• Do not alter or modify the fuel system.

• Be sure all fuel supplies have a positive shutoff valve.

• Be certain fuel line fittings are adequately tightened and free

of

leaks.

• Make sure a fire extinguisher

is

installed nearby and

is

properly maintained. Be familiar with

its

proper use.

Extinguishers rated ABC

by

the

NFPA

are appropriate

for

all

applications encountered in this environment.

Engines & Generators

i

SAFETY

INSTRUCTIONS

ACCIDENTAL

STARTING

A

WARNING:

Accidental

starting

can

cause

injury

or

death!

• Disconnect

the

battery cables before servicing

the

engine!

generator.

Remove

the

negative

lead

first

and

reconnect

it

last.

•

Make

certain

all

personnel

are

clear of

the

engine

before

starting.

•

Make

certain

all

covers,

guards,

and

hatches

are

re-

installed

before

starting

the

engine.

BATTERY

EXPLOSION

A

WARNING:

Battery

explosion

can

cause

Injury

or

death!

•

Do

not

smoke

or

allow

an

open

flame

near

the

battery

being

serviced.

Lead

acid

batteries emit

hydrogen,

a

highly

explosive

gas,

which can

be

ignited

by

electrical

arcing

or

by

lit

tobacco

products.

Shut off

aU

electrical

equipment

in

the

vicinity

to

prevent electrical

arcing

dur-

ing

servicing.

•

Never

connect

the

negative (-) battery cable

to

the

posi-

tive

(+) connection terminal of

the

starter

solenoid.

Do

not

test

the

battery

condition

by

shorting

the

terminals

together.

Sparks

could ignite

battery

gases

or

fuel

vapors.

Ventilate

any

compartment containing batteries

to

prevent

accumulation of explosive

gases.

To

avoid

sparks,

do

not

disturb

the

battery charger connections

while

the

battery

is

being

charged.

•

Avoid

contacting

the

terminals

with

tools,

etc.,

to

prevent

burns

or

sparks

that could cause

an

explosion.

Remove

wristwatch,

rings,

and

any

other jewelry before handling

the

battery.

•

Always

tum

the

battery charger off before disconnecting

the

battery

connections.

Remove

the

negative lead

first

and

reconnect it

last

when

disconnecting

the

battery.

BATTERY

ACID

A

WARNING:

Sulfuric

acId

in

batterIes

can

cause

severe

Injury

Dr

death!

•

When

servicing

the

battery

or

checking

the

electrolyte

level,

wear

rubber

gloves,

a rubber

apron,

and

eye

protec-

tion.

Batteries

contain

sulfuric

acid

which

is

destructive.

If

it

comes

in

contact

with

your

skin,

wash

it

off

at

once

with

water.

Acid

may

splash

on

the

skin

or

into

the

eyes

inadvertently

when

removing electrolyte

caps.

TOXIC

EXHAUST

GASES

A

WARNING:

Carbon

monoxIde

(CO)

Is a deadly

gas!

• Ensure that

the

exhaust system

is

adequate

to

expel

gases

discharged

from

the

engine.

Check

the

exhaust

system

regularly

for

leaks

and

make

sure

the

exhaust

manifolds

are

securely

attached

and

no

warping

exists.

Pay

close

attention

to

the

manifold, water injection

elbow,

and

exhaust

pipe

nipple.

•

Be

sure

the

unit

and

its

surroundings

are

well

ventilated.

•

In

addition

to

routine inspection of

the

exhaust

system,

install a carbon

monoxide

detector.

Consult

your

boat

builder

or

dealer

for

installation of

approved

detectors.

• For additional information refer

to

ABYC

T-22

(educa-

tional

information

on

Carbon

Monoxide).

A

WARNING:

Carbon

monoxide

(CO)

Is

an

invisible

odorless

gas.

Inhalation

produces

nu-lIke

symptoms

s

nausea

Dr

death!

•

Do

not

use

copper

tubing

in

diesel

exhaust

systems.

Diesel

fumes

can

rapidly

destroy

copper

tubing

in

exhaust

sys-

tems.

Exhaust sulfur

causes

rapid

deterioration of

copper

tubing resulting

in

exhaust/water

leakage.

•

Do

not

install

exhaust outlet

where

exhaust

can

be

drawn

through

portholes,

vents,

or

air conditioners. If

the

engine

exhaust discharge outlet

is

near

the

waterline,

water

could

enter

the

exhaust

discharge

outlet

and

close

or

restrict

the

flow

of

exhaust.

Avoid

overloading

the

craft.

•

Although

diesel

engine exhaust

gases

are

not

as

toxic

as

exhaust

fumes

from

gasoline engines,

carbon

monoxide

gas

is

present

in

diesel

exhaust

fumes.

Some

of

the

symp-

toms

or

signs

of

carbon

monoxide

inhalation

or

poisoning

are: Vomiting Dizziness Throbbing

in

temples

Muscular twitching

Intense headache Weakness

and

sleepiness

AVOID

MOVING

PARTS

A

WARNING:

Rotating

parts

can

cause

Injury

Dr

death!

•

Do

not

service

the

engine

while

it

is

running.

If

a

situa-

tion

arises

in

which

it

is

absolutely

necessary

to

make

operating

adjustments,

use

extreme

care

to

avoid

touch-

ing

moving

parts

and

hot exhaust

system

components.

Engines & Generators

ii

SAFETY

INSTRUCTIONS

•

Do

not

wear

loose clothing or jewelry

when

servicing

equipment;

tie

back

long

hair

and

avoid

wearing

loose

jackets,

shirts,

sleeves, rings, necklaces

or

bracelets

that

could

be

caught in moving parts.

•

Make

sure

all

attaching

hardware

is

properly

tightened.

Keep

protective shields

and

guards

in

their respective

places

at

all

times.

•

Do

not

check

fluid

levels

or

the

drive belt's

tension

while

the

engine

is

operating.

•

Stay

clear of

the

drive shaft

and

the

transmission coupling

when

the

engine

is

running; hair

and

clothing

can

easily

be

caught

in

these

rotating parts.

HAZARDOUS

NOISE

A

WARNING:

High

noise

levels

can

cause

hearing

loss!

•

Never

operate

an

engine without

its

muffler installed.

•

Do

not

run

an

engine with

the

air

intake (silencer)

removed.

•

Do

not

run

engines

for

long

periods

with

their enclosures

open.

A

WARNING:

Do

not

work

on

machinery

when

you

are

mentally

or

physically

incapacitated

by

fatigue!

OPERATORS

MANUAL

Many

of

the

preceding

safety

tips

and

warnings

are

repeated

in

your

Operators

Manual

along

with

other cautions

and

notes

to

highlight critical information.

Read

your

manual

carefully,

maintain

your

equipment,

and

follow

all

safety

procedures.

ENGINE

INSTALLATIONS

Preparations

to

install

an

engine should

begin

with a thor-

ough

examination of

the

American Boat

and

Yacht

Council's

(ABYC)

standards. These standards

are

a combination of

,sources

including

the

USCG

and

the

NFPA.

Sections

of

the

ABYC

standards of particular interest

are:

H-2

Ventilation P-l Exhaust systems P-4

Inboard

engines

E-9

DC

Electrical systems

All

installations must

comply

with

the

Federal

Code

of

Regulations

(FCR).

ABYC,

NFPA

AND

USCG

PUBLICATIONS

FOR

INSTALLING

DIESEL

ENGINES

Read

the

following

ABYC,

NFPA

and

USCG

pUblications

for

safety

codes

and

standards. Follow their

recommenda-

tions

when

installing

your

engine.

ABYC

(American

Boat

and

Yacht

Council)

"Safety Standards

for

Small

Craft"

Order

from:

ABYC

15

East

26th

Street

New

York,

NY

10010

NFPA

(National

Fire Protection Association)

"Fire Protection Standard

for

Motor Craft"

Order

from:

National Fire Protection Association

11

Tracy

Drive

Avon

Industrial

Park

Avon,

MA

02322

USCG

(United

States Coast

Guard)

"USCG

33CFR183"

Order

from:

U.S.

Government Printing

Office

Washington,

D.C.

20404

Engines & Generators

iii

INSTALLATION

When

installing WES1ERBEKE engines

and

generators

it

is

important that strict

attention

be

paid

to

the

following

information:

CODES

AND

REGULATIONS

Strict federal regulations,

ABYC

guidelines,

and

safety

codes

must

be

complied

with

when

installing

engines

and

generators

in

a marine

environment.

SIPHON-BREAK

For installations

where

the

exhaust

manifold/water injected exhaust elbow

is

close

to

or

will

be

below

the

vessel's waterline,

provisions.!!l.1W;

be

made

to

install a

siphon-

break

in

the

raw

water

supply

hose to the exhaust

elbow.

This

hose must

be

looped a

minimum of

20"

above

the

vessel's

waterline.

Failure

to

use

a siphon-break when

the

exhaust manifold injection port

is

at

or

below

the load waterline

will

result

in

raw

water

damage

to

the engine and possible flooding

of

the

boat.

If

you

have

any

doubt about

the

position of

the

water-injected exhaust elbow relative

to

the

vessel's waterline

under

the

vessel's

various

operating

conditions, install a

siphon-break.

NOTE:

A

siphon-break

requires

periodic

inspection

and

cleaning

to

ensure

proper

operation.

Failure

to

properly

maintain a siphon-break

can

result

in

catastrophic

engine

damage.

Consult

the

siphon-break

manufacturer

for

proper

maintenance.

EXHAUST

SYSTEM

The exhaust

hose

must be certified

for

marine

use.

The

system

must be designed

to

prevent water

from

entering

the

exhaust

under

any

sea conditions

and

at

any

angle

of

the

vessels

hull.

A

detailed

40

page

Marine

Installation

Manual

covering

gaSOline

and

diesel,

engines

and

generators,

is

available

from

your

WESTERBEKE

dealer.

l"""'IWESTERBEKE

\ Enaines & Generators

iv

TABLE

OF

CONTENTS

Parts

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

2

Fuel

Injectors

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

28

Introduction

.......

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

3

Injector Testing ............................................ 28

Warranty Procedures ......................................

3

Spray Pattern ............................................... 28

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

.4

Fuel

Injection

Timing

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

28

Diesel

Fuel,

Engine

Oil

and

Coolant.

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

5

Preparation ................................................... 28

Digital

Control

PaneL

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

6

Inspection ..................................................... 28

Internal Components .....................................

7

Adjustment ................................................... 28

Remote

Stop/Start

PaneL

.............................. 8

Glow

Plugs

........... ~ .............................................

29

Preparations

for

Initial

Start·Up

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

9

Starter

Motor .....................................................

30

Pre-Start

Inspection ....................................... 9

Emergency Start ..........................................

31

Generator Voltage .......................................... 9

Service .........................................................

31

Generator

Break·ln

Procedure

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

10

Alternator

Testing

...

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

32

The

Daily

Operation

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

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

10

Voltage Regulator ....................................... .32

Safety

Shutdown

Switches

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

11

Checking the Service Battery ...................... 34

High Exhaust Temperature Switch .............

.1

1

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

34

DC

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

11

W

"

D'

Iring

lagram

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

35

Oil Pressure Sensor ......................................

11

Wiring

Diagram

(24

Volt)

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

36

Coolant Temperature Sensor .......................

11

Generator

Information ......................................

.37

Break·

In

Procedure/Daily

Operation

......

.......

11

a

BT

Generator

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

38

Maintenance

Schedule

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

12

Six

and

Twelve

Stud

Illustrations

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

38

Cooling

System

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

. 14

BT

Generator/Single

Phase

(6

Stud)

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

39

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

Internal

Wiring

Diagram

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

39

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

15

Generator

Voltage

Adjustment

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

.40

Raw Water Cooling Pump ........................... 15

Six Stud Voltage Connections ....................

.40

Changing the Raw Water Impeller .............. 16

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

.41

Heat Exchanger ........................................... 16 Full Load Voltage Adjustment. ....................

41

Air

Intake/Silencer

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

17

A VR - Six Stud ............................................

42

Fuel

System

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

18

Shore

Power

Connections

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

42

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

BT

Generator

AVR

(Three

Phase)

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

43

Fuel Lift Pump ............................................. 18

BT

Generator

(Three

Phase)

Fuel

Lift

Pump Filter ................................... 18

Internal

Wiring

Diagram

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

.44

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

18

Regulator

Sensing

Three

Phase

.........

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

.45

Engine

Lubricating

Oil

....................................... 19

Internal

Wiring

Diagram

(12

Stud)

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

46

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

BT

Generator

Troubleshooting

Chart

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

.47

Oil

Pressure .......................................................

20

Specifications

(3

Cylinder

Engine)

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

.48

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

20

8.0/6.0Kw

-10.0n.5Kw

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

49

Remote

Oil

Filter

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

21

11.5/9.2Kw -12.6/1

0.4Kw

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

50

Fuel LiftlWater Separator ............................ 21

Specifications

(4

Cylinder

Engine)

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

51

Engine

Troubleshooting

(Chart)

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

22

12.5/9.4Kw

.

15.0/12.0Kw

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

52

Engine

Adjustments

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

24

Lay·Up

and

RecommiSSioning

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

53

Drive Belt Adjustment ................................. 24

Power

Take·Off

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

55

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

Raw

Water

Discharge

Hose

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

56

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

Metric

Conversion

Data

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

57

Testing Engine Compression ....................... 26

Suggested

Spare

Parts

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

58

Fuel Injectors ...............................................

26

Engines & Generators

1

PARTS

IDENTIFICATION

EDT

GENERATOR

20A

CIRCUIT

RAW

atIt:l\l\t:rr

DC

ALTER

WATER

HEAT

CONTROL

PANEL.

8A

FUSE

_ _ _

llNC

FRONT

PREHEAT

OtL

~

DRIP

PAN

RIGHT

lEFT

81DE

SIDE

MANIFOLD

PRESSURE

FILL.

CAP

CONNECTION

GENERATOR

BACKEND

STARTER

REAR

FILL

THERMOSTAT ASSEMBLY

AIR

INTAKE

SILENCER & FILTER

TO

BREAK

I.D.PLATE

MOTOR

BACK-END

20

CIRCUIT

BREAKER

AC

CIRCUIT

BREAKER

REAR

all.

C~!fEsrsRs.eKIL

----:}jJJEng;nes & Generators

2

FRONT

ENGINE

OIL

DRAIN

FUEL

OIL

FILL

Bl.OCK

HOSE

FILTER

DRAIN

PLUG

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

perfonnance of

our

engines

and

generators.

Thank

you

for

selecting

WESTERBEKE.

In

order

to

get

the

full

use

and

benefit

from

your generator it

is

important

that

you

operate

and

maintain it

correctly.

This

manual

is

designed

to

help

you

do

this.

Please

read

this

manual

carefully

and

observe

all

the

safety

precautions

throughout.

Should your generator require

servicing,

contact

your

nearest

WESTERBEKE

dealer

for

assistance.

This

is

your

operators

manual. A parts

catalog

is

also

provided

and a technical

manual

is

available

from

your

WESTERBEKE

dealer.

If

you

are

planning

to

install

this

equipment contact your

WESTERBEKE

dealer

for

WESTERBEKE'S

installation

manual.

WARRANTY

PROCEDURES

Your

WESTERBEKE

Warranty

is

included

in a separate

folder.

If,

after

60

days

of

submitting

the

Warranty

Registry

fonn

you

have

not received a customer

identification

card

registering

your

warranty,

please

contact

the

factory

in

writing

with

model

information, including

the

unit's

serial

number

and

commission

date.

Customer

Identification

Card

,..,."IWESTERBEKE

r

Engines & Generators

Customer

Identification

MR.

GENERATOR

OWNER

MAIN

STREET

HOMETOWN,

USA

Model

Ser.#

Expires

PRODUCT

SOFTWARE

Product

software,

(tech

data,

parts

lists,

manuals,

brochures

and

catalogs), provided

from

sources

other

than

WESTERBEKE

are

not

within

WESTERBEKE's

control.

WESTERBEKE

CANNOT BE RESPONSIBLE

FOR

THE

CONTENT OF SUCH

SOFTWARE,

MAKES

NO

WAR-

RANTIES

OR

REPRESENTATIONS

WITH

RESPECT

THERETO,

INCLUDING

ACCURACY,

TIMELINESS

OR

COMPLETENESS

THEREOF AND

WIll

IN

NO

EVENT

BE LIABLE

FOR

ANY

TYPE

OF DAMAGE

OR

INJURY

INCURRED

IN

CONNECTION

WITH

OR

ARISING OUT

OF

THE

FURNISHING

OR

USE

OF SUCH

SOFTWARE.

WESTERBEKE

customers

should

also

keep

in

mind

the

time

span

between

printings 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

detennine

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 infonnation will

be

highlighted

by

NOTES,

CAUTIONS,

and

WARNINGS.

An explanation

follows:

NOTE:

An

operating

procedure

essential

to

note.

A

CAUTION:

Procedures,

which

if

not

strictly

obsBrved,

can

result

In

the

damage

Of

destruction

of

your

engine.

A

WARNING:

Procedures,

which

If

not

properly

folM

lowed,

can

result

In

personal

Injury

Dr

loss

Dillie.

Engines

& Generators

3

INTRODUCTION

SERIAL

NUMBER

LOCATION

The engine's

model

number

and

serial

number

are

located on

a

nameplate

mounted

on

the

side of

the

engine's

manifold.

TIle

engine's serial

number

can

also

be

found

stamped into

the

engine block

on

the

fiat

surface of

the

block just

above

and

inboard of

the

injection

pump.

Take

the

time

to

enter

this

information

on

the

illustration of

the

nameplate

shown

below,

as

this

will

provide a quick reference

when

seeking technical

information

andlor ordering repair

parts.

An

identification

plate

on

the

engine manifold

also

displays

the

engine

model

and

serial

number.

CARBON

MONOXIDE

DETECTOR

WESTERBEKE

recommends mounting a

carbon

monoxide

detector

in

the

vessels

living

quarters.

Carbon

monoxide,

even

in

small amounts, is

deadly_

The

presence

of

carbon

monoxide indicated

an

exhaust

leak

from

the

engine

or

generator

or

from

the

exhaust

elbow/exhaust

hose,

or

the

fumes

from a nearby

vessel

are

entering your

boat.

If

carbon

monoxide

is

present, ventilate

the

area

with

clean

air

and

correct

the

problem

immediately!

NOTE:

A

carbon

monoxide

warning

decal

has

been

provided

by

WESTERBEKE.

Affix

this

decal

in a visible

position

in

the

engine room

UNDERSTANDING

THE

DIESEL

ENGINE

The

diesel

engine closely resembles

the

gasoline

engine,

since

the

mechanism

is

essentially

the

same.

The

cylinders

are

arranged

above

a closed crankcase;

the

crankshaft

is

of

the

same

general

type

as that of a gasoline

engine;

and

the

diesel

engine

has

the

same

type

of

val

ves,

camshaft,

pistons,

connecting

rods

and

lubricating

system.

Therefore,

to

a great extent, a diesel engine

requires

the

same preventive maintenance as a gasoline

engine.

The

most important factors are proper ventilation

and

proper

maintenance of

the

fuel,

lubricating

and

cooling

systems.

Replacement of fuel and lubricating

filter

elements

at

the

time

periods specified

is a must,

and frequent checking

for

contamination (that

is,

water,

sediment,

etc.)

in

the

fuel

system

is

also

essential.

Another

important

factor

is

the

use

of

the

same brand of high detergent diesel lubrication

oil

designed specifically for diesel engines. The diesel engine does differ from

the

gasoline

engine,

however,

in

its

method of handling

and

firing

of

fueL

The

carburetor

and

ignition systems

are

done

away

with

and

in

their place

is

a single component -

the

fuel

i£Uection

pump

which

performs

the

function

of

both.

ORDERING

PARTS

Whenever replacement/service parts

are

needed,

always

provide

the

generator

model

number,

engine

serial

number,

and

generator serial number as

they

appear

on

the

silver

and

black

name

plate located

on

the

generator

end.

You

must

provide

us

with

this

information so

we

may

properly

identify

your

generator

set.

In

addition, include a

complete

part

description

and

part number for each part

needed

(see

the

separately furnished Parts

List).

Also insist

upon

WESTERBEKE

packaged parts because will

fit

or

generic

parts

are

frequently not

made

to

the

same

specifications

as

original

equipment.

SPARES

AND

ACCESSORIES

Certain

spares

will be

needed

to

support

and

maintain

your

WESTERBEKE

generator.

Your

local

WESTERBEKE

dealer

will

assist

you

in preparing

an

inventory

of

spare

parts.

See

the

SPARE

PARTS

page

in

this

manual.

For

Engine and

Generator Accessories, see

the

ACCESSORIES

brochure.

INSTALLATION

MANUAL

Publication #43400 provides detailed

information

for

installing generators.

Engines & Generators

4

FUEL,

ENGINE

OIL

AND

ENGINE

~OOLANT

FUEL

A

CAUTION:

Use

number 2 diesel

fuel

with a cetane

rating

of

45

or

higher.

Care

Of

The

Fuel

Supply

Use

only-clean

fuel!

The clearance of

the

components

in

your fuel injection

pump

is

very

critical;

invisible dirt

particles which might

pass

through

the

filter

can

damage

these

finely

finished

parts.

It

is

important

to

buy

clean

fuel,

and

keep it clean. The best

fuel

can

be rendered

unsatisfactory by careless handling

or

improper

storage

facilities.

To

assure that

the

fuel

going

into

the

tank

for

your

engine's

daily

use

is

clean

and

pure,

the

following

practice '

is

advisable:

Purchase a

well-known

brand of

fuel.

Install and'regularly service a

good,

Coast

Guard

approved

filter/water separator between

the

fuel

tank

and

the

engine.

ENGINE

OIL

Use a heavy

duty

engine

oil

with

an

API classification of

CF,

CG-4,

CH-4

or C14.

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:

DD

nDt

allow

two

Dr

more

brands

of

engine

oil

to

mix.

Each

brand

contains

its

own

additives;

additives

of

different

brands

could

react

In

the

mixture

to

produce

properties

harmful

to

your

engine.

ENGINE

COOLANT

Engine coolant

is

a

SO/50

mixture of antifreeze

and

distilled

water.

This

coolant

allows

the

engine

to

run

at

its

proper

temperature

by

transferring heat

from

the

engine

to

the

coolant.

It

also

lubricates

and

protects

the

cooling system

from

rust

and

corrosion. A

SO/50

mixture of antifreeze

and

distilled

water

will

protect the engine

to

-34°P

(1.12C).

PURCHASING

ANTIFREEZE

Rather than preparing

the

mixture,

WESTERBEKE

recommends

buying the premixed antifreeze

so

that

so

that

when

adding

coolant

the

mixture will

always

be

correct.

There

are

two

common

types

of antifreeze, Ethylene

Glycol

(green)

and

Propylene

Glycol

(red/purple),

either

can

be used

but

do

not

mix

the

two

and

if

changing

from

one

to

another,

flush

the

engine

thoroughly.

Premixed antifreeze for DIESEL Engines:

• Specification #ASTM 5345.

MAINTENANCE

Change

the

engine coolant

every

500

hours

as

the

chemical

additives

that

protect

and

lubricate

the

engine

have

a limited

life.

COOLANT

RECOVERY

TANK

A coolant

recovery

tank kit

is

supplied

with

each

generator.

The

purpose

of

this

recovery tank

is

to

allow

for engine

coolant expansion

and

contraction

during

engine

operation,

without

the

loss

of coolant

and

without introducing air

into

the

cooling

system.

Engines & Generators

5

DIGITAL

CONTROL

PANEL®

NOTE:

DURING

OPERATION

THE

COLOR

OF

THE

LCD

DISPLAY

MAY

VARY.

CAUSED

BY

HEAT.

THIS

IS

NORMAL

CONTROL

BOX

8

AMP

FUSE

PROTECTS

mE

PANEL

ELECTRONICS

FROM

A

HIGH

AMP

OVERLOAD

INDICATOR

LIGHTS

--I----t-

DESCRIPTION

20

AMP

DC

BREAKER

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

pre~tart

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:

""tIY'

WESTERBEKE

Engines & Generators

Pre Heating

•••..•

7 Seconds

RUN

SEQUENCE

Waiting

for

operator

Press start

to

engage generator

Cranking ......

As

the

display

cycles thru

the

engine functions,

the

speed

will

come

up

to

1800

rpms-60Hz (1500

rpm&-50Hz)

and

the

oil pressure

and

engine coolant will rise to their normal

readings.

The

functions

will cycle

in

the

following

sequence:

o

Engine Speed

1800

RPM

2500

.SCROLL

Coolant Temperature

172f

o

! I !

300

.SCROlL

LIGHT

Battery Voltage

13.5

vqc

o 30

SCROLL

Engine Hours

3.8

HOURS

SCROLL'j

SCROLL

LOCK

NO

CAUSE

FOR

CONCERN.

UP

ARROW

SCROLL

LOCK

DOWN

ARROW

Oil Pressure

40 PSI

o 100

SCROLL

Coolant Temperature

172F

____

r::::::==1

o

300

To

stop

the

continuing sequence,

press

the

SCROLL

LOCK

button.

This

enables

the

operator

to

monitor a single

function

for

any

length of

time.

The

word

LOCK

will

appear

in

the

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:

Operatillg temperatures may

cause

the

LCD display

to

vary

in

color.

This

is

nonnal and a challge

ill

color will not

affect

the

operation

oj

the

control

panel.

Engines & Generators

6

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

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.

WHEN

CHANGING

THE

GENERATORS

FREQUENCY

(50/60

HZ)

SWITCH

#1

ON

THE

CONTROL

PANEL

fCU

BOARD

MUST

BE

SWITCHED:

ON

FOR

50

HZ

AND

OFF

FOR

60

HZ.

CONTROL

BOX

INTERNAL

COMPONENTS

CONTROL

BOX

.

CAUTION:

When servicing

or

replacing

DC

components, turn

off

the 20A

DC

circuit breaker.

7

Examples:

Failure

Light

is

red.

Coolant

Temperature

Light

is

orange.

High Engine Temp.

Reset

ECU

to ReStart

Faifure

Ught

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.

NOTE:

During operation

the

color

of

the

LCD

display

may

vary.

Caused

by

heat,

this

is

normal

and

no

cause for concem.

REMOTE

STOP/START

PANEL

AND

EXTENSION

HARNESSES

DESCRIPTION

A remote

panel

is

available that

allows

the

genemtor

to

be

stopped

and

started

from

any

location

on

the

boat.

The

connecting harnesses come

in

three

different lengths

and

two

of

these can be

combined

for a maximum

run

at 75' (22.l7M).

NOTE:

For additional

information,

contact your

local

WESTERBEKE

dealer.

~~,

3-1/4"

(82.55MMl

(57.15MM)

/

6"

(152.4MM)

CONNECTING

EXTENSION

CABLES

15'

(4.75M)

30'

(9.1M)

60'

(18.2M)

PN

052959

PN

052789

PN

052960

PN

052560

~'.5~

Note:

These

two

dimensions

are

the

measurement

of

the

cut-out

opening.

Engines & Generators

8

PREPARATIONS

FOR

INITIAL

STARTUP

PREST

ART

INSPECTION

This

section

of

the

manual

provides

the

operator

with

preparation, initial starting, break-in, starting

(warm

or

cold)

and

stopping procedures. Follow

the

procedures

as

presented

for

the

conditions indicated

and

your

WESTERBEKE

generator set

will

give

reliable perfonnance

and

long

service

life.

Before

starting

your

generator set

for

the

first

time

or after a

prolonged

layoff,

check the fonowing

items:

o Check

the

engine

oil

level.

Add

oil

to

maintain

the

level at

the

high

mark

on

the

dipstick.

o Check the

fuel

supply

and

examine

the

fuel

filter/separator

bowls

for contaminant's.

o Check

the

DC

electrical

system.

Inspect

wire

connections

and

battery cable connections.

Make

certain

the

(+)

battery cable

is

connected

to

the

starter solenoid

and

the

negative

(-)

cable

is

connected to

the

engine ground stud

(this

location

is

tagged).

Check

the

coolant level

in

both

the

plastic

recovery

tank

and

at

the

manifold.

o

Visually

examine

the

unit.

Look

for loose or

missing

parts,

disconnected

wires,

unattached

hoses,

and

check

threaded connections.

o Check load leads

for

correct connection

as

specified

in

the

wiring

diagrams.

o 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

nngrounded)

as

the

system requires,

and

that generator neutral is

properly

connected

to

the load

neutral.

In

single phase

and

some

3-phase systems

an

incomplete or open

neutral

can supply

the

wrong

line-to-neutral voltage

on

unbalanced

loads.

o

Make

sure

the

mounting installation

is

secure.

o Make sure that

the

generator is properly

grounded.

OIPSTICK~

~

\\~PPROXIMATELY

'\

ONE

QUART

Oil

lEVEL

\.

y

A

CAUTION:

When

starting

the

generator,

it

is

recommended

that

all

AC

loads,

especially

large

motors,

be

switched

OFF

until

the

engine

has

come

up

to

speed

and,

in

cold

(jUmates,

starts

to

warm

up.

This

precaution

will

prevent

damage.

caused

by

unanticipated

operation

of

the

AC

machinf1ry

and

will

prevent a cold

engine

from

stalling.

GENERATOR

VOLTAGE

The speed of

the

generator engine is adjusted

at

the

factory,

however,

it

is

advisable

to

verify.

60

Hz

The engine no-load speed

is

set

at

61.0 - 60.5

Hz.

At

rated amperage, hertz output

may

decrease

to

59.5

- 60.0

Hz.

50

Hz

The engine no-load speed

is

set

at

50.0 -

50.3

Hz.

At

rated amperage, hertz output

may

decrease

to

49.5 - 50.0

Hz.

The

speed

of

the

generator engine

is

adjusted

at

the

factory,

howevyr

it

is

advisable

to

verify.

The

voltages

are

easily

adjusted

to

optimum

values

no-load

and

full

load

(refer

to

VOLTA

GE

ADJUSTMENT

in

this

manual).

If

possible,

apply

actual

service

ot

test

load

of

the

same

power

factor

as

the

load

to

be

used

in

service.

If the voltage cannot

be

adjusted

to

suitable

values

and

fault

seems

evident,

contact

your

authorized .

GLOW CONNECTION

SIDE

OIL

CAP

OIL

Fill

CAP

Engines. &' Generators

9

GENERATOR

BREAK-IN

PROCEDURE

DESCRIPTION

Although your engine

has

experienced a minimum of

one

hour of test operations at

the

factory to make

sure

accurate

assembly

procedures were followed and that the engine

operated

properly,

a break-in

time

is

required. The service

life of your engine

is

dependent

upon

how

the

engine

is

operated and serviced during

its

initial hours of

use.

Breaking-in a

new

engine basically involves seating the

piston rings

to

the

cylinder walls. Excessive oil consumption

and

smoky

operation indicate that

the

cylinder

walls

are

glazed or scored,

which

is

caused

by

overloading

the

engine during

the

break-in period.

Your

new

engine requires approximately 50

hours

of initial

conditioning operation

to

break in

each

moving part in order

to maximize

the

performance

and

service life of the engine.

Perform this conditioning carefully, keeping in

mind

the

following: Start

the

engine according

to

the

STARTING

PROCEDURE

section.

Run

the

engine

while

checking that

all

systems

(raw

water

pump,

oil pressure, battery charging)

are

functioning.

AFTER

START-UP

Once

the

generator

has

been

started, check

for

proper

opera-

tion

and then encourage a fast

warm-up.

Run

the generator

between

20%

and

60%

of full-load

for

the

first

10

hours.

After the

first

10

hours of

the

generator's operation,

the

load

can

be increased

to

the

full-load rated

output,

then

periodi-

cally

vary

the

load.

Avoid

overload at all

times.

An

overload

is

signaled

by

smoky

exhaust

with

reduced output voltage and

frequency.

Monitor

the current being drawn

from

the generator

and

keep

it

within

the generator's rating. Since the generator operates

at 1800

rpm

to

produce 60 hertz (or

at

1500 rpm to produce 50

Hertz), control of the generator's break-in

is

governed

by

the

current

drawn

from the generator.

NOTE:

Be

aware

of

motor starting loads and

the

high

current

draw

required

for starting motors.

This

starting

amperage

draw

can

be 3 to

5 times normal running

amperage.

See

GENERATOR

INFORMATION

in

this

manual.

GENERATOR

ADJUSTMENTS

Once

the generator has

been

placed into operation

(commissioned), there maybe the need

to

adjust the

generator'~

no-load

AC

voltage output.

See

GENERATOR

INFORMATION.

THE

DAILY

ROUTINE

CHECK

LIST

Follow

this

check

list each

day

before starting your

generator.

• Check

that

all generator circuit breakers (power

panel)

are

in

the

off position before starting.

•

Record

the

hourmeter reading

in

your log (engine

hours

relate

to

the

maintenance schedule.)

Any

deficiency or problems in the following

items

must

be

corrected before start

up.

-

•

Visually

inspect the engine

for

fuel,

oil,

or

water

leaks.

• Check

the

oil level (dipstick).

• Check the coolant level in the coolant recovery

tank.

•

Check

your

fuel

supply.

• Check

the

starting batteries (weekly).

•

Check

drive belts

for

wear and proper tension (weekly).

CHECK

WITH

THE

ENGINE

RUNNING.

• Check

for

abnormal

noise

such

as

knocking, vibrating and

blow-back

sounds.

•

Confirm

exhaust

smoke:

When

the

engine

is

cold - White Smoke.

When

the

engine

is

warm

- almost Smokeless.

When

the engine

is

overloaded - some Black

Smoke.

NOTE:

Some

unstable running may occur

in

a cold

engine.

This

condition should abate as

nornzal

operating

temperature

is

reached and loads

are

applied.

A

CAUTION:

00

not

operate

the

generator

for

long

periods

of

time

without a load

being

placed

on

the

generator.

STOPPING

THE

GENERATOR

Remove

the

AC

loads

from

the generator

one

at a time.Allow

the

generator

to

run

for

3-5

minutes

to

stabilize

the

operating

temperature, then tum the key

to

the off position.

Once

the

generator is shutdown, close down

all

circuit breakers

as

a

safety precaution.

CAUTION

(WESTERLINK

or

NMEA-2000):

The electronic components in the

Digital Diesels draw a very

small amount

of

amperage (milll-amps) from

the generator's starting battery

when the unit is in a static stale.

771is

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 months time

with

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

amperage draw

during nonnal seasonal use. However, if the generator

set is not to

lie

used

for

a number

of

months. such as winler 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

WESTERLINK system.

NOTE:

Keep

in

mind that the Westerbeke generator maybe the DC power

supply

for

the vessel's NMEA-2000 network.

Engines & Generators

10

SAFETY

SHUTDOWN

SWITCHES

. "

FROM

ENGINE

BLOCK

SAFETY

SHUTDOWN

SWITCHES

The "ENGINE"

is

protected

by

four automatic shutdown

switches. Should shutdown occur,

do

not

aJtempt

to

restart

before correcting the cause

as

shown on the LCD Display

screen.

The following

is

a description of these automatic shutdown

switches.

HIGH

EXHAUST

TEMPERATURE

SWITCH

An exhaust temperature switch is located

on

the water

injected exhaust

elbow.

Nomlal1y

closed contacts,

this

switch

will

open

and

signal the ECD (shutting off the engine) should

the switch sense a high exhaust temperature

(an

inadequate

supply of

raw

water causes a high exhaust temperature

in

this

mixing

elbow).

This switch

opens

at

270"F

(151°C).

This

contact resets

at

approximately

195"F

(126°C).

,

EXHAUST

ELBOW

HIGH

EXHAUST--------' '

TEMPERATURE

.t

SWITCH

ENGINE

DC

CIRCUIT

BREAKER

The generator's

DC

electrical circuit is protected by a control

panel mounted manually resetable rocker type circuit breaker

(20

amps

DC).

Excessive current draw or DC electrical

overload anywhere in

the

control panel wiring or engine

wiring

will cause

the

breaker to

trip.

In this event

the

generator will shut

down.

The breaker will trip

to

the off position indicating this fault and the LCD Display screen will be

off.

The

DC

circuit

on

the unit will

be

inoperative

If

this

should

occur,

check

and

repair

the

source of

the

problem

..

After repairing

the

fault,

reset the breaker and restart the

generator.

CONTROL PANEL

20

AMPS

DC

CIRCUIT

BREAKER

CAUTION:

When

selYicing

or

replacing

DC

components,

tum off

the

20A

DC

circuit

breaker.

OIL

MANIFOLD

An

oil pressure sensor

is

mounted

on

the

oil manifold

for

the

engine. It

sends

a voltage signal

to

the

ECD

that

is

interpreted

as

pressure. Should this signal fall below a set point in the

ECu.

The

ECD

will open the

K2

run relay shutting

the

unit

down.

It

will

then display the fault on

the

LCD

Display

screen. Engine oil pressure dropping

10 -

15

psi

will

cause

this

to

occur.

AIR

BLEED

ANTIFREEZE

COOLANT

TEMPERATURE

SENSOR

THERMOSTAT ASSEMBLY

An antifreeze coolant temperature sensor

is

located

in

the

thermostat housing base., This sends

an

electrical signal

to

the

ECD that

it

interprets as temperature. Should

the

voltage

sig-

nal

reach a set point where the ECD interprets an overheat

condition existing. The ECD will open the

K2

run

relay

shut-

ting the unit down and displaying the fault

on

the

LCD

dis-

play screen. This will happen should the antifreeze coolant

temperature

reach

approximately

2IO"F

(99°C).

Engines

& Generators

11

BREAK-IN

PROCEDURE/DAILY

OPERATION

BREAK-IN

PROCEDURE

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

to

60%

of

full load for the first

10

hours.

A

CAUTION:

Do

not

attempt

to

break-in

your

genera-

tor

by

running

without a load.

After

the

first

10

hours of the generators' operation,

the

load

can

be

increased

to

the full-load rated output; then periodically

vary

the

load.

Avoid

overload

at

all times. An overload

is

signaled

by

a

smoky exhaust with reduced output voltage and

frequency.

Monitor the current being drawn from the generator and keep

it

within the generators' rating.

NOTE:

Be

aware

of

motor

starting

loads

and

the

high

current

drawn

requiredfor

starting

motors.

This

starting

amperage

drawn

can

be 3 to 5 times

nonnal

running

amperage.

See

GENERATOR

INFORMATION

in

this

manual.

CHECK

LIST

Follow

this

check

list

each

day

before

starting

your

generator.

D

Record

the

hourrneter

reading

in

your

log

(engine

hours

relate

to

the

maintenance

schedule).

D

Visually

inspect

the

engine

for

fuel,

oil

or

water

leaks.

D

Check

the

oil

level

(dipstick).

D

Check

your

diesel

fuel

supply.

D

Check

the

starting

batteries

(weekly).

D

Check

for

abnormal

noise

such

as

knocking,

vibration

and

blowby

sounds.

D

Confirm

exhaust

smoke:

When

the

engine

is

cold -White

Smoke.

When

the

engine

is

warm

almost

Smokeless.

When

the

engine

is

overloaded -some

Black

Smoke.

D

Make

sure

the

cooling

water

is

discharging

properly,

outboard

from

the

exhaust

outlet.

NOTE:

After

the

first

20

hours

of

generator

operation,

check

the

maintenance

schedule

for

the

20

hour

service

check.

NOTE:

Some

unstable

running

may

occur

in a cold

engine.

This

condition

should

abate

as

normal

operating

temperature

is

reached

and

loads

are

applied.

A

CAUTION:

Do

not

operate

the

generator

for

long

periods

of

time

without a load

being

placed

on

the

generatDr.

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

temper-

atuie,

then

press

the

STOP

button;

shutdown

is

automatic.

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

(HERIZ)

ADJUSTMENT)

tmder

ENGINE

ADJUSTMENTS.

A

no-load

voltage

adjustment

may

also

be

required

in

conjunction

with

the

engine's

speed

adjustment

(see

GENERATOR

INFORM.ATION).

Engines & Generators

11a

SCHEDULED MAINTENANCE

Fuel

Supply

Fuel/Water

Separator

Engine

011

Level

Coolant

Level

Drive

Belts

MAINTENANCE

SCHEDULE

f)

WARNING:

Never

attempt

to

perform

any

service

while

the

engine

is

running.

Wear

the

proper

safety

equipment

such

as

goggles

and

gloves,

and

use

the

correct

tools

for

each

job.

Disconnect

the

battery

terminals

when

servicing

any

of

the

engine's

DC

electrical

equipment.

NOTE:

Many

of

the following maintenance jobs

are

simple

but others

are

more

difficult and may

require

the

expert knowledge

of a service

mechanic.

CHECK

HOURS

OF

OPERATION

EACH

EXPLANATION

OF

SCHEDULED

DAY

50

100

250

500

750

1000 1250

MAINTENANCE

0

Diesel

No.2

rating

of

45

cetane

or

higher.

0

Check

for

water

and

dirt

in

fuel

(drain/replace

filter

if

necessary).

0

I I

i

Oil

level

should

indicate

between

MAX.

and

LOW

on

dipstick.

0

Check

at

recovery

tank;

if

empty,

check

at

manifold.

Add

coolant

if

needed.

0

Inspect

for

proper

tension

(3/8'

to

1/2'

depression)

weekly

and

adjust

if

needed.

Check

belt

edges

for

wear.

Visual

Inspection

01

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/lnlet

Filter

'""""'

0 0 0 0

I

nitial

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

tiIter)

0

0 0

0

~

0

Initial

engine

oil & filter

change

at

50

hrs.,

then

-

change

both

every

100

hours.

Generator

0

0 0 0 0 0

Check

that

AC

connections

are

clean

and

secure

with

no

chafing.

See

GENERATOR

SECTION

for

additional

information.

Heat

Exchanger

Zinc

Anode

0

0 0

0

Inspect

zinc

anode,

replace

if

needed,

clear

the

heat

oto

exchanger

end

of

zinc

anode

debris.

Fuel/Water

Sepa

0

Change

every

200

hours

or

each

season.

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

M M M

M M

M

Hose

should

be

hard & tight.

Replace

if

soft

or

spongy.

Check

and

tighten

all

hose

clamps.

Engines & Generators

12

SCHEDULED MAINTENANCE

Raw

Water

Pump

Raw

Water

Pump

Drive

Air

Inlet

Filter

Coolant

System

Electric

Fuel

Lift

Pump

DC

Alternator

*Fuellnjectors

"Starter

Motor

..

Preheat

Circu

it

"Engine

Cylinder

Compression

"Torque

Cylinder

Head

Hold-down

bolls

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

impeller.

Inspect

the

impeller,

cam,

cover

and

inner

wear

plate

for

wear.

Inspect

housing

weep

holes

for

signs

of

shaft

water

seal

or

oil

leaks.

Check

shaft

bearings

(the

shaft

should

turn,

not

wobble).

0 0

Remove

pump

and

inspect

pump

shaft

and

drive

slot

for

wear.

0 0 0 0

0

Inspect

every

100

hours.

Remove

and

clean.

Replace

as

needed.

0 0

Drain,

flush,

and

refill

cooling

system

with

appropriate

antifreeze

mixture

compatible

with

various

cooling

system

metals.

0

0 0 0 0 0

Periodically

check

the

wiring

connections

and

inspect

the

fuel

line

connections.

0

0 0

Check

DC

charge

from

alternator.

Check

mounting

bracket;

tighten

electrical

connections.

0

Check

and

adjust

injection

opening

pressure

and

spray

condition

(see

ENGINE

ADJUSTMENTS).

0 0

Check

solenoid

and

motor

for

corrosion.

Remove

and

lubricate.

Clean

and

lubricate

the

starter

motor

pinion

drive

.

0 0

Check

operation

of

preheat

solenoid.

Remove

and

clean

glow

plugs;

check

resistance

(0.4-0.6

ohms).

Reinstall

with

anti

seize

compound

on

threads.

0

Check

compression

pressure

and

timing

(see

Engine

Adjustments).

0

0 0

At

first

50

hours,

then

every

500

hours

(see

ENGINE

ADJUSTMENTS).

"Adjust

the

Valve

Clearances

0 0 0

Adjust

Valve

Clearances

(see

ENGINE

ADJUSTMENTS).

*Heat

Exchanger

0

Remove,

have

professionally

cleaned

and

pressure

tested.

*WESTERBEKE

recommends

this

service

be

performed

by

an

authorized

mechanic.

CAUTION

(WESTERLINK

or

NMEA-2DOOj:

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

of

amperage (milli-amps) from the

genera/or'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

milch

as

72

amp-hollrs in a months time with no generator use. It is not necessary to be concerned with this slight amperage draw during

1Wrmal

seasoool use. However,

if

the generator set is not to be used

for

a number

of

months, such as winter storage, it is best 10 disconnect the DC power

to the generator with a

NMEA-2000 system

or

shut

off

the

DC

breaker on the generator's control

box

for a WESTERUNK

system.

NOTE:

Keep in mind that the Westerbeke generator maybe the

DC

power

supply

for

the vessel's NMEA-2000 network.

Engines & Generators

13

COOLING

SYSTEM

DESCRIPTION

Westerbeke

marine

diesel

engines are designed and equipped

for

fresh

water

cooling.

Heat

produced in

the

engine

by

com-

bustion

and

friction

is

transferred

to

fresh water coolant

which

circulates throughout the engine.

'This

circulating fresh

water

coolant

cools

the

engine block, its internal moving

parts,

and

the

engine

oil.

The heat

is

transferred externally

from

the

fresh

water

coolant to raw water

by

means of a heat

exchanger,

similar

in

function to

an

automotive

radiator.

Raw

water

flows

through the

tubes

of the heat exchanger while

fresh

water coolant

flows

around

the

tubes; engine heat trans-

ferred

to

the

fresh

water coolant is conducted through

the

tube

walls

to

the

raw

water

which is then pumped into the

exhaust system

where

finally

it

is

discharged overboard.

In

other

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

systeJ]l.

The

fresh

water

coolant and

raw

water circuits

are

independent

of

each

other.

Using

only

fresh

water

coolant

within

the

engine

allows

the

cooling water passages

to

stay clean and free

from

harmful

deposits.

FRESH

WATER

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 circu-

lating

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.

ENGIKE

BLOCK

COOLAKT

DRAIK

When

the

engine

is

started

cold,

external coolant

flow

is

pre-

vented

by

the

closed thermostat (although

some

coolant

flow

is

bypassed around

the

thermostat

to

prevent

the

exhaust

manifold

from

overheating).

As

the

engine

warms

up,

the

thermostat gradually opens, allowing

full

flow

of

the

engine's

coolant

to

flow

unrestricted

to

the

external portion of

the

cooling

system.

Coolant

Recovery

Tank

A coolant recovery tank

allows

for

engine coolant

expansion

and

contraction during engine operation, without

any

signifi-

cant loss

of

coolant

and

without introducing air into

the

cool-

ing system.

'This

tank should

be

located at or

above

the

engine manifold level and should

be

easily

accessible.

CHANGING

THE

ANTIFREEZE

COOLANT

The engine's antifreeze coolant must

be

changed according

to

the

MAINTENANCE

SCHEDULE.

If

the

coolant

is

allowed

to

become

contaminated

or

loose

its

protection

ability,

overheating issues

can

result

as

well

as

external cylinder erosion and can cause the raw water pump shaft seals

to

leak:.

A

WARNING:

B~re

tIf

the~hot

engine

coo/ant.

Wear

protective

gloves.

Drain the engine antifreeze coolant by removing the block drain plug

and

opening

the

drain petcock plug

on

the

lower

side

of

the

heat exchanger along with removal of

the

pressure

cap

on

the water jacketed exhaust manifold. Flush

the

system

with

fresh clean

water,

then

start

the

refill process.

A

CAUTION:

Proper

cooling

system

maintenance

is

critical;

a,

substantial

number

of

engine

failures

can

be

traced

back

to

cooling

system

corrosion.

Engines & Generators

14

COOLING

SYSTEM

Refilling

After replacing the engine block drain plug, close the heat exchanger's coolant petcock. Then pour clean, premixed coolant into the manifold and when the coolant is visable in

NOTE:

Fill

the

Monitor the coolant in the manifold and add as needed. Fill

the

sure cap. Remove the cap

coolant the cap. Run the engine and observe the coolant expansion flow into the recovery tank.

After checking for leaks, stop the engine and allow Coolant should draw back into the cooling system as the

engine

needed. Clean up any spilled coolant.

RECOVERY

MAKE

CERTAIN

PASSAGES

the

Coolant

Open

the

air-bleed petcock

the

system and watch for antifreeze coolant

petcock then close

manifold to the filler neck and install the manifold pres-

mix to halfway between

cools

down.

TO

COOLANT

TANK

THESE

ARE

KEPT

the

petcock.

on

the coolant recovery tank and fill with

Add

coolant

CLEAR

on

LOW

to

the

thennostat

and

MAX

recovery

to

flow

and replace

it to cool.

tank

housing.

from

if

Replacing

Remove the cap screws and disassemble the thermostat housing

as shown. When installing the new thermostat and gasket, apply a thin coat before screws:

Run the engine and check for normal temperatures and that there are no leaks at the thermostat housing.

COOLANT TEMPERATURE

SWITCH

THERMOSTAT ASSEMBLY

the

Thermostat

of

sealant on both sides

pressing it into place.

of

Do

not over-tighten the cap

THERMOSTAT

~COOlANT

the gasket

R

BLEED

PETCOCK

TEMPERATURE

SENDOR

NOTE:

Periodically

sure

cap.

good

condition

closes

tightly.

COOLANT

check

the

condition

Ensure

that the upper and lower rubber seals

and check that

Carry a spare

the

cap.

RETRACTfON

of

the

rrulnifold

vacuum valve opens and

THERMOSTAT

A thermostat, located near the manifold at the front engine, controls the coolant temperature uously flows through the closed cooling circuit. When the engine

is

first started, the closed thermostat prevents coolant from flowing (some coolant is thermostat As thermostat is accessible and can be checked, cleaned, or replaced easily.

to

prevent the exhaust manifold from overheating).

the engine warms up, the thermostat gradually opens. The

Carry

a spare thermostat and gasket.

by-passed through a hole in the

as the coolant contin-

of

the

pres-

are

in

RAW

WATER

The

raw water flow is created by a positive displacement impeller pump. This water source (ocean, lake, water strainer. The raw water passes from the strainer through the raw water pump to the heat exchanger (through the heat exchanger tubes) where ing fresh water coolant. The raw water is then discharged into the water-injected exhaust elbow, mixing with and cooling the exhaust gasses. water is discharged overboard by the engine's exhaust discharge pressure.

Raw

Water

The

raw water pump is a self-priming, rotary pump with a non-ferrous housing and a neoprene impeller. has flexible vanes which wipe against a curved cam plate within the impeller housing, producing the pumping action. On

no account should this pump be run dry as water acts as a lubricant for the impeller. There should always be a spare impeller and impeller cover gasket (an impeller kit) aboard. Raw water pump impeller failures occur when lubricant (raw water) is not present during engine operation. Such failures are not warrantable, and operators are cautioned to make sure raw water flow is present at start-up.

NOTE:

Should a failure

(seals

and

chase a

Pump

bearings),

new

pump

COOLING

CIRCUIT

pump

draws water directly from the raw

or

This mixture

occur

it may

be

and rebuild

river) through a hose to the

it cools the engine circulat-

of

exhaust gas and raw

gas

The

impeller

with

the

pump s internal

more

cost efficient

the

original pump

parts

to

pur-

as a spare.

Engines & Generators

15

COOLING

SYSTEM

CHANGING

THE

RAW

WATER

PUMP

IMPELLER

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

O-ring with the aid

of

two screwdrivers or

pliers. Carefully pry/pull the impeller out

of the pump.

Lightly coat the inside

of

the pump housing with

glycerine.

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

RAW

WATER

PUMP

NOTE:

Also

follow

the

above

procedure

after

having

run

hard

aground.

If

the engine temperature gauge ever shows a higher than

normal reading, the cause

may

be that silt, leaves or grass

may

have been caught

up

in

the strainer, slowing the

flow

of

raw

water through the cooling system.

RAW

WATER

STRAINER

WASHER

INSPECTION:

CHECK

THE

BASE

OF

EACH

BLADE

BY

BENDING

VIGOROUSLY.

REPLACE

THE

IMPELLER

IF

THERE

ARE

ANY

CRACKS.

'STRAINER

FILTER

LIGHTLY

GREASE

THE

PUMP

CHAMBER

WITH

GLYCERINEL

TYPICAL

RAW

WATER

INTAKE

STRAINER

(OWNER

INSTALLED)

A

CAUTION:

If

any

of

the

vanes

have

broken

off

the

impel/er;

they

must

be

found

to

prevent

blockage

In

the

cool/ng

circuit.

They

often

can

be

found

in

the

heat

exchanger.

Raw

Water

Inlake

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

lOa

hours

of

operation:

1.

Close the raw water seacock.

2

..

Remove and clean the strainer

filter.

3. Clean the glass.

4. Replace the washer if necessary.

5. Reassemble and install

the

strainer.

6.

Open

the

seacock.

7.

Run

the

engine and check for leaks.

HEAT

EXCHANGER

The heat exchanger

is

a copper cylinder which encloses a

number of small copper tubes. Raw water

is

pumped through

the small copper tubes and the fresh water coolant from

the

engine

is

circulated around the copper tubes. The raw water

removes heat from the fresh water coolant.

CLEAN

our

DEBRIS

aEANCXJT

DEBR/SAT BOTHENDS

ANODE

HEA

T

EXCHANGERS

ARE

Al..OO

AVAILABLE

WITH

CUPRO·NlCKEL

TUBING

HEAT

EXCHANGER

GASKET

Engines & Generators

16

COOLING

SYSTEM

Zinc

Anode

A zinc

anode,

or pencil,

is

located

in

the

raw

water cooling

circuit within the heat

exchanger.

The purpose of

having

the

zinc anode

is

to

sacrifice them

to

electrolysis

action

taking

place

in

the

raw

water cooling circuit,

thereby

reducing the

effects of electrolysis

on

other components of the

system.

The condition of

the

zinc

anode

should

be

checked monthly

and

the

anode cleaned or replaced

as

required.

Spare

anodes

should be carried

on

board.

NEW

REPLACE

ZINC

ANODES

CLEAN

AND

REUSE

NOTE:

Electrolysis action is

the

result

of

each

particular

installation and vessel location; not that

of

the

engine.

If

the

zinc

anodes

need

replacement, hold

the

hex

boss

into

,

which

the

zinc

anode

is

threaded

with a wrench

while

loos-

ening

the

anode

with

another

wrench.

This

prevents

the

hex

boss

from

possibly

tearing off

the

exchanger

shell.

After

removing

the

zinc,

note

the

condition of

it.

If

the

zinc

is

in

poor condition, there

are

probably

a lot of

zinc

flakes

within

the

exchanger.

Remove

the

end of

the

heat

exchanger

and

clean

the inside of

all

zinc

debris.

Always

have a spare

heat

exchanger

end

gasket

in

case

the

present

one

becomes

dam-

aged

when

removing

the

end

cover.

Replace

the

gasket

(refer

to

your engine model's heat exchanger

end

gasket

part

num-

ber),

O-ring

and

cover,

and

install a

new

zinc

anode.

NOTE:

The

threads

of

the

zinc

anodes

are

pipe

threads

and

do

,not

require

sealant.

Sealant should not

be

used

as

it

may

insulate

the

zinc

from

the

metal

of

the

heat exchanger

hous-

ing

preventing

electrolysis

action

on

the

zinc.

Heat

Exchanger

Service

After approximately

1000

hours

of operation,

remove,

clean

and

pressure test the engine's heat

exchanger.

(A

local

auto-

motive radiator

shop

should

be

able

to

clean

and

test

the

heat

exchanger.)

NOTE:

Operating

in silty

aniJlor

tropical

waters

may

require

that a heat exchanger

cleaning

be

performed

more

often

than

every

lOOO'hours.

DESCRIPTION

AIR

INTAKE I SILENCER

A

marine

diesel

engine

running

at 1800 rpm

will

typically

consume

as

much

as

6,000

cubic

feet

of

air per

hour.

Not

only

must

the

engine

room

be

well

ventilated

the

air

flow

. '

mto

the

engine must

be

unrestricted.

AIR

INTAKE

FILTER/SILENCER

The replaceable canister contains a paper element

that

should

be

inspected every

100

operating

hours.

Dirt

in

the

element'

~an

be

shaken

off or cleaned

with

compressed

air,

however,

lf

the

element

is

greasy or black

with

dirt,

the

canister

must

be

replaced,

carry a

spare.

NOTE:

To

operate

efficiently a diesel

engine

must

intake

a

continuous

volwne

of

clear

air.

Hard

starting,

an

erratic

idle,

and black exhaust

smoke

are

all

symptoms

of a restricted

air

intake.

FILTER

CARTRIDGE

INSTALLATION

Detach

the

air inlet

hose

from

the

air

intake.

Unplug the

aU:

temperature sensor

from

the

engine harness. Then

remove

the

bolts that secure

the

air intake silencer housing to

the

inlet base .

and

remove

the

housing, screen

facing

out

Reinstall

the

housing

to

the

inlet

base.

Plug

in

the

air temperature sensor to

the harness

and

reconnect

the

air inlet hose.

NOTE:

Regular inlet filter canridge

maintenance

is

essentail

for proper

engine

operation.

Failure

to

maintain

the

inlet

filter

caT!ridge will

result

in

air obstruction

into

the

engine,

causing

poor fuel combustion and

resulting

in

smokey/sooty exhaust

dischatge

alone

with

lube

oil

comsumption

and

possible filter

deterioration

which

could

result

in

internal

engine

damage.

FIlTER

CARTRIDGE

1103970

TURN

OVER

WHEN

INSTALLING

17'

FUEL

SYSTEM

DIESEL

FUEL

Use No.2 diesel

fuel

with a cetane rating of

45

or

rugher.

Do

not

use

kerosene or

home

heating

fuel.

FUEL

WATER

SEPARATOR

A primary fuel filter of the water separating type must

be

installed between the

fuel

tank

and

the

engine to

remove

water

and

other contaminant's from the

fuel

before

they

can

be

carried

to

the

fuel

system on the

engine.

Most installers include a filter/water separator with the installation package

as

they

are

aware

of the problems that

contaminant's

in

the

fuel

can

cause.

A typical

fuel

filter/water separator

is

illustrated

below.This

is

the Raycor

Model

500

MA.

Keep

in

mind that if a water

separator type

filter

is

not installed between the

fuel

supply

tank

and

engine-mounted

fuel

system,

any

water in the

fuel

will

affect

the

fuel

pump,

engine

filter,

and injection equip-

ment.

The

owner/operator

is

responsible

for

making certain

the

fuel

reaching

the

engine's injection equipment

is

free of

impurities.

This

process

is

accomplished by installing

and

maintaining a proper filtration/separation

system.

FUEL

FILTER

WATER

SEPERATOR

FUEL

INJECTION

PUMP

tll\1

.

The

fuel

injection

pump

is

the most important component of

the

diesel engine,requiring the utmost caution

in

handling. The

fuel

injection pump has been thoroughly bench-tested and

the

owner-operator

is

cautioned

not

to

attempt

to

service

it.

If

it

requires servicing, remove it

and

take

it to

an

authorized

fuel

injection pump service

facility.

Do

not

attempt

to

disassemble

and

repair

it.

Speed (hertz)

and

timing

are

the

only

adjustments

the

servicing dealer

can

perform

on

the

injection

pump.

Other

types

of adjustments

or.

repairs must

be

performed

by

a

qualified injection service shop.

FUEL

LIFT

PUMP

Periodically

check the

fuel

connections

to

and out of

the

pump

and

make

sure

that

no

leakage

is

present

and

that

the

fittings

are

tight

and

secure.

The

DC

ground

connection

at

one

of

the

pumps

mounting

bolts

should

be

clean

and

well

secured

by

the

mounting

bolt

to

ensure

proper

pump

operations. When

energized

thru

the

preheat circuit, the

fuel

lift

pump

will

purge

air

from

the

fuel

system

and

provide

continuous

flow

of

fuel

as

the

engine

is

running.

FUEL

FILTERS

The

fuel

injection pump

and

the

fuel injectors

are

precisely

manufactured and

they

must receive clean diesel

fuel,

free

from water and

dirt.

To

ensure this

flow

of clean

fuel,

the

fuel

must

pass

through at least

two

fuel

filters, a fuel

filter/water

separator and the engine's spin-on

fuel

filter.

Visually

inspect,

clean, and change these

filters

according

to

the

maintenance

schedule in this manual.

FUEL

LIFT

PUMP

FILTER

To

ensure clean

fuel

into the

fuel

lift

pump,

there

is a small

in-line fuel

filter

connected

to

the

fuel

lift pump

elbow.

This

filter

should be replaced

every

200 hours of operation.

FUEL

FILTER

ASSEMBLY

ENGINE

FUEL

FILTER

Periodically check the

fuel

connections

and

the

bowl

for

leakage. Clean the filter element with kerosene

or

diesel

fuel

after the

first

50 hours

then

follow

the

MAINTENANCE

SCHEDULE

for cleaning and replacement.

Changing/cleaning

the

filter

element

1.

Shut off

the

fuel

supply.

2.

Unscrew

the

retainer ring

that

holds

the

filter

bowl

to

the

housing and allow

the

bowl

to

come

away

from

the

housing,

3.

Remove

and

replace

the

filter

element

and

clean

the

bowl.

4. Replace the sealing

"0"

ring

and

reassemble

the

bowl

to

the

housing. Thread

the

retainer

ring

on

carefully

so

as

not

to

cross thread.

When

retainer

contacts

the

"0"

ring,

tighten

114

-

112

turns

by

hand.

Open

the

fuel

supply

and

run the engine

to

inspect

for

leaks.

Engines & Generators

18

ENGINE

LUBRICATING

OIL

8MM

LUBRICATION

DIAGRAM

OIL

PRESSURE

OIL

PRESSURE

-_""HI

SWITCH

OIL

ENG'INE

OIL

CHANGE

1.

Draining the Oil

Sump.

Discharge the used oil

through

the sump drain hose (attached

to

the front

of

the engine)

while

the engine

is

wann. Drain

the

used

oil

completely,

replace the hose

in

its

bracket, and replace the end cap

securely.

NOTE:

Thread size for

the

lube oil drain hose capped end

is

114NPT.

11/16

INCH

SOCKET

Always observe

the

used

oil

as

it

is

removed. A

yellow/gray emulsion indicates the presence of water

in

the

oil.

Although

this

condition is rare, it does require

prompt attention

to

prevent serious damage. Call a quali-

fied

mechanic should water

be

present

in

the

oil.

Raw

water present

in

the

oil

can be

the

result of a fault

in

the

exhaust system attached

to

the

engine andlor a siphoning

of

raw

water through

the

raw water cooling circuit

into

the

exhaust, filling

the

engine. This problem

is

often

caused

by

the absence of

an

anti-siphon valve,

its

poor

location or lack of maintenance.

2.

Replacing the Oil Filter. When removing the used

oil

fil·

ter,

you

may

find

it helpful and cleaner

to

punch a

hole

in

the upper and lower portion

of

the

old filter

to

drain

the

oil

from

it into a container before removing

it.

This helps to lessen spillage. A small automotive filter wrench should

be

helpful in removing the

old

oil

filter.

NOTE:

Do

not punch this hole without first

loosening

the

filter

to

make certain it

can

be

removed.

Place some paper towels and a plastic bag around the

fil-

ter when unscrewing

it

to catch

any

oil

left in the

filter.

(Oil or

any

other fluid

on

the engine reduces

the

engine's cooling ability. Keep your engine clean.) Inspect the old oil

filter

as

it is removed to make sure that

the

rubber

sealing gasket comes off with

the

old oil

filter.

If

this

rub-

ber sealing gasket remains sealed against the

filter

bracket, gently remove

it.

SEALING

GASKET

APPLY

CLEAN

ENGINE

OIL

WHEN

INSTALLING

SPIN

ON

TURN

ON

HAND

TIGHT

When installing the new

oil

filter element, wipe

the

filter

gasket'S sealing surface

on

the bracket

free

of

oil

and

apply a

thin

coat

of

clean engine

oil

to

the rubber gasket

on

the

new

oil

filter.

Screw the filter onto

the

threaded

oil

filter nipple

on

the oil filter bracket,

and

then tighten the

filter

firmly

by

hand.

NOTE:

Generic filters

are

not

recommended,

as

the

mater-

ial

standards or diameters

of

important items

on

generic

parts might

be

entirely different

from

genuine

parts.

Immediately after an oil filter

change

and oil

fill,

run

the

engine

to

make sure

the

oil pressure

is

nonnal and that

there

are

no

oil leaks around

the

new

oil

filter.

3.

Filling the Oil Sump.

Add

new

oil

through

the

oil

filler

cap on

the

top

of

the engine or through the side

oil

fill.

After refilling, run the engine for a

few

moments

while

checking

the

oil

pressure. Make sure there

is

no

leakage

around the new oil filter

or

from

the

oil

drain system, and

stop the engine. Then check the quantity of

oil

with

the

lube

oj]

dipstick.

Fi1l

to,

but

not

over

the

high mark

on

the

dipstick, should the engine require additional

oil.

Engines

& Generators

19

OIL

PRESSURE

DESCRIPTION

The

lubricating

system

is a pressure

feeding

system

using

an

oil

pump.

The engine

oil

is

drawn

from

the

oil

sump

by

the

oil

pump,

which

drives

the

oil,

under

pressure, through

the

oil

filter,

oil

cooler

and

various

lubricating

points

in

the

engine.

The

oil

then

returns

to

the

oil

sump

to

repeat

the

continuous

cycle.

When

the

oil

pressure

exceeds

the

speci-

fied

pressure,

the

oil

pushes

open

the

relief

valve

in

the

oil

pump

and

returns

to

the

oil

sump,

keeping

the

oil

pressure

within

its

specified

range.

OIL

PRESSURE

The

engine's

oil

pressure,

during

operation,

is

indicated'

\

by

the

oil

pressure

gauge

on

the

instrument panel.

During

normal

operation,

the

oil

pressure

will

range

between

40

and

60

psi

(2.8

and

4.2

kgfcm

2

).

NOTE:

A

newly

started,

cold

enginec.an have

an

oil

pressure

reading

up

to

60

psi (4.2

kg/cm2).

A warmed

engine

can

have

an

oil

pressure

reading

as

low

as 35 psi (2.5

kg/em

2

).

These

readings

will

vary

depending

upon

the

temperature

o/the

engine

and

the

rpms.

LOW

OIL

PRESSURE

The

specified

safe

minimum

oil

pressure

is

4.3 + 1.4

psi

(0.3

+

0.1

kgfcml). A gradual

loss

of

oil

pressure

usually

indicates

a

worn

bearings.

For

additional

information

on

low

oil

pres-

sure

readings,

see

the

ENGINE

TROUBLESHOOTING

chart.

OIL

PRESSURE

RELIEF

VALVE

An

oil

pressure

relief

valve

is

located

on

the

engine block

just

below

the

injection

pump.

This

valve

opens

at

appoximately

50

psi

[343

kpa]

and

maintains

that

pressure.

LOCATED

JUST

UNDER

THE

FUEL

INJECTION

PUMP

ON

THE

ENGINE

BLOCK.

FROM

ENGINE

BLOCK

i

'"

TESTING

OIL

PRESSURE

:,

i,/

~

r :

OIL

PRESSURE

MANIFOLD

OI~fBESSURE

35.0

IbM

(3.8

Kg/em')

or

more

al1800

rpm.

Oil

PRESSURE

SENSOR

An

oil

pressure

sensor

is

mounted

on

the

oil

manifold

for

the

engine.

It

sends a voltage

signal

to

the

ECU

that

is

interpreted

as

pressure.

Should

this

signal

fall

below

a set

point

in

the

ECu.

The

ECU

will

open

the

K2

run

relay

shutting

the

unit

down.

It

will

then

display

the

fault

on

the

LCD

Display

screen.

Engine

oil pressure dropping

10 -15

psi

will

cause

this

to

occur.

NOTE:

To

test

the

oil

pressure,

install a

mechanical

pressure

gauge

as

shown.

Warm

up

the

engine

and

read

the

oil

pres-

sure

gauge.

Oil

Pres.mre

should

be

35.0

lb/in

2

(3.8

Kg/cnr)

or

more

at

1800

rpm.

Eng/nes & Generators

20

REMOTE

OIL

FILTER

(OPTIONAL)

INSTALLATION

This popular accessory

is

used

to

relocate the engine's

oil

fil-

ter

from

the engine

to

a more convenient location such

as

an

engine room bulkhead.

NOTE:

Refer

to

ENGINE OIL CHANGE

in

this manual for

instructions on

removing

the

oil

filter.

APPLY A THIN

COAT

OF

CLEAN

OIL

TO

THE

O-RING

WHEN

INSTALLING

THIS

KIT.

THREAD

THE

KIT

ON,

THEN

HAND

TIGHTEN

AN

ADDITIONAL

3/4

TURN

AFTER

THE

O-RING

CONTACTS

THE

BASE.

NOTE

THE

"IN"

AND

"OUT"

MARKINGS

ON

THE

ADAPTER

WHEN

THE

HOSES

ARE

REMOVED

FOR

INSTAllATION

SO

THEY

,

Will

BE

RECONNECTED

CORRECTlY.

To

install, simply remove the engine

oil

filter and thread

on

WES1ERBEKE'S remote

oil

filter kit

as

shown. Always

install this kit

with

the oil filter facing down

as

illustrated.

Contact your WESTERBEKE dealer

for

more information.

NOTE:

Westerbeke

is

not responsible for

engine

failure

due

to

incorrect installation

of

the

Remote

Oil

Filter.

A

CAUTION:

It

Is

vital

to

Install

the

oil

lines

correctly_

If

the

oil

flows

In

the

reverse

direction,

the

by-pass

valve

In

the

filter

assembly

will

prevent

the

oil

from

reaching

the

engine

causing

an

internal

engine

failure.

If

there

is

no

011

pressure

reading,

shutdown

Immedlalety

and

check

the

hose

connections

FASTEN

SECURElY

TO A BULKHEAD

(SCREWS

ARE

OWNER

SUPPLIED)

V

THE

IN

CONNECTION

HOSE

MUST

ATTACH

TO

THE

OUT

CONNECTION

AT

THE

REMOTE

OIL

FIlTER.

THE

OUT

CONNECTION

HOSE

MUST

ATTACH

TO

THE

IN

CONNECTION

AT

THE

REMOTE

Oil

FIlTER.

Engines & Generators

21

APPLY A THIN

COAT

OF

CLEAN

OIL

TO

THE

Fll·

TER

GASKET

WHEN

INSTAlliNG.

AFTER

THE

FILTER

CONTACTS

THE

BASE.

TIGHTEN

IT

AN

ADDITIONAL

3/4

TURN.

ENGINE

TROUBLESHOOTING

The

tables

which

follow

indicate troubleshooting procedures

based

upon

certain problem indicators,

the

probable causes of

the

problems,

and

the recommendations

to

overcome

these

problems.

Problem

Probable

Cause

START

BUTTON

depressed,

no

panel

1.

Battery

Switch

not

on.

indications.

2.

Circuit

breaker

tripped/off.

3.

Loose

battery

connections

..

START

BUTTON

DEPRESSED,

no

starter

1.

Connection

to

solenoid

faulty.

engagement.

2.

Faulty

solenoid.

3.

Loose

battery

connections.

4.

Low

battery.

5.

K1

relay.

START

switch

is

depressed;

panel

1.

Poor

connections

to

fuel

solenoid.

indications..DK;

starter

solenoid

OK

fuel

solenoid

not

functioning.

2.

Defective

fuel

solenoid.

Generator

engine

cranks,

but

does

not

1.

Faulty

fueling

system.

start,

fuel

solenoid

energized.

2.

Preheat

solenoid

faulty.

Battery

runs

down.

1.

High

resistance

leak

to

ground.

2.

Low

resistance

leak.

3.

Poor

battery

connections.

4.

DC

atlernator

not

charging.

Battery

not

charging

1.

DC

charge

circuit

faulty.

2.

Alternatot

drive.

Generator

engine

stops.

1.Switches

and/or

wiring

loose

(Fault

displace

under

speed)

or

disconnected.

NOTE:

The

engine's

DC

electrical

system

2.

Fuel

starvation.

is

protected

by a 20

amp

manual

reset

circuit

breaker

on

the

front

of

the

control

3.

20

Amp

circuit

breaker

tripping.

panel.

(LCD

display

blank)

4.

Exhaust

system

is

restricted.

5.

Water

in

fuel.

6.

Air

intake

obstruction

..

Engine

starts,

runs

and

shuts

down.

1.

Faulty

oil

pressure

switCh.

2.

Water

temperature

switch.

Note:

the

engine's

DC

electrical system

is

protected

by a 20

amp

manual

reset

rocker

type

breaker mounted

on

the

control

box

on

the

generator.

VerificationJRemedy

1.

Check

switch

and/or

battery

connections.

2.

Reset

breaker;

if

breaker

trips

again,

check

preheat

solenoid

circuit

and

check

circuit

for

shorts

to

ground.

3.

Check

(+)

connection

to

starter

solenoid

and

(-)

connection

to

engine

ground

stud.

Check

battery

cable

connections.

1.

Check

connection.

2.

Check

that

12

volts

are

present

at

the

solenoid

connection.

3.

Check

battery

connections.

4.

Check

battery

charge

state.

5.

Check

K 1

relay.

1.

Check

connections.

2.

Check

that

12

volts

are

present

at

the

(+)

connection

on

the

fuel

run

solenoid.

1.

Check

that

fuel

valves

are

open.

1a.

Switch

to

combine

house

and

start

batteries.

1b.

Replace

batteries.

1c.

Check

fuel

lift

pump.

1d.

Change

inlet

fuel

filter.

2.

Check

solenoid.

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.

Check

all

wires

for

temperature

rise

to

locate

the

fault.

3.

Check

cable

connections

at

battery

for

loose

connections,

corrosion

4.

Check

connections,

check

belt

tensionm,

test

alternator.

See

DC

ELECTRICAL

SYSTEM/ALTERNATOR

in

this

manual.

1.

Perform

D.C.

voltage

check

of

generator

charging

circuit.

See

DC

ELECTRICAL

SYSTEM/ALTERNATOR

in

this

manual.

2.

Check

drive

belt

tension.

Alternator

should

turn

freely.

Check

for

loose

connections.

Check

output

voltmeter.

Ensure

12

volts

are

present

at

the

Ecx.

terminal.

1.

Inspect

wiring

for

short

circuits

and

loose

connections.

Inspect

switches

for

proper

operation.

2.

Check

fuel

supply,

fuel

valves,

fuel

feed

strainer.

3.

Check

for

high

DC

arnperage

draw

during

operation.

Ensure

breaker

is

not

overly

sensitive

to

heat

which

would

cause

tripping.

4.

Check

for

blockage

or

collapsed

muffler.

5.

Pump

water

from

fuel

tank(s);

change

filters

and

bleed

fuel

system.

6.

Check

air

intake

filter

cartridge.

1.

Check

oil

pressure.

2.

Checkwater

temperature

switCh.

Engines & Generators

22

ENGINE

TROUBLESHOOTING

Problem

Probable

Cause

Verification/Remedy

Exhaust

smoking

problems

1.

Blue

smoke.

1.

Incorrect

grade

of

engine

oil.

1a.

Crankcase

is

overfilled

with

engine

oil

(oil

is

blowing

out

through

the

eXhaust}.

2.

White

smoke.

2.

Engine

is

running

cold.

2a.

Faulty

injector

or

incorrect

injector

timing.

3.

Black

smoke.

3.

Improper

grade

of

fuel.

3a.

Fuel

burn

incomplete

due

to

high

back

pressure

in

exhaust

or

insufficient

air

for

proper

combustion

(Check

for

restrictions

in

exhaust

system;

check

air

intake.}.

3b.

Improperly

timed

injectors

or

valves

or

poor

compression.

3c.

Lack

of

air -check

air

intake

and

air

filter.

Check

for

proper

ventilation.

3d.

Overloael.

LCD

DISPLAYS

No

LCD

Display

1.

Check

battery.

1.

Battery

on.

2.

20

amp

breaker

off.

2.

Tum

breaker

on.

Oil

Pressure

1.

Oillevellow/oilleak.

1.

Check

oil

level,

add

oil

and

repair

leaks.

2.

Lack

of

oil

pressure

2.

Test

oil

pressure.

If

OK.

test

oil

pressure

sendor,

inspect

oil

filter,

inspect

oil

pump.

3.

Ground

connection.

S.

Check

ground

connection.

4.

Faulty

control

module.

4.

Inspect

all

the

plug

connections/replace.

Coolant

Temperature

1.

Check

system

coolant

level.

1.

Adel

coolant

Check

for

leaks.

2.

Check

water

pump

drive

belt.

.~

2.

Adjust

belt

tension,

replace

belt.

3.

Faulty

Temp

sensor.

a.

Check

sensor/replace.

4.

Ground

Connection.

4.

Check

ground

circuit.

5.

Faulty

contnol

module.

5.

Check

plug

connections/replace.

Exhaust

Temperature

1.

Check

sea

water

flow.

1.

Inspect

thru

hull

fitting,

hose

and

strainer.

Correct

as

needed.

2.

Faulty

exhaust

temp

switch.

2.

Test/replace.

a.

Ground

Connection.

a.

Check

ground

circuit.

4.

Faulty

contnol

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

S.

Check

battery

connections.

a.

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

voltage/troubleshoot

generator

for

cause.

2.

Faulty

contnol

module.

2.

Check

plug

connections/replace.

Generator

Frequency

1.

Check

engine

speed.

1.

Adjust

2.

Check

fuel

supply.

2.

Inspect

filtersfreplace

filters.

Test

fuel

pump

operation.

3.

Amperage

load.

3.

Check

load

with

amprobe.

LED

Display

1.

Compartment

ambient

temperature

1.

Ventilate

compartment.

edges

tum

pink.

too

high.

NOTE:

Heat

will

often

change

the

color

of

an

LCD

display.

This

will

not

effect

the

operation

of

the

engine.

Engines & Generators

23

ENGINE

ADJUSTMENTS

DRIVE

BELT

ADJUSTMENT

Proper inspection, service and maintenance of

the

drive

belts

is

important

for

the efficient operation of your engine

(see

Drive

Belts

under

MAINTENANCE

SCHEDULE).

Drive

belts must

be

properly tensioned. Loose

drive

belts

will

not provide proper alternator charging

and

will

eventually

damage

the

alternator.

Drive

belts that

are

too

tight will pull

the alternator out of alignment and/or cause

the

alternator

to wear out prematurely. Excessive drive belt tension can also cause

rapid

wear of the belt

and

reduce the service life of the

fresh

water

pumps

bearing.

A slack belt or the presence of oil

on

the

belt can cause belt slipping, resulting

in

high operating

temperatures.

The

drive

belt

is

properly adjusted if

the

belt can

be

deflected

no

less

than

3/8

inch (lOmm) and

no

more

than

112

inch

(12mm)

as

the belt

is

depressed with the

thumb

at

the

mid-

point between the

two

pulleys

on

the longest

span

of the belt.

A spare belt or belts should always be carried

on

board.

A

WARNING:

Never

attempt

to

check

or

adjust

the

drive

belt's

tension

while

the

engine

is

in

operation.

Adjusting

Belt

Tension

1.

Loosen the alternator adjusting strap bolt and

the

base

mounting

bolt.

2.

With

the

belt

loose,

inspect

for

wear,

cracks

and

frayed

edges.

3.

Pivot the alternator

on

the base mounting bolt

to

the

left

or

right

as

required,

to

loosen or

tighten.

4.

Tighten

the

base

mounting

bolt

and

the

adjusting

strap

bolt.

S.

Run

the

engine

for

about

5 minutes, then

shut

down

and

recheck

the

belt tensions.

ELECTRONIC

GOVERNOR

The

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

th~re

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

the

wiring

harness.

3. Measure

the

distance between the actuator and

the

engine

mounting surface

as

shown.

ACTUATOR

MEASURE

FOR

REFERENCE

ENGINE

MOUNTING

SURFACE

-JAM

NUT

4. Back-off

the

1 7/16" jarn

nut

and

unscrew

the

actuator.

S.

Apply

a small amount of teflon sealant

to

the replacement

actuator

and

screw

the

actuator into the engine's

mounting boss. Maintain the same distance between

the

actuator

and

the engine mounting

sUlface

as

previously

measured

Secure the actuator's position with the jam

nut.

(The standard distance

is

13/16"

to

7/8").

6.

Reconnect the actuator wires and test

the

unit.

1-(---13/16"

TO

7/8"

STANDARD

Note:

If the unit

does

not

shut

down

properly

when

testing.

Loosen

the

jam nut

and

tum

the

actuator

in

1/8

-

Y4

of a

turn

until

proper shutdown

is

achieved.

Engines & Generators

24

ENGINE

ADJUSTMENTS

NOTE:

WESTERBEKE

recommends

that

the

following engine adjust-

ments

be

performed by a competent engine

mechanic.

The

information

below

is

provided

to

assist

the

mechanic.

VALVE

CLEARANCE

ADJUSTMENT

Make

the

following

adjustments

when

the

engine

is

cold.

1.

Remove

the

cylinder

head

cover.

2.

Slightly

loosen

the

cylinder head

bolts

and

retighten

them

to

the

specified

torque

in

the

number

sequence

shown

below.

Tightening

Torque

65

± 4Ib-/t

(88

£5

Nm)

FOUR

CYLINDER

FRONT

THREE

CYLINDER

3.

Find

top

dead center compression

position

for

No.1

piston

by

using

the

procedure that

follows:

(a)

Turn

the

crankshaft until1DC

mark

on

the

crankshaft

pulley

is

aligned

with

the

mark

on

the

timing

gear

case.

TOC

(TOP

DEAD

CENTER)

MARK

FOR

NO.1

AND

NO.4

PISTONS

'\

\

'I

:roc

MARK

FOR

NO.2

AND

NO.3

PISTONS

IMING

GEAR

CASE

MARK

(b)

With

No.1

piston

at

top

dead

center

on

the

compression

stroke,

the

rocker

arms

will

not

be

moved

when

the

crankshaft

is

turned approximately

20"

in

both

directions.

(c)

If

the

rocker arms

move,

No.1

piston

is

at

top

dead

center

on

the

intake

or

exhaust

stroke.

In

such

a case,

turn

the

crankshaft

3600 in

the

direction of

engine

rotation

again.

No.1

piston

is

now

at

top

dead

center

on

the

compression stroke.

4.

Loosen

the

lock nut

for

the

adjusting

screw.

With a feeler

gauge

inserted between the rocker

affil

and

valve

cap,

adjust the valve clearance

by

turning

the

adjusting

screw.

Make certain

to

adjust

all

the

valves.

~

0.25mm

(0.0098

INCHES)

r-r-#!JL-~~~

____

I

INTAKE & EXHAUST

5.

Install

the

cylinder

head

cover.

Head

Cover

Bolt

Torque

2 -3 fHb

(0.3 -0.45

m-kg)

Engines & Generators

25

ENGINE

ADJUSTMENTS

NOTE:

WESTERBEKE recommends that the following engine adjustments be peiformed by a competent engine mechanic. The information below

is

provided to assist the mechanic.

TESTING

ENGINE

COMPRESSION

Make certain the oil level (dipstick) is at the correct level and the air intake filter

is

clean. The battery and starter motor

must also

be

in

good condition.

1.

Warm the engine to normal operating temperature.

2.

Move the control lever to a position for shutting off the fuel. (Disconnect the wires

if

a fuel shutdown solenoid is

used).

3. Remove all the glow plugs from the engine and instalI the compression gauge/adapter combination to the

cylin-

der on which the compression

is

to be measured.

TESTING

ENGINE

COMPRESSION

PRESSURE GAUGE

4. Close the raw water seacock (thru-hull).

5. Crank the engine and allow the gauge to reach a maximum reading, then record that reading.

6.

Repeat this process for each cylinder.

Compression

pressure

427

psi

(3~

kgf/cm2)

at

290

rpm.

Maximum

permissible

difference

between

cylinders

is

42.7

psi

(3

kgf/cm2)

NOTE:

If

the readings are below the limit, the engine needs

repair

7.

Re-instalI the glow plugs (use anti-seize compound on the threads) and reset the fuel shut-off to the run position.

8.

Open the raw water seacock (thm-hull).

LOW

COMPRESSION

When low compression

is

found, determine the cause by

applying a small amount

of

oil in the cylinder thru the glow

plug hole. Allow the oil to settle.

Install the pressure gauge and repeat the above test.

If

the

compression reading rises dramatically, the fault

is

with the

rings.

If the compression valve does not rise, the problem

is

with

the

valves.

A slight rise in compression would indicate a problem with

both the rings and the valves.

FUEL

INJECTORS

In case of severe vibrations and detonation noise, have the injectors checked and overhauled by

an

authorized fuel injection service center. Poor fuel quality, contaminants and loss

of

positive fuel pressure to the injection pump can result

in injector faults. Since fuel injectors must be serviced

in

a

clean room enviroment, it

is

best to carry

at

least one extra

injector as a spare should a problem occur. Before removing the old injector, clean the area around

the

base

of

the injector

to

help prevent any rust or debris from

falling down into the injector hole.

If

the injector will not lift

out easily and

is

held in by carbon build-up or the like, work

the injector side-to-side with the aid

of

the socket wrench

to

free it, and then lift it out.

The injector seats in the cylinder head on a copper sealing washer. This washer should be removed with the injector and replaced with a new washer when the new injector

is

installed.

Injector

to

Cylinder

Head

Tightening

Torque

40

± 4

ft-Ib

(5.5 ± 0.5

kgf-m)

FUEL

INJECTOR

.

Engines

& Generators

26

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

lose

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

of

such

velocity

that

it

may

penetrate

deeply

into

the

skin

of

fingers

and

handsj destroying

tissue.

If

it

enters

the

bloodstream,

it

may

cause

blood

poisoning.

a. If

the

diesel

fuel

of

the

nozzle

tester

is

discolored,

replace

it. At the

same

time,

clean or replace

the

filter.

b. Set

the

nozzle tester

in

a clean place where there is

no

dust

or

dirt.

c. Mount the nozzle

and

nozzle holder

on

the nozzle

tester.

d.

Use

the

fuel

at the approximate temperature

of

68" F

(20"

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

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.)

b;J

~\

NORMAL

11

m

lull'

m,;l

[d

~~i

fii

FAULTY

~X~

.\~

CHATTERING

TEST

2.

Apply the pressure of 1635

Ib/in

2

(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!lced.

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

rom):

between

O.0049in

(1.25mrn).to 0.0669in

(1.7mm)

With each

O.OO2Oin

(O.05mrn)

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 wrench.

TIghten

the retaining

nut

to

the specified

torque:

ADJUSTING SHIM

I

SHIM

THICKNESS

Engines & Generators

27

FUEL

INJECTION

TIMING

PREPARATION

a.

Close

the

fuel shut-off

valve.

b.Disconnect

the

No.1

fuel injection pipe

from

the

cylinder head

and

injection

pump.

c.

Remove

No.1

delivery

valve

holder

from

the

injection

pump.

Remove

the

delivery valve and spring

from

the

holder.

Restore

the

delivery valve holder only

to

the

injection

pump.

d. Connect

the

fuel

injection pipe

to

the

injection

pump.

e.

Hold

the

speed control lever

in

the

low

speed position.

(Generator)

remove

the

fuel

shut-off solenoid.

INSPECTION

[Fuel

Flow

Method]

a.

Open

the

fuel

shut-off

valve.

Thm

the

hey

switch

to

the

ON

position and press preheat.

NOTE:

Fuel

will

come

from

the

injection

pipe

with

high

pressure

when

the

starter switch key

is

turned

to

ON

position

if

the

engine

is

equipped

with

an

electric fuel

pump.

Direct

fuel flow

into

the

container.

b. Slowly tum

the

crankshaft clockwise, looking

at

the

open

end of

the

injection

pipe.

The instant

fuel

stops

coming

out

is

the

fuel injection

timing.

NOTE:

Tum

the

crankshaft

in

reverse

direction

just a

little

and

do

step b again

to

verify

the

injection

timing.

c.

The

fuel

injection timing

is

correct if

the

IT

mark

on

the

crankshaft pulley

is

aligned with

the

mark

on

the

timing

gear

case

when

fuel

stops from

the

injection

pipe.

FUEL

INJECTION

TIMING:

BTDC

17°

(STANDARD)

~~I:lt~

X~\

~

,

~

~r~~~-\

~

/~

r~

.

.1·

/'-,1

1)

....

1'1

k

FUEL

FLOWS

In

the

fuel

flow

method,

the

delivery valve has

to

be

removed.

As

a result,

there

is a good

chance for dirt particles

to

get

inside

the

fuel

injection

pump.

In

this

alternate

method,

however,

it

is

not necessary

to

remove

the

delivery

valve.

a. Disconnect

No.1

fuel

injection pipe at

the

fuel

injection nozzle (cylinder

head).

b.Prime

the

fuel system.

c.

Slowly

tum

the

crankshaft clockwise until

fuel

just

swells

at

the

free

end

of

the

injection pipe

and,

at

that

instant, check

the

position of

the

IT

mark

with

respect

to

the

mark

on

the

gear

case.

This

timing

is

approximately 10 retarded.

Take

this 10 retardation

into account

when

making a shim

adjustment.

ADJUSTMENT

a.

If

the

fuel

injection

timing

is

incorrect, change

the

thickness of shims under

the

fuel

injection

pump.

An

increase or decrease of the

shims

by

O.lmm

(0.004

in)

will

vary

the

timing

by

1°.

b.Increase

the

thickness of the

shims

to

retard

the

timing

or decrease it to advance the

timing.

ADJUSTMENT

RANGE:

STANDARD

±

1.5

0

Four kinds of shims

are

available

in

thicknesses

0.2mm

(0.0079

in),

O.3mm

(0.0118

in),

OAmm

(0.0157

in)

and

0.8mm

(0.0315

in).

These

shims

have

no

identification, measure

the

thickness of

each

shim

with

calipers before

using

it.

A

CAUTION:

App/y

sea/ant

to

both

faces

of

each

shim

to

prevent

oi//eaks.

c.

Mter

the

timing has

been

adjusted,

make

sure

it

is

correct.

d.Close

the

fuel

filter

valve

and

restore

the

delivery

valve

and injection pipe

to

the

original state.

TDCMARK

ANGLE

BY

WHICH

FUEL

INJECTION

TIMING

~

lS~w

1'1')o...c--23°

ANGLE

BY

WHICH

FUEL

INJECTION

TIMING

IS

ADVANCED

Engines & Generators

28

GLOW

PLUGS

DESCRIPTION

The

glow

plugs

are

wired through the preheat solenoid.

When

PREHEAT

is

pressed at the control panel

this

solenoid

should "click"

on

and the glow plug should begin

to

get

hot.

INSPECTION

To

inspect the

plug,

remove the electrical terminal connec-

tions,

then

unscrew or unclamp each plug

from

the

cylincier

head. Thoroughly clean each plug's tip

and

threads with a

soft brush

and

cleaning solution

to

remove

all

the carbon

and

oil

deposits. While'cleaning, examine the

tip

for wear

and

bum erosion; if it

has

eroded too much, replace the plug.

TESTING

An

accurate

way

to

test glow plugs

is

with

an

ohrmneter.

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

armneter

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

bum

your

fingers

when

testing

the

plugs.

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.

A

WARNING:

Do

not

keep a glow

plug

on

for

more

than

30

seconds.

Glow

Plug

Tightening

Torque

7

-11

fHb

(1.0

-1.5

m·ky)

TESTING A GLOW

PLUG

WITH

AN

OHMMETER

TESTING A GLOW

PLUG

USING

A

TEST

LIGHT

TERMINAL

END

Engines & Generators

29

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

balt bearings. The

lever

mechanism,

switch

and

overrunning

clutch inner circuit

are identical

to

conventional

ones.

TERMINALS

__

-r

MOTOR

TYPICAL

STARTER

MOTOR

REFER

TO

THE

WIRING

DIAGRAM

IN

THIS

MANUAL

TROUBLESHOOTING

SOLENOID

it.

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

band along the

wires

and

terminals

looking for wann spots

that indicate resistance. Repair or

replace

any

trouble spots.

Using a

multimeter,

test the

voltage

between the positive

terminal stud on

the

start

solenoid

and

the engine block

(ground).

If

you read

12

volts, the starter

is

faulty.

SOLENOID

/

'IGNITION

TERMINAL

I~"""""---(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

tenninal

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.

it.

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

I!D.

flammable

solvents

or

materials

stored

nearby.

Engines & Generators

30

STARTER

MOTOR

A

WARNING:

When

performing

these

procedures,

position

yourself

safely

away

from

the

moving

parts

of

the

engine

in

case

the

engine

.sfarts-up.

Also

warn

other

crew

members

of

the

danger.

IGNITION

TERMINAL

~~~~-(lVI)

TERMINAL

Test again

by

jumping the two large tenninal

studs.

Hold the

screwdriver blade firmly between

the

studs.

Do

not allow the screwdriver blade to touch the solenoid or starter casing, this would cause

a short.

A

WARNING:

There

will

be

arching

as

the

full

starting

cu"ent

should

be

flowing

thm

the

blade

of

the

screwdriver.

If

the

starter spins,

the

solenoid is faulty.

If

the

starter

falls

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

ann

that engages

the

starter motor to theflywheel

of

the

engine.

using a screwdriver

to

bypass

the

solenoid

on

such a starter

will

rwt

the

motor without engaging

the

flywheel.

Turn

the

starter switch

on

to provide

powe1'

to

the

solenoid. Hopefully

it will

create

enough magnetic field for

the

ann

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,

tl1en

try

to

start the

engine.

CAREFULLY

NOT

TO

HIT

/.

FITTINGS

OR

WIRE

CONNECTIONS

I

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

WESTERBEKB

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,

Eng!nes & Generators

31

ALTERNATORS

TESTING/TROUBLESHOOTING

4#100RANGEB

TO

STARTER

SOLENOID

DESCRIPTION

50

AMP

MITSUBISHI

ALTERNATOR

CASE

GROUND

REFER

TO

THE

WIRING

DIAGRAM

IN

THIS

MANUAL

FOR

AU

WIRING

CONNECTIONS

The

following

infonnation applies to the

standard

alternators

that are supplied with WESTERBEKE'S Engines and

Generators.

ELECTRICAL

CHARGING

CIRCUIT

The

charging

system consists

of

an alternator with a voltage

regulator,

an

engine DC wiring harness, a mounted DC

circuit breaker

and a battery with connecting cables. Because

of

the use of integrated circuits

(I~'s),

the electronic voltage

regulator

is

very

compact and is mounted internally or on the

back of the

alternator.

It is desirable

to

test

the

charging system (alternator and

voltage regulator) using the

wiring harness and electrical

loads

that

are a permanent part

of

the system and will then

provide the technician with

an

operational test

of

the

charging

system

as

well as the major components

of

the

electrical

system.

ALTERNATOR

DESCRIPTION

The stator

is

connected to a three-phase. full-wave bridge

rectifier package which

contains six diodes. The bridge

converts the

AC

generated in the stator

to

a DC output for

battery charging and accessories, Power

to

the

regulator and the field

of

the integral regulator

alternator

is provided by the field diode (or diode trio)

package contained in the alternator. These

altemators

produce a rated output

of

50 or

51

amps.

rated output

is

achieved at approximately 6000 alternator

rpm at

an

ambient temperature of 75°P (23.8°C). The

alternators

are

designed

to

operate in an ambient temperature

range

uf40°

to£!£"F-(

4eo,1O

leO°C).

VOLTAGE

REGULATOR

The integral

VOltage

regulator is

an

electronic

switching

device

which

sens~s

the system voltage level

and

switches

the voltage applied

to

the

field

in

order

to

maintain

a proper

system

voltage.

The regulator design

utilizes

all-silicon

semi

conductors

and

thick-film assembly

techniques.

After the

voltage

has

been

adjusted to 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

bot. A failed

alternator

can

become

very

bot.

Do

not

touch

the

alternator

until

if

bas

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

altemator

problem.

PRELIMINARY

INSPECTION

Before starting the

actual

alternator

and

voltage

regulator,

testing the following

checks

are recommended.

1. Make

certain

your alternator

is

securely

mounted.

2.

Check

the

drive belts

for

proper tension.

Replace

the

belt

if

it is

worn

or

glazed.

3. Check that

all tenninals, connectors

and

plugs

are

clean

and tight Loose or

corr~ed

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 soleooid,

or a

battery

selector

switch

is

usually

mounted

in

the

circuit

to

isolate

the

batteries

so

the

starting

battery

is

oot

discharged

along

with

the

house

batteries.

If

the

isolator

is

charging

the

starting

battery

but

oot

the

house

battery,

the

altemator

is

OK

and

the

problem

is

in

the

battery

charging

circuit.

Engines & Generators

32

ALTERNATORS

TESTING/TROUBLESHOOTING

TESTING

THE

ALTERNATOR

A

CAUTION:

Before

starting

the

engine

make

certain

that

everyone

is clear of

moving

parts!

Keep

away

from

sheaves

and

belts

during

test

procedures.

1.

~tart

the Engine.

2.

After

the

engine

has

run

for a

few

minutes,

measure

the

starting

battery voltage at the battery tenninals

using

a

multinleter 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

6~

MEASURING

BATTERY

VOLTAGE

(ENGINE

RUNNING)

3. Thrn 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

tI;lat

it

is

on

the

correct

setting.

S.

Check

the

battery

voltage.

If your battery

is

in

good

condition

the

reading should

be

12

to

13

v{)lts

..

MEASURING

BATTERY

VOLTAGE

ENGINE

OFF)

TESTING

THE

OUTP

1.

Connect the positiye probe

to

the output terminal

Band

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

repaj,red

at

a reliable service

shop.

S.

If

the

reads

only battery voltage at

terminal

B,

use the meter

to

measure the

DC

excitation

terminal.

If

12

volts

is

not

pr~ent

at

exciter terminal R,

inspect

the

wiring for breaks

and

poor

connections.

Jump 12 volts

from

a 12 volt source (such

as

the

battery)

and

operate tile alternator.

If

ti1e

voltage

output

is

13-14 volts, . _ then

the

alternator

is

OK.

TESTING

THE

OUTPUT

CIRCUIT

ENGINE

RUNNING

4116

VIOLET

R

TO

K-3

RELAY

,"/

t.KMIN,f\L

R

. Engines & Generators

33

ALTERNATORS

TESTINGJTROUBLESHOOTING

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. Turn 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.

5.

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 tenninal

R.

Connect the positive multimeter probe to the excitation lead

and

the negative multimeter probe to ground.

If

the multimeter now

inOicates

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

tenninaI

studs.

Also

clean

the

connecting tenninals

from

the

wiring

harness.

ALTERNATOR

REPAIR

If

tests indicate a

failed

alternator,

it

will

need

to

be

disas-

sembled

and

repaired.

Any

good

alternator

service

shop

can

do

thejob.

NOTE:

WESTERBEKE'S

Service

Manual

has

detailed

instmctions for

the

disassembly

and

repair

of

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

le~el

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

"

Engines & Generators

34

r-----------

-,

I

I I I I I I

I

~~~

~;:

~'"

;;;w

CAUTION:

When

servicing or replacing

DC

components,

turn off

the

20

amp

DC

circuit

breaker.

WIRING

DIAGRAM

#52793

~D

Engines & Generators

35

I

000

1.

1

I

1

I

, I

WIRING

DIAGRAM

#53477

(24

VOLT)

I

~i.

I

,,~

r--

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[=~

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lI11

I'

1(11$11".

QI.

mil

til

fllf!ll

CAUTION:

When

servicing

or

replacing

DC

components,

tum off

the

20

amp

DC

circuit

breaker.

nI!

I !

IIlItl1

Engines & Generators

36

:

I

!?=li

I

i

~

I

i

t

I

~

;

I

._

.. _ .. _ ..

GENERATOR

INFORMATION

USE

OF

ELECTRIC

MOTORS

The

power required to start an electric

motor

is considerably

more than is required to keep it running after

it

is started.

Some

motors require

much

more current to start them than

others. Split-phase (AC) motors require

more

current to start, under similar circumstances, than other types. They are commonly used on easy-starting loads, such as washing machines, or where loads are applied after the motor is started, such as small

power

tools. Because they require 5

to 7 times as much current to start as to run, their use should be avoided, whenever possible,

if

the electric motor is to

be

driven by a small generator. Capacitor and repulsion-induction motors require from 2 to 4 times as

much

current to start as

to run.

The

current required to start any motor varies with the load connected to it. An electIic motor connected to an air compressor, for example, will require

more

current than a

motor

to

which no load is connected.

In general, the current required

to

start 115-Volt motors connected to medium starting loads will be approximately as follows:

MOTOR

SIZE

AMPS

FOR

AMPS

FOR

(HP)

RUNNING

STARTIN~)

{AMPERES}

(AMPERES

116

3.2

6.4

to

22.4*

1---_1!4

4.6

9.2

to

32.2'

1/3

5.2

10.4

to

72.S·

1/2

7.2

14.4

to

29.2*

3/4

10.2

20.4

to

40.S

*

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 statting

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

statting motors, turn

off all other electrical loads and,

if

possible, reduce the load

on the electric motor.

REQUIRED

OPERATING

SPEED

Run the generator first with no load applied, then

at

half

the generator's capacity, and finally loaded to its full capacity as indicted on the generator's data plate.

The

output voltage

should be checked periodically to ensure proper operation

of

the generating plant and the appliances it supplies.

If

an

AC

voltmeter

or

ampmeter is not installed to monitor voltage and

load. check it with a portable meter and amprobe.

NOTE:

When the vessel in which the generator is installed

contains

AC

equipment

of

120 volts only, it is recommended

that the generator's

AC

terminal block be configured to pro-

vide one

120 volt

AC

hot leg

for

the vessel's distribution panel. This will ensure good motor starting response from the generator.

GENERATOR

FREQUENCY

ADJUSTMENT

Frequency is a direct result

of

engine/generator speed, as

indicated by

the

following:

• When the generator is run

at

1800 tpm, the

AC

voltage

output frequency is

60

Hertz.

•

When

the generator is run

at

1500 tpm, the AC voltage

output frequency is

50

Hertz.

Therefore, to change the generator's frequency/voltage, the generator's drive engine's speed must

be

changed using the

dipswitch on the

ECU.

The

AC

output configuration

of

the

generator changed and the connections

on

the voltage

sensing

PC

board changed.

GENERATOR

MAINTENANCE

• Maintaining reasonable cleanliness is important. Connections

of

terminal boards and rectifiers may become

corroded, and insulation surfaces

may

start conducting

if salts, dust, engine exhaust, carbon, etc. are allowed to build up. Clogged ventilation openings may cause excessive heating

and

reduced life

of

windings.

•

For

unusually severe conditions, thin rust-inhibiting

petroleum-base coatings should be sprayed

or

brushed

over all surfaces to reduce rusting and corrosion.

• In addition to periodic cleaning, the generator should be inspected for tightness

of

all connections, evidence

of

overheated terminals and loose

or

damaged wires.

•

The

drive discs

on

single bearing generators should be

checked periodically

if

possible for tightness

of

screws

and for any evidence

of

incipient cracking failure. Discs

should not

be

allowed to become rusty because rust may

accelerate cracking. The bolts

which fasten the drive disc

to the generator shaft must

be

hardened steel SAB grade

8,

identified by 6 radial marks, one at each

of

the 6 cor-

ners

of

the head.

•

The

rear armature bearing is lubricated and sealed; no

maintenance is required. However,

if

the bearing becomes

noisy

or

rough-sounding, have

it

replaced.

• Examine bearing at periodic intervals.

No

side movement

of

shaft should

be

detected when force is applied.

If

side motion is detectable, inspect the bearing and shaft for wear. Repair

must

be

made

quickly or major components

will rub and cause major

damage

to generator.

Carbon

Monoxide

Detector

WESTERBEKE

recommends mounting a carbon

monoxide detector

in

the vessels living quarters.

Carbon

monoxide,

even

in

small

amounts,

is deadly.

The

presence

of

carbon monoxide indicates

an

exhaust

leak:

from the engine or generator

or

from the exhaust elbow/exhaust hose, or that fumes from a nearby vessel are entering your boat.

If

carbon monoxide is present, ventilate the area with

clean air and correct the problem immediately!

Engines

& Generators

37

BT

GENERATOR

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

AC

output.

An

optional solid-state voltage regulator

is

available

to

work

in

tandem with

the

transformer regulator

to

produce a more

stable

AC

output.

A circuit breaker

is

installed

on

all

WESJERBEKE

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

power

is

coming into

the

boat.

NOTE:

This

circuit

breaku

is available as a

WESTERBEKE

add-on

kit for earlier model generations; contact your

WESTERBEKE

dealer.

SHIMS

CIRCUIT

BREAKER

PART

NUMBERS

8.0KW • 42707

10.DKW • 42698

12.6KW • 42709

..

15.0KW·42710

COMPOUND

TRANSFORMER

AC

TERMINAL

BOARD

BRIDGE RECTIFIER

BT

GENERATOR

SINGLE

PHASE

[6

STUD1

Engines

& Generators

38

BT

GENERATOR

SINGLE

PHASE

[12

STUDI

COMPOUNO TRANSFORMER

BT

GENERATOR

I

SINGLE

PHASE

[SIX

STUD]

r----------l ;-----------1

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REO

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ill;

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GREEN

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BlACK

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__

..::B""LA;;;.CK:.:......

___

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BLACK

...

,......-J-........

BLACK

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

1

A.V·R.11-----.,...-----=-=-="'----'

BlUE

t

BlUE

YELLOW

-I

PLUG

1

AVR

PLUG

ElLUl/WHITE

(TO

#STEAM.

BLUE/WHITE

RED/

WHmi

(TO

HERT'ZNOLTS

BAR)

!:ll

YELLOW

/WHmi

~

50cyc.

(TO

HERTlNOLTS BAlI)

(TO

Sl!LECTOR

SWITCH)

BLACl( /WHiTE

(TO

BRIDGE

RECTIFIER)

INTERNAL

WIRING

SCHEMATIC

(SIX

STUD)

W/OPTIONAL

VOLTAGE

REGULATOR

A.

EXCITER

STATOR

WINDINGS

1&

2

A-I

and

A - 2 Exciter Stator Windings

(Selector

in

COMP

position)

D.

COMPOUND

TRANSFORMER

1.

Compound Transformer Windings

2.

Compound Transformer Windings

~

III

3. Compound Transformer Auxiliary Windings

B.

EXCITER

ROTOR

and

FIELD

1.

Auxiliary Windings (A - B - C)

2.

Diodes (6)

3.

Rotating Field Windings

4.

Suppressor

C. MAIN STATOR

1.

Main Stator Windings

2.

Main Stator Windings

3.

Main Stator 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

A.V.R.

Optional Automatic Voltage Regulator Plug

(6

Prong).

Engines & Generators

39

GENERATOR

VOLTAGE

ADJUSTMENT

,

NOTE:

WESTERBEKE

recommends

that

the

following generator

tests

and

adjustments

be

peiformed

by

a

quailified

technician.

Generator

Frequency

1.

Frequency

is

a direct result of engine/generator speed:

1800

rpm = 60 hertz

1500

rpm =

50

hertz.

d. After the no-load hertz adjustment

is

made,

the

no-load

voltage

may

need

to

be readjusted.

In

most cases, if

the

generator was producing

the

correct no-load voltage

at

the

previous hertz setting, it

would

be correct

at

the

changed hertz setting.

2.

To

change generator frequency follow the steps

below.

a.

Connect

the

AC

output leads

to

the

AC

terminal block,

following

the

illustrations

on

this page.

h. If

an

AVR

is

installed, reposition the blue or blue/white

lead

to

correspond

to

the hertz selected

on

the

Voltage!Hertz

Connection

Bar.

If

there

is

no automatic voltage regulator

(AVR

installed, do not change the wiring

on

the

Voltage/Hertz

Connection Bar. Simply reconfigure the

AC terminal for the hertz change. c.

Start

the

engine, monitor voltage and adjust engine

no-load speed. Adjust diesel units

by

the

linkage

between the throttle arm

and

fuel

soienoid or

the

throttle lever

on

the

injection

pump

..

60

hertz no-load speed

60.0

-

60.5

hertz

50

hertz no-load speed 50.0 - 50.5 hertz

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,

232-236

volts.

e. Load the generator

to

the rated amperage output

corresponding

to

the

hertz speed of

the

generator.

Rated Loaded Speed

60

hertz loaded speed 59.5 - 60.0 hertz

50 hertz loaded speed

49.5

- 50.0 hertz

The lowest acceptable voltage

at

full rated output

(amps)

60

hertz:

108 -110

volts

50

h~rtz:

205

- 210 volts

SIX

STUD

AC

VOLTAGE

CONNECTIONS

115V

50Hz

® @

The

frame

ground

wire

must

be

moved

when

changing

from

115

volts

and

1101220

volts

50

hem

to

230

volts

50

hertz.

From

making

con-

nections

to

the

AC

terminal

115V

50Hz

block.

use

terminal

ends

for

'!H-<I::::]

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.

230VSOHz

.®

@

120V 60HZ

A

JUMPER

IS

PfiiL-J

REQUIRED:-'

~~!iJ

TWELVE

STUD

AC

VOLTAGE

CONNECTIONS

CIRCUIT BREAKER

230V50Hz

N

L1

I (

115/230V

50Hz

a:::::o

0

L1

L2

• •

Engines & Generators

40

120V60

Hz

N

\

JUMPER

IS

REQUIRED

120/240V

60HZ

120/240V/60Hz

L1

•

L2

GENERATOR

VOLTAGE

ADJUSTMENT

NOTE:

WESTERBEKE

recommends

that

the

following

g~nerator

tests and adjustments

be

performed

by

a quailified technician.

NO-LOAD

VOLTAGE

ADJUSTMENT

Voltage

adjustment

is

made

with

the generator regulation

being

governed

by

the

compound

transformer.

1.

The

selector

switch,

if installed, must

be

in

the

COMP

,

position.

2.

To

confirm

no-load

voltage,

start

the

generator

and

apply

a

momentary

(moderate) load

to

excite

the

transformer.

The

voltage produced

by

the

generator after

the

momen-

tary

load

is

removed

is

no-load

voltage.

Note

the

voltage

output

from

the

generators

120

volt

leg(s)

(230

volt

50

hertz).

The no-load voltage should be between

121 -124

volts at 60.0 -

60.5

hertz

(232

-

23~

volts at

50.0 -50.5

hertz).

NOTE:

The

no-load voltage should

be

adjusted

to

the

voltage

produced

by

the

generator once started and a momentary

load should

be

applied

to

excite the transformer and

then

removed.

The

voltage produced

by

the

generator after this

momentary load

is

removed

is

no-load

voltage.

3.

To

raise

or

lower

the

voltage, shims of

varying

thickness

(non-conductive material)

are

placed or

removed

from

under

the

steel

laminated

bar

on

top

of

the

compound

transformer.

The material

used

for

shimming should

not

soften

at temperatures

in

the

1760 F

(8pO

C)

range.

A

small

reduction

in

no-load voltage

(1

to 3 volts)

can

some

times

be

accomplished

by

gently

tapping

the

top

of

the

laminated steel

bar

to

reduce

the

gap

between

the

existing

shims

and

the

transformer

core.

NOTE:

No-load voltage may

be

effected needing readjustment

with

the

compound

transformer.

Do

not

use

these

adjustments

to

compensate for overload conditions being

placed

on

the

generator/engine (inductive-motor

type

loads).

Loss

of

generator hertz/speed,

the

result

of

overload,

will

cause a drop

in

voltage

output.

Shim

thickness

of

0.001

inch

will

change

the

no-load

voltage

by

approximately

4 - 6

volts.

Adding

shim

material

raises

the

no-load

voltage.

Removing shim

material

lowers

no-load

voltage.

FULL-LOAD

VOLTAGE

ADJUSTMENT

The voltage hertz connection bar that

is

used

when

changing

from

60Hz

to

50Hz can

also

be

used

to

increase

or

decrease

the

generators'

full-load

output.

'

Fine

voltage

adjustments

can

be performed

by

repositioning

wires A to

leads

#1,

#2,

and

#3

increasing

the

loaded

voltage

progressively

in

that

order.

A no-load

voltage

adjustment

will

have

to

be

made

as

well.

Should full-load output

fall

below

108

volts-60Hz

(210

volts-50Hz),

the

voltage should

be

adjusted.

A

TWO

RED

WIRES

1/,

I,

~;"-.

12

STUD

A

BlUE~~"

WIRE

50HZ/60HZ

;";

".

CONNECTIONS'

•

6

AND

12

STUD

VOLTAGE

HERTZ

CONNECTION

BARS

NOTE:

When

the

optional voltage regulator

is

installed

and

if

the

Blue!White

(Blue)

lead

is

not correctly positioned

to

correspond

to

the

Hertz

the

unit

is

operating

at,

the

regulator will sense incorrect voltage and

cause

the

generator

to

produce abnormally high output

voltage.

Engines & Generators

41

BT

GENERATOR

SINGLE

PHASE

OPTIONAL

AUTOMATIC

VOLTAGE

REGULATOR

(AVR)

BT 6 STUD

MODELS

ONLY

An

optional

solid~state

voltage regulator

(board

#34410)

is

available

for

use

with

the

BT series

generators.

When

installed,

and

the

regulation switch

is

moved

to

the

ELEC

position,

the

regulator works together

with

the

standard

com~

pound

transformer regulator to regulate

the

generator's

volt~

age

output

In

the

ELEC

mode,

the

regulator

provides

excitation

to

the

group

1 exciter windings,

and

the

trans-

former

provides excitation to the group 2 exciter

windings.

Installation

Shore

Power

Connections

(60

Hertz)

If

the installer connects shore power

to

the

vessel's

AC

cir-

cuit,

this

must

be

done

by

means

of

the Shore

Power

Transfer

Switch. Set

the

transfer switch shown

in

the

diagrams

to

the

OFF position. 1his switch prevents simultaneous

connection

of

shore power

to

generator output.

A

CAunON:

Damage

to

the

generator

can

result

If

utility

shore

power

and

generator

output

are

connected

at

the

same

time.

This

type

of

generator

damage

is

not

cDvered

under

the

warranty;

It

is

the

Installers

respon-

sibility

to

make

sure

all

AC

connections

are

co"ect.

Generator

120

Volt/60

Hertz

Three

Wire

Configuration

1.

The

regulator

is

mounted using existing

tapped

holes

in

the

generator's

case.

Use

two

(2)

M4 x

0.7mm

screws,

each

15mm

long, with lock washers

to

mount

the

regula-

tor

board.

~

Note

the

repositioning

of

the

white

ground

lead

on

the

tenni-

2.

Connect

the

6-prong .generator plug

to

the

receptacle

on

the

regulator

board.

1

II

=

___

n_a_l

b_lOC_k

_to_th--,e

generator case.

1

.... --...

\

L-----(-(D

NOTE:

The

plug

is

keyed

to

engage

the

regulator.receptacle

in

one

direction.

Check this

and

insert

it

correctly.

3.

Before moving

the

selector switch

to

the

ELBC

position,

the

NO~Load

voltage

produced

by

the

generator

when

in

the

COl\1P

position

will

have

to

be

adjusted.

The

NO-

Load

voltage

should

be

adjusted

down

between

114 -118

volts

(60Hz)

or

224 ~ 228

volts

(50Hz)

following

the

procedures

as

explained earlier

in

this

manual.

..

4.

With the generator's

no

load voltage properly adjusted,

move

the selector switch into the

ELEC

position. Adjust

the

regulator board potentiometer to set

NO~Load

voltage

at

120-122 voltas at 60.0-60.5 hertz (230-234 volts at

50.0-50.5 hertz). The regulator board

is

operating in par-

allel with the compound transformer and should maintain voltage output within

+ or

5%

from

No-Load to Full-Load

NOTE:

Do

not

use

the

regulator

to

force NO-Load

voltage

down.

Use

the

compound transformer for

this

function.

Using

the

regulator

to

perform this causes the regulator

to

use

more

exciter

circuit

power.

This

leaves

less

exciter circuit power

for loaded

conditions.

NOTE:

Ship

to

shore

switches

are

available at your

WESTERBEKE

dealer.

A

CAUTION:

Heavy

motor

leads

should

be

shut

off

before

sWitching

shore

power

to

generator

power

or

vice-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.

~1--

/

-_/

r-----\;®

I

"-

I

.

!

I."

,

M!il

I

\

I

';::'

1

I

/

i

fi

I

z t

•

~

Shore

Power

2

5

0 0

6 7

(0

cp

3

0

1

N

Ll

NOTE:

Diagram

shows

connections

for

two-wire

system.

For

three

wire

system,

UStl

the

dotted

line

for

the

other

hot

leg

GENERATOR

230

Volt/50

He

rtz

Two

Wire

Confipuration

GROUND

OJ

...

;;:

I.Ll

N)

•

SHORE

POWER

lo<!

U

«

...

III

Notice

the

repositi

mina!

block

to

the

G

EN

ERATOR

I SHORE

SWITCH

....

-

.....

oning

of

the

white

ground

lead

on

the

ter-

generator

case.

--f<D

~L

I I

:®

2 I

, /

....

_ ....

<-ir

(NEUTRAL)! I

'Y-'

\I

/

, /

--'

1 SHORE

~

GROUND

SHIP'S

LOAD

SHIP'S

GROUND

Engines & Generators

42

60

BT

GENERATOR

VOLTAGE

REGULATOR

ADJUSTMENTS

[THREE

PHASE]

Description

The

voltage

regulator

is

an

advanced design which ensures

optimum

AC

generator performance. It

is

equipped

with

complete

protection circuitry

to

guard

against operating

conditions that could

be

detrimental

to

the

AOgenerator:

Volts

This

potentiometer

is

used

to

adjust output

voltage.

At

proper

engine operating

speed

the

output voltage should

be

held

at

±1 % from

a no-load condition

to a full

rated generator output

and

from

power

factor

1.0 -0.8

with

engine

drive

speed

variations

up

to

-6%.

Prior

to

starting

the

engine, turn

the

VOLT

and

STAB

trimmers

(using a mini phillips

screw-

driver)

fully

in

a counter clockwise

(Minimum)

direction

until

you

feel

them

hit their

stops.

Turn

the

AMP

and

HERTZ

trimmers

completely clockwise

(Maximum)

in

the

same

manner.

With

the

generator running at

no-load,

at

normal

speed,

and

with

VOLT

adjust at

minimum,

it

is

possible that output voltage

will

oscillate.

'Slowly

rotate the

VOLT

adjust

clockwise. The voltage output

will

increase

and

stabilize.

Increase

the

voltage

to

the

desired

value.

In

this

situation,

only

the

green

LED

will

stay

lit.

Stability

This

potentiometer permits

variation

of the regulator's

response

to

generator load changes

so

as

to

limit

overcom-

pensation

and

obtain a minimum

recovery

time

to

the

normal

voltage

output.

In

order

to

adjust

the

regulator stability

the

generator must

be

running

at

no-load

and

the

output must

be

monitored.

Turn

the

STAB

adjust

slowly

clockwise until

the

voltage

starts

to

fluctuate.

At

this

point rotate

the

STAB

adjust

coun-

terclockwise

until

the

voltage

is

stable within 1

or

2 tenths of

a

volt.

..

fa

green

L..

-'

yellDw

L..

Hertz

Amp Stab

Volt

VOLTAGE

REGULATOR

DIAGRAM'

Amp-Hertz

These

two

adjustments

are

used

in

conjunction

with

the

two

protection circuits

in

the

voltage regulator that

are

indicated

by

the illumination of colored LED lights.

1.

Delayed overload protection

(yellow

LED).

2.

Low

speed protection

(red

LED).

Both systems

have

an

intervention threshold

which

can

be

adjusted using the respective potentiometer.

Each

of

the

two

circuits are

able

to

cause

an

adequate reduction

in

excitor

voltage

to

safeguard

the

excitor

windings

and

prevent

their

overheating. The

overload

protection system

has a delay

which

permits

temporary

overloading of

the

generator

during

times

such

as

motor start-up

or

other similar load

surge

demands.

The

regu-

lator

also

has

a

third

LED

(green), that

glows

during

genera-

tor operation

to

indicate correct operation of

the

regulator

with

the

generator.

Setting

the

Overload

Protection

In

order

to

set

the

AMP

overload protection,

the

generator

must

be

loaded

to

its

full

output rating.

1. Load

the

generator to

its

rating.

then

decrease the

speed

of

the

engine

by

10.10%

(54

Hertz

on

60

hertz

units.

45

hertz

on

50 hertz

units).

2.

Rotate

the

AMP

adjustment counterclockwise

until

it

hits

its

stop.

Wait

about 15-20 seconds after

which

the

AC

out-

put of

the

generator should

drop

and

the

yellow

LED

light

should come

on.

3.

Slowly

rotate

the

AMP

adjustment clockwise

until

the

output

voltage

increases

to

approximately

97%

of

the

volt-

age

output

at the start of the

adjustment.

At

this

point

the

yellow

LED

light should come

on.

4.

Return

to

nominal

speed,

the

yellow

LED

will

turn

off

and

the

generator voltage will rise

to

its

normal

value.

Should

this

not

happen,

repeat

the

adjustment.

NOTE:

When

changing from

60

hertz

to

50 hertz

operation,

remove

the

60

hertz jumper bar from

the

regulator

board.

Setting

the

Underspeed

Protection

NOTE:

If

the

unit is operating at 60 Hertz

ensure

that

the

jumper strap

is

in

place on

the

regulator board between

the

two

60 Hertz terminals.

In

order

to

adjust

the

under speed

setting,

the generator should

be

running at

no-load.

1.

To

adjust

the

underspeed

(low

frequency)

protection

circuit,

lower

the

engine

speed

at

90%

of its

normal

running

speed

(54

hertz

on

60

hertz

units,

45

hertz

on

50

hertz

units.

2.

Rotate

the

Hertz adjustment counterclockwise

slowly

until

the

generator's

AC

output voltage starts

to

decrease

and

at

the

same

time

the

red "LED" light

comes

on.

3.

Increase

the

engine speed

to

its

normal

speed

(frequency).

The red "LED" light

will

go

out

and

the

AC

voltage

out-

put

will

return

to

normal.

With

the

above

adjustments

made,

the

regulator

should

func-

tion

normally.

Engines & Generators

43

r

I

I..-

--

-

BT

GENERATOR

INTERNAL

WIRING

3

PHASE

TWELVE

WIRE

RECONNECT

ABLE

------..,

A

EXCITER

STATOR

r--

I

DSTATOR

r-----I-

------

-

-.,

12-

I

10-

I

8-

I

C

I

B

I

ROTOR

FIELD

I

EXCITER

I

6-

I

2-

I

I I

4

+

I

a

I

b

l

*

I

(6)

I

c

-

I I I

DIODES

I

I..

--

---t--

----

__

..l

F

:.0::

u

USE

':3

-

Q

6.3

AMP

CiQ

w

a::

_________

J

E

VOLTAGE

REGULATOR

~ertz

REO

~

Amp

e

Slab

~

Voll

BLUE

c;

....

-I

I

-.J

GREEN

YELLOW

/

~

FUSE

HOLDER

ElEcmONIC

._~.~~

__

REGULATOR

BT

GENERATOR

THREE

PHASE

20A

/

TERMINAL

BOARD.

Engines & Generators

44

-11

-9

-7

-5

-1

3

REGULATOR

SENSING 3 PHASE

WYE·DELTA

CONFIGURATIONS

NOTE:

WESTERBEKE

recommends

that

the

followi!1g

generator tests

and

adjustments be peiformed by a qualified technician.

Description

The regulator is equipped with seven numbered tencinals

(0 to

6)

and their related brass jumpers. The illustrations

shown cpnnection points and jumpers for the 3 phase

config-

uration

of

the generator. The sensing leads connect between

pin #1 and pin

#2 on the

AC

tencinal block and connection

#2 and #0

on

the voltage regulator board.

NOTE:

Series Delta

requires

the

installation

of

a jumper

on

the

regulator board between terminal B

and

1.

170 -270

V

1 '

180

-160 V

3

PHASE

VOLTAGE

REGULATOR

PARALLEL

WYE

(STAR)

PARALlE1..

WYE

(STAR)

l-L

240VAC

30

50

HZ

L·N

138

VAC

10

60

HZ

L

-L

200

VAC

30

50

HZ

L-N

115

VAC

10

60

HZ

Engines & Generators

SERIES

WYE

(STAR)

SERIES

WYE

(STAR)

L

-L

480

VAC

L-N

277VAC

L

-L

400VAC

L

-N

230VAC

SERIES

DELTA

SERIES

DELTA

L

-L

270

VAC

L2,

L3-N

138

VAC

L-L

230

VAC

L2,

L3-N

115

VAC

L3

N

30

60

HZ

10

60

HZ

30

50

HZ

10

50

HZ

Ll

L2

L3

N

30

tiD

HZ

10

60

HZ

30

50

HZ

10

50

HZ

BT

GENERATOR·

SINGLE

PHASE

(12

STUD)

r-------..,

I C I

r----------

A+:

1 A B

r-

--

-,

I

1

I

:~i4

1

•

-

,

I

i

I

B

-t>J-

~~4

1

~

1

31

I

1

I

1

c

I

L.:

I

2

1

I

3

I

L

_____________

J

I

L

f-------

J

G

ORANGE

+

AC

BLACK

-Kl-

AC

GREEN

-

YELLOW

INTERNAL

WIRING

DIAGRAM

A.

EXCITER STATOR WINDINGS Resistance

Value

10.0

Ohms

B.

EXCITER ROTOR and FIELD

1.

Auxiliary

Windings

(A

- B - C)

2.

Diodes

(6)

3.

Rotating Field Windings

4.

Suppressor

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 Transformer

Windings

3. Compound Transformer Auxiliary

Windings

G.

BRIDGE RECTIFIER

1

•

w

C3

z

«

It

0

Engines & Generators

46

r--------,

AC

I'

D I

i 1

....

,.----11----

i

~

3 N 2 A

I

1

i

•

i

7

~

2

....

I

===?'~

I

I 3 • • I I

WHT/BLK

L213l2l-+-

_J

8 L

o

C

K

•

1

WHT

/GREEN

•

0

I

\v~

~.,,®

·O~··~

TERMINAL

BLOCK

ELECTRICAL

CONNECTIONS

FROM

GENERATOR

@

S

T

U

D

BT

GENERATOR

TROUBLESHOOTING

CHA~T

NOTE:

WESTERBEKE recommends that the following generator tests

and

adjustments be peiformed by a qualified technician.

The following troubleshooting chart

is

designed

to

give

insight into problems which

may

be encountered

with

the

BT brushless generators operating

on

compound transformer

regulation. Owing

to

the

simplicity of the equipment and

controls, troubleshooting

is

relatively

easy,

once

the

relationship between cause and effect

is

understood. Most

potential problems

are

covered

in

the

text of this

manual.

Keep

in mind that a basic fundamental knowledge of

electricity

is

required for this troubleshoting, and

always

remember that lethal voltages

are

present

in

the

circuitry:

therefore, extreme cautin

is

essential

when

troubleshooting

a

generator.

Only a

few

basic

tools

are

necessary

for

diagnosis and

repair.

These

are

hand

tools:

an

amprclbe

and a quality volt

ohm

meter capable of reading

less

tl/lan

one ohm

due

to

the

precision required in reading

c(J)mponent

winding

resistances.

Before attempting any repairs,

get a clear explanation of

the

problem, preferably from

an

individual witnessing

the

problem. in

some

cases,

this

n$y

bring

to

light a problem

which

is

the

method

Of

operation rather than

an

equipment

fault.

Bring basic repair tools

with

you

on

the

initial trip

yo

he probkm

equiWnent,

such

as

giodes

and

a

bridge

rectifier,

so

that if

thepr<!lblem

should

be

found

in

one of these easily replaceable parts, the problem

cab

be

remedied early and

efficiently.

NOTE:

Refer to the INTERNAL WIRING DIAGRAMS when peiforming the following tests.

Troubleshoot the components in the following

order.

1.

LOW

VOLTAGE

60-100

VOLTS

AC

Component Checks

F Selector Switch

B Rotor Components

82

Exciter Rotor Diodes

83

Rotor Field Winding

81

Exciter Rotor Winding(s)

a,b,c

A

1-1

+2

Exciter Stator Winding(

s)

2.

NO

AC

VOLTAGE

OUTPUT

Main

Stator,

Rotor

Components,

Transformer

Component Checks

C

1+2

Main Stator Winding

8 4

Posi Resistor

B 2 Diodes (4-6 open/shorted)

D

1+2

compound Transformer

Winding

8 3 Rotor Field Winding

3.

RESIDUAL

VOLTAGE

Exciter

Circuit

Faulty

Component Checks

A

1-1

+2

Exciter Stator Winding(

s)

G Bridge Rectifier

D 3 Transformer

Aux.

Winding

C 3 Main Stator

Aux.

Winding

F Selector Switch

Circuit Connections

(from the Transfonner Aux. winding to the connections on the Bridge Rectifier)

NOTE:

Reference the BTTroubleshooting guides on WESTERBEKE'S website under

"TEeHAN/CAL"

for

additional information. www.WESTERBEKE.COM.

Engines & Generators

47

SPECIFICATIONS

•

ENGINE

8.0/6.0

KW

EDT,

1 0.on.5

KW

EDT,

11.5/9.2

KW

EDT.

12.6/10.4KW

EDT

Engine

Type

Displacement Aspiration Combustion

Chamber Bore & Stroke Firing

Order

Direction

of

Rotation

Compression

Ratio

Weight

Inclination

GENERAL

Diesel,

four-cycle,

three-cylinder,

fresh

water-

cooled,

vertical

in-line

overhead

valve

mechanism.

80.4

cubic

inches

(1.318

liter)

Naturally

aspirated.

Swirl

type.

3.07 x 3.62

inches

(78 x 92

mm) 1-3-2 Clockwise,

when

viewed

from

the

front.

22:1

8.0

EDT

10.0

EDT

11.5

EDT

12.6

EDT

Continuous

15°

477lbs

(216

kilos)

520

Ibs

(236

kilos)

520

Ibs

(236

kilos)

520

Ibs

(236

kilos)

Temporary

25°

(not

to

exceed

30

min.)

TUNE-UP

SPECIFICATIONS

Compression

Pressure

Minimum Spilled

TIming

(Static)

Valve

Seat

Angle

Engine

TIming

Injector

Pressure

Valve

Seat

Angle

Valve

Clearance

(engine

cold)

Engine

Speed

427

psi

(30

kg/cm2)

at

280

rpm

384

psi

(27

kg/cm

2

)

17"

(spill)

45·

17"

BTDC

1991

+

71

-0

psi

(140

+ 5 -a

kgf/cm2).

Intake

45°

Exhaust

30°

0.25mm

(0.0098

inches)

1800

rpm

(60

Hz)

1600

rpm

(50

Hz)

LUBRICATION

SYSTEM

General Oil

Filter

Sump

Capacity

(not

including

filter)

Operating

Oil

Pressure

(engine

hot)

Oil

Grade

15W-40

Pressure

fed

system.

Full

flow,

paper

element,

spin-on

type.

3.9

U.S.

qts

(3.7

liters)

50 -60

psi

(3.5 -4.2

kg/em')

API

Specification

CF

or

CG-4,

SAE

30,

lOW-3D,

General Fuel Fuel

Injection

Pump Nozzle Fuel

Riter

Air

Cleaner

Fuel

Uft

Pump

FUEL

SYSTEM

Open

flow,

self

priming.

No.2

diesel

oil

(cetane

rating

of

45

or

higher).

In-line

plunger

type

(BOSCH).

Throttle

type.

cartridge

type

(PN#030200).

Replaceable

paper

filter

cartridge.

12

volt

DC

lift

capacity

of

5'

(1.5

mm)

solid

state

ELECTRICAL

SYSTEM

Starting

Battery

capacity

12

Volt,

(-)

negative

ground

800

-1000

Cold

Cranking

Amps

(CCA)

DC

Charging

Aitemator

50

Amp

rated,

belt-driven

Starting

Aid

Glow

plugs,

sheathed

type

Starter

12

Volt

reduction

gear

Cold

Cranking

Amp

Draw

240 -250

amps

(approx.)

Engine

Combustion

Air

Requirements

at

60

Hz

1800rpm

General

Operating

Temperature

Fresh

Water

Pump

Raw

Water

Pump

Raw

Water

Flow

at

1800

rpm

(Measures

before

discharging

into

exhaust

elbow)

System

Capacity

(Fresh

Water)

41

cfm

(1.16

cmm)

COOLING

SYSTEM

Fresh

water-cooled

block,

thermostatically-

controlled

with

heat

exchanger.

110-190° F

(77

_88°

C)

Centrifugal

type,

metal

impeller,

belt-driven.

Positive

displacement,

rubber

impeller,

belt

driven

1-8

gpm

(25.9 -29.6

gpm)

5.0

US

qts

(4.1

liters)

Engines & Generators

48

SPECIFICATIONS

•

GENERATOR

1

o.on

.SKW

EDT

AC

GENERATOR

(Single

Phase)

AC

GENERATOR

(3

Phase)

Single

Phase

Voltage

regulation:

Frequency

regulation:

Rating

(Volts

AC)

60

Herlz

(1800

rpm)

10.0KW 50

Herlz

(1500

rpm)

7.SKW

Brushless,

four-pole,

revolving

field.

Pre-lubricated,

single-bearing

design.

Reconnectable,

single-phase

transformer

reg

ulation

(optional

solid-state

voltage

regulation). 120

or

120/240

Volts -60

Hertz

230

Volts -50

Hertz.

±5"1o

no

load

to

full

load.

.5

Hertz

(.60%)

no

load

to

full

load.

120

Volts

83.3

Amps

120/240

Volts

83.3141.6

Amps

230

Volts

22.6

Amps

Generator

Cooling

225 -250

cfm

(5.66 -6.37

cmm)

Air

Requirements(60

Hertz)

at

1800

rpm

NOTE:

Increase

air

supply

15%

for

50

Hertz

operation

(1500

rpm).

Engine

Compartment

100·200

cfm

(2.83 -5.66

cmm).

Three

Phase

10.0

KW

-

6D

Hz

7.SKW-50Hz

Voltage

-3

phase

(60

Hertz)

Voltage· 3 Phase (50

Hertz)

Amperage· 3 phase (60

Hertz)

Amperage

-3

phase

(50

Hertz)

Engine

Compartment

Generator

Cooling

Air

Requirements

(60

Hertz)

at

1800

rpm

Brushless,

six-pole,

revolving

field.

Sealed

lubricated,

single-bearing

design.

12

Lead

reconnectable

for

low

voltage

W'fE,

high

voltage

Delta.

Solid

state

vo~age

regulator

with

protection

circuitry

Low

Voltage

WYE

High

Voltage

WYE

DELTA High

Voltage

WYE

DELTA Low

Voltage

WYE

High

Voltage

WYE

DELTA High

Voltage

WYE

DELTA

240

Volts

480

Volts

240

Volts

400

Volts

230

Volts

35

Amps

15

Amps

30

Amps

14

Amps

24

Amps

100 -200

cfm

(2.83 -5.66

cmm)

225 -250

cfm

(5.66 -6.37

cmm)

NOTE:

Increase

air

supply

15%

tor

50

Hertz

operation

(1500

rpm).

8.0/6.0

KW

EDT

AC

GENERATOR

(Single

Phase)

Single

Phase

Voltage

regulation:

Frequency

regulation:

Rating

(Volts

AC)

60

Hertz

(1800

rpm)

8.0KW 50

Hertz

(1500

rpm)

6.0KW

Generator

Cooling

Air

Requirements

(60

Hertz)

at

1800

rpm

Brushless,

four-pole,

revolving

field.

Pre-lubricated,

single-bearing

design.

Reconnectable,

Single-phase

transformer

regulation

(optional

solid-state

voltage

regulation). 120

or

1201240

VoHs -60

Hertz

230

Volts -50

Hertz.

±5%

no

load

to

full

load.

.5

Hertz (.60%)

no

load

to

full

load.

120

Volts

66

Amps

1201240

Volts

66/33

Amps

230

Volts

22.SAmps

175 -200

cfm

(4.95 -5.66

cmm)

HOlE:

Increase

air

supply

15%

for

50

Hertz

operation

(1500

rpm).

Engine

Compartment

100 -200

efm

(2.83 -5.66

cmm)

Engines & Generators

49

SPECIFICATIONS

•

GENERATOR

11.5/9.2KW

EDT

AC

GENERATOR

(Single

Phase)

AC

GENERATOR

(3

Phase)

Single

Phase

Brushless,

four

pole,

revolving

field.

General

-3

Phase

Brushless,

six-pole,

revolving

fiekl.

Sealed

Pre-lubricated,

single

bearing

design.

11.5

Kw • 60

Hertz

lubricated,

single-bearing

design.

12

Lead

Reconnectable,

single

phase

transformer

9.2

Kw • 50

Hertz

reconnectable

for

low

voltage

WYE,

high

regulation

(optional

solid

state

voltage

Delta.

Solid

state

voltage

regulator

with

regulator)

protection

circuitry

Voltage

120

or

1201240

volts -60

hertz

Voltage

-3

phase

Low

Voltage

WYE

240

Volts

230

Volts -50

Hertz

(60

Hertz)

High

Voltage

WYE

480

Volts

Voltage

Regulation

±

5%

no

load

to

full

load.

DELTA

240

Volts

Voltage

-3

Phase

High

Voltage

WYE

400

Volts

Frequency

Regulation

.5

Hertz

(.60%)

no

load

to

full

load.

(50

Hertz)

DELTA

220

Volts

Rating

(Volts

AC)

Amperage

-3

phase

Low

Voltage

WYE

34

Amps

60

Hz

(1800

rpm)

120

voHs

95.8

amps

(60

Hertz)

High

Voltage

WYE

17

Amps

11.5KW

1201240

volts

95.8/47.9

amps

DELTA

34

Amps

50

Hz

(1500

rpm)

230

volts

40.0

amps

Amperage

-3

phase

High

Voltage

WYE

16

Amps

9.2KW

(50

Hertz)

DELTA

29

Amps

Generator

Cooli

ng

225 -250

cfm

(5.66 -6.37

cmm)

Engine

Combustion

42

cfm

(1.19

cmm)

Air

requirements

(60

Hz)

at

1800

rpm

Air

Requirements

(60

Hertz),

at

1800

rpm

NOTE:

Increase

air

supply

15%

for

50

Hertz

operation

(1500

rpm)

Engine

Compartment

100 -200

cfm

(2.83

-

5.66

cmm)

Engine

Combustion

42

cfm

(1.19

cmm)

Cooling

Air

Requirements

Generator

Compartment

104°F

(40QC)

maximum

Generator

Compartment

104QF

(40"C)

maximum

Ambient

Temperature

Ambient

Temperature

Recommendations

NOTE:

Forced

ventilation

should

be

provided

Recommendations

NOTE:

Forced

ventilation

should

be

provided

to

mainf11in

generator

compartment

to

maintain

generator

compartment

temperatures

below

104°F

(40°C)

temperatures

below

104°F

(40°C).

SPECIFICATIONS·

GENERATOR

12.6/10.4KW

EDT

AC

GENERATOR

(Single

Phase)

Single

Phase

Voltage

reg u lation:

Frequency

regulation:

Rating

(Volts

AC)

60

Hertz

(1800

rpm)

12.&KW

50

Hertz

(15110

rpm)

10.4KW

Generator

Cooling

Air

Requirements

(60

Hertz)

at

1

BOO

rpm

Engine

Combustion

Air

Requirements

(60

Hertz),

at 1 BOO

rpm

Engine

Compartment

Cooling

Air

Generator

Compartment

Ambient

Temperature

Recommendations

Brushless,

four-pole,

revolving

field.

Pre-lubricated,

single-bearing

deSign.

Reconnectable,

Single-phase

transformer

regulation

(optional

solid-state

voltage

regulation). 120

or

1201240

Volts -60

Hertz

230

Volts -50

Hertz.

:1:5%

no

load

to

full

load.

.5

Hertz

(.60%)

no

load

to

full

load

.

120

Volts

66

Amps

1201240

Volts

66133

Amps

230

Volts

27

Amps

175 -200

cfm

(4.95 -5.66

cmm)

NOTE:

Increase

air

supply

15%

for

50

Hertz

operation

(1500

rpm).

42

cfm

(1.19

cmm)

100 -200

cfm

(2.83 -5.66

cmm)

l04QF

(40"C)

maximum

NOTE:

Forced

ventilation

should

be

provided

to

maintain

generator

compartment

temperatures

below

104°F

(40·C).

AC

GENERATOR

(3

Phase)

General-3 Phase

12.6KW - 60

Hertz

10.4KW - 50 Hertz

Voltage

-3

phase

(60

Hertz)

Voltage

-3

Phase

(50

Hertz)

Amperage

-3

phase

(60

Hertz)

Amperage· 3 phase (50

Hertz)

Engine

Combustion

Air

Requirements

(60

Hertz),

at

1800

rpm

Engine

Compartment

Cooling

Air

Generator

Compartment

Ambient

Temperature

Recommendations

Brushless,

Six-pole,

revolving

field.

Sealed

lubricated,

Single-bearing

design.

12

Lead

reconnectable

for

low

voltage

WYE,

high

voltage

Delta.

Solid

state

voltage

regulator

with

protection

Circuitry

Low

Voltage

WYE

High

Voltage

WYE

DELTA High

Voltage

WYE

DELTA Low

Voltage

WYE

High

Voltage

WYE

DELTA High

Voltage

WYE

DELTA 42cfm

(1.19cmm)

240

Volts

480

Volts

240

Volts

400

Volts

220

Volts

38

Amps

19

Amps

38

Amps

18

Amps

32

Amps

100 -200

cfm

(2.83 • 5.66

cmm)

l04"F

(40°C)

maximum

NOTE:

Forced

ventilation

should

be

provided

to

maintain

generator

compartment

temperatures

below

104°F

(40·C)

Engines & Generators

50

SPECIFICATIONS

•

ENGINE

12.5/9.4KW

EDT

&

15.0/12.0KW

EDT

Engine

Type

Displacement Aspiration Combustion

Chamber Bore & Stroke Firing

Order

GENERAL

Diesel,

four-cycle,

four-cylinder,

fresh

water-

cooled,

vertical

in-line

overhead

valve

mechanism.

107.3

cubic

inches

(1.7S8

liter)

Naturally

aspirated.

Swirl

type.

3.07 x 3.62

inches

(78 x 92

mm)

1 -3 - 4-2

Direction

of

Rotation

Clockwise,

when

viewed

from

the

front.

Compression

Ratio

22:1

Dimensions

inches

(mm)

Height:

24.0

inches

(609.6

mm)

Engine

Only

Width:

19.0

inches

(482.6

mm)

Inclination

Weight

(dry)

12.S/9.4KW

15.0/12.0KW Fuel

Consumption

(full

amperage

load)

12.SKW

9.4KW

15.0KW

12.0KW HP@1800

RPM

HP@1600RPM

Length:

34.6

inches

(87B.8

mm)

Continuous

lSo

(all

directions)

Temporary

25°

(not

to

exceed

30

minutes)

561

Ibs

(254.5

kgs)

S691bs

(258.1

kgs)

1.19

gph

(4.50

Iph)

0.19

gph

(3.44Iph)

1.42

gph

(S.38Iph)

1.12

gph

(4.24Iph)

25HP 22HP

TUNE-UP

SPECIFICATIONS

Compression

Pressu

re

Minimum Spilled

Timing

(Static)

Valve

Seat

Angle

Engine

Speed

Valve

Seat

Angle

Valve

Clearance

Injector

Pressure

Engine

Timing

427

psi

(30

kg/cm')

at

280

rpm

384

psi

(27

kg/em')

1]0

(spill)

BTDC

Intake

45°

Exhaust

30°

1

BOO

rpm

(60Hz)

1500

rpm

(50Hz)

Intake

45°

Exhaust

30°

0.2S

inches

(0.0098

mm)

1991 + 71

·0

psi

(140

+ 5 -0

kgflcm').

17"BTDC

ELECTRICAL

SYSTEM

Starting

Battery

Capacity

DC

Charging

Altemator

Starting

Ald

Starter

General

Operating

Temperature

Fresh

Water

Pump

Raw

Water

Pump

System

Capacity

(Fresh

Water)

Raw

Water

Row

at 1 BOO

rpm

(Measures

before

discharging

into

exhaust

elbow)

Engine

Combustion

Air

Requirements

at

1800

rpm

Engine

Combustion

Air

Requirements

at

1500

rpm

12

Volt, H negative

ground

800 -1000

Cold

Cranking

Amps

(CCA)

SO

Amp

rated,

belt-driven

Glow

plugs,

sheathed

type

12

VoH,

reduction

gear

COOLING

SYSTEM

Fresh

water-cooled

block,

thermostatically-

controlled

with

heat

exchanger.

170

-190° F

(n

-

BBo

C)

Centrifugal

type,

metal

impeller,

belt-driven.

Positive

djsplacemen~

rubber

impeller,

belt

driven

8.0

US

qts

(7.6

liters)

7-8

gpm

(25.9 -29.6

gpm)

56

cfm

(1.60

cmm)

46

cfm

(1.31

cmm)

LUBRICATION

SYSTEM

General Oil

Riter

Sump

Capacity

(not

including

filter)

Operating

Oil

Pressure

(engine

hot)

Oil

Grade

Pressure

fed

system.

Full

flow,

paper

element,

spin-on

type.

4.5

U.S.

qts

(4.3

liters)

40 -60

psi

(3.5

-

4.2

kg/cm2)

API

Specification

CF

or

CG-4,

SAE

30,

10W-30,

15W·40

Engines & Generators

51

SPECIFICATIONS

•

GENERATOR

12.5/9.4KW

EDT

AC

GENERATOR

(Single

Phase)

AC

GENERATOR

(3

Phase)

Single

Phase

Voltage

regulation:

Frequency

regulation:

Rating

(Volts

AC)

60

Hertz

(1800

rpm)

12.5KW

50

Hertz

(1500

rpm)

9.4KW

Generator

Cooling

Air

Requirements

(60

Hertz)

at

1800

rpm

Generator

Compartment

Ambient

Temperature

Recommendations

Brushless,

four-pole,

revolving

field.

Three

Phase

Pre-lubricated,

single-bearing

design.

12.5

KW • 60

HERR

Reconnectable,

single-phase

transformer

9.4

KW

•

50

HERR

regulation

(optional

solid-state

voltage

regulation). 120

or

120/240

Volts -60

Hertz

Voltage

-3

phase

230

Volts -50

Hertz.

(60

Hertz)

±5%

no

load

to

full

load.

Voltage

-3

Phase

.5

Hertz

(.60%)

no

load

to

full

load.

(50

Hertz)

Amperage

-3

phase

120

Volts

104

Amps

(60

Hertz)

120/240

Volts

104/52

Amps

230

Volts

60

Amps

Amperage

-3

phase

(50

Hertz)

225 -250

cfm

(6.37 -7.08

cmm)

Generator

Compartment

NOTE:

Increase

air

supply

15%

for

50

Hertz

Ambient

Temperature

Recommendations

operation

(1500

rpm).

104°F

(40QC)

maximum

NOTE:

Forced

ventilation

should

be

provided

Generator

Cooling

Air

Requirements

to

maintain

generator

compartment

(60

Hertz)

at

1800

rpm

temperatures

below

104°F

(40°C).

15.0/12.0KW

EDT

Brushless,

Six-pole,

revolving

field.

Sealed

lubricated,

single-bearing

design.

12

Lead

reconnectable

for

low

voltage

WYE,

high

voltage

Delta.

Solid

state

voltage

regulator

with

protection

circuitry

Low

Voltage

WYE

240

Volts

High

Voltage

WYE

480

Volts

DELTA

240

Volts

High

Voltage

WYE

400

Volts

DELTA

230

Volts

Low

Voltage

WYE

38

Amps

High

Voltage

WYE

18

Amps

DELTA

37

Amps

High

Voltage

WYE

17

Amps

DELTA

30

Amps

104°F

(40°C)

maximum

NOTE:

Forced

ventilation

should

be

provided

to

maintain

generator

compartment

temperatures

below

104°F

(40°C)

225 -250

cfm

(6.37 -7.08

cmm)

NOTE:

Increase

air

supply

15%

for

50

Hertz

operation

(1500

rpm).

•

AC'GENERATOR

(Single

Phase)

AC

GENERATOR

(3

Phase)

Single

Phase

Brushless,

four-pole,

revolving

field.

Three

Phase

Brushless,

six-pole,

revOlving

field.

Sealed

Pre-lubricated,

single-bearing

design.

15.0

KW • 60

HERR

lubricated,

single-bearing

design.

12

Lead

Reconnectable,

Single-phase

transformer

12.0

KW • 50

HERR

reconnectable

for

low

voltage

WYE,

high

regulation

(optional

solid-state

voltage

Delta.

Solid

state

voltage

regulator

with

regulation).

protection

circuitry

Voltage

120

or

1201240

Volts -60

Hertz

Voltage

-3

phase

Low

Voltage

WYE

240

Volts

220

Volts

50

Hertz.

(60

Hertz)

High

Voltage

WYE

480

Volts

Voltage

regulation:

±S%

no

load

to

full

load.

DELTA

240

Volts

Voltage

-3

Phase

High

Voltage

WYE

400

Volts

Frequency

regulation:

.5

Hertz

no

load

to

full

load

.

(50

Hertz)

DELTA

230

Volts

Rating

(Vo~s

AC)

Amperage

-3

phase

Low

Voltage

WYE

38

Amps

60

Hertz

(1800

rpm)

120

Volts

105

Amps

(60

Hertz)

High

Voltage

WYE

18

Amps

1S.DKW

120/240

Volts

105152.5

Amps

DELTA

37

Amps

50

Hertz

(1500

rpm)

220

Volts

45.2

Amps

Amperage

-3

phase

High

Voltage

WYE

17

Amps

12_DKW

(50

Hertz)

DELTA

30

Amps

Generator

Cooling

225 -250

ctm

(5.66 -6.37

emm)

Generator

Cooling

225 -250

efm

(6.37 -7.08

cmm)

Air

Requirements

Air

Requirements

(60

Hertz)

at

1800

rpm

NOTE:

Increase

air

supply

15%

for

50

Hertz

(60

Hertz)

at

1800

rpm

NOTE:

Increase

air

supply

15%

for

50

Hertz

operation

(1500

rpm).

operation

(1500

rpm).

Generator

Compartment

104°F

(40°C)

maximum

Generator

Compartment

104°F

(40°C)

maximum

Ambient

Temperature

Ambient

Temperature

Recommendations

NOTE:

Forced

ventilation

should

be

provided

to

Recommendations

NOTE:

Forced

ventilation

should

be

provided

maintain

generator

compartment

temperatures

to

maintain

generator

compartment

below

104°F

(40°C).

temperatures

below

104°F

(40°C)

Engines & Generators

52

LAY-UP & RECOMMISSIONING

GENERAL

Many owners rely

on

their boatyards to prepare their craft,

including engines and generators, for lay-up during the

off-season or for long periods

of

inactivity. Others prefer

to

accomplish lay-up preparation themselves.

The procedures which follow will allow you to perform your

own lay-up and recommissioning, or

you

may use them

as

a

check list

if

others do the procedures.

These procedures should provide protection for your

engine/generator during a lay-up and also help familiarize you

with

its maintenance needs.

If you have any questions regarding lay-up procedures, call your local servicing dealer;

he

will be more than willing

to

provide assistance.

Propeller

Shaft

Coupling

[Propulsion

Engine]

The transmission and propeller half couplings should always

be

opened

up

and the bolts removed when the boat

is

hauled

out

of

the water or moved from land to water, and during

storage

in

the cradle. The flexibility

of

the boat 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 engine oil from the oil

sump. Remove and replace the oil filter and

fill

the

sump

with

new

oil. Use the correct grade

of

oil. Refer

to

the

ENGINE LUBRICATING OIL pages in this manual for the

"engine oil change". Run

the

engine and check for proper oil pressure and make

sure there

are

no

leaks.

A

CAUTION:

Do

not

leave

the

engine's

old

engine

oil

in

the

sump

over

the

lay-up

period.

Lubricating

011

and

combustion

depos~ts

combine

to

produce

harmful

chemicals

which

can

reduce

the

life

of

your

engine's

internal

parts.

Fuel

System

[Gasoline]

Top

off your

fuel

tanks with unleaded gasoline

of

89

octane

or higher. A fuel conditioner such

as

STABIL gasoline

stabilizer should be added. Change the element in your gasoline/water separator and clean the metal bowl. Re-install and make certain there

are

no

leaks. Clean

up

any

spilled

fuel.

Fuel

System

[Diesel]

Top

off your fuel tanks

with

No.2

diesel

fuel.

Fuel additives

such as BIOBOR and DIESEL KLEEN should be added

at

this time to control algae

and

condition

the

fuel.

Care should

be taken that the additives used are compatible with

the

primary

fuel

filter/water separator used

in

the system. Change

the element

in

your primary fuel filter/water separator,

if

the

fuel

system has one, and clean the separator sediment

bowl.

Change the

fuel

filter elements on the engine and bleed the

fuel system,

as

needed. Start the engine and allow

it

to

run

for 5 -

10

minutes to make sure

no

air

is

left in the

fuel

system. Check for any leaks that may have been created

in

the fuel system during this servicing, correcting them

as

needed. Operating the engine for 5

10

minutes will help

allow movement

of

the treated fuel through the injection

equipment

on

the engine.

Raw

Water,

Cooling

Circuit

Close the through-hull seacock. Remove the

raw

water intake

hose from the seacock. Place the end

of

this hose into a

five

gallon bucket

of

clean fresh water. Before starting the engine,

check the zinc anode found

in

the primary heat exchanger on

the engine and clean or replace it as required, and

also

clean any zinc debris from inside the heat exchanger where the zinc anode

is

located. Clean the raw water strainer.

Start the engine and allow the raw water pump

to

draw the

fresh water through the system. When the bucket is

empty,

stop the engine and refill the bucket with

an

antifreeze

solution slightly stronger than needed for winter freeze

protection

in

your area.

Start the engine and allow all

of

this mixture to be

drawn

through the raw water system. Once the bucket

is

empty,

stop

the engine. This antifreeze mixture should protect the

raw

water circuit from freezing during the winter lay-up,

as

well

as

providing corrosion protection.

Remove the impeller from your raw water pump

(some

antifreeze mixture will accompany it,

so

catch it in a bucket).

Examine the impeller. Acquire a replacement,

if

needed, and

a cover gasket. Do not replace the impeller (into the pump)

until recommissioning, but replace the cover and gasket.

Cylinder

Lubrication

[Gasoline]

Spray fogging oil into the open air intake, with the

flame arrester removed, while the engine is running. The fogging oil will stall out the engine and coat the valves, cylinders and spark plugs for winter protection.

Engines & Generators

53

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

stalter.

Cylinder

Lubrication

[Diesel]

If

you

anticipate a long lay-up period

(12

months or more)

WESTERBEKE recommends removing

the

glow

plugs

or

fuel

injectors

for

access

to

the cylinders. Squirting light

lubricating

oil

into

the

cylinders

to

prevent

the

piston rings

from

sticking

to

the

cylinder walls. Rotate

the

engine

by

hand

two

revolutions

then

replace the glow plugs

or"

injectors.

Make

sure

you

have a replacement if removing

the

injector

sealing washer for

the

injector

and

fuel

return line.

Intake

Manifold

{Gasoline]

Clean

the

filter

screen

in

the

flame

arrester,

and

place a clean

cloth

lightly

soaked

in

lube oil around

the

flame

arrester

to

block

any

opening. Also place

an

oil-soaked cloth

in

the

through-hull exhaust

port.

Make a note

to

remove cloths prior

to

start-up!.

Intake

Manifold

and

Thru-Hull

Exhaust[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

highly-explosive

gas,

which

can

be

ignited

by

electrical

arCing

Dr a lighted

Cigarette,

cigar,

or

pipe.

00

not

smoke

Dr

allow

an

open

flame

n,ar

the

battery

being

serviced.

Shut

off al/ electrical

equipment

In

the

vicinity

to

prevent

electrical

arcing

during

servicing.

Transmission

[Propulsion

Engine]

Check or change the

fluid

in

the

transmission

as

required.

Wipe

off grime

and

grease

and

touch

up

any

unpainted

areas.

Protect

the

coupling

and

the

output

flange

with

an

anti-corro-

sion

coating.

Check that the transmission

vent

is

open.

For

additional infonnation, 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 fonows the same procedures

as

those

presented

in

the

PREPARATIONS

FOR

STARTING

section regarding preparation for starting

and

nonnal starts.

However, some of

the

lay-up procedures

will

need

to

be

counteracted before starting

the

engine.

1.

Remove the oil-soaked cloths

from

the

intake manifold

2.

Remove

the

raw

water

pump

cover

and

gasket.

and

discard

the old gasket. Install

the

raw

water pump impeller

removed during lay-up

(or

a replacement, if required).

Install

the

raw water pump cover with a

new

cover gasket.

3.

Reinstall the batteries that were removed during

the

lay-

up,

and

reconnect

the

battery cables, making sure

the

tenninals are clean

and

that the connections

are

tight.

Check

to

make sure that

the

batteries are

fully

charged.

A

CAUTION:

Wear

rubber

gloves, a rubber

apron,

and

eye

protection

when

servicing

batteries.

Lead

acid

batteries

emit

hydrogen, a highly

explosive

gas,

which

can

be

Ignited

by

electrical

arcing

or a lighted

Cigarette,

cigar,

or

pipe.

00

not

smoke

or

allow

an

open

flame

near

the

battery

being

serviced.

Shut

off

all

eillctlical

equipment

in

the

vicinity

to

prevent

eillctrical

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,

at

either

an

end of season or recommissioning

service,

to

inspect

the

area where

the

zinc

is

located

in

the

heat exchanger and clear

any

and all

zinc

debris

from

that

area.

6.

Start the engine

in

accordance

with

procedures described

in

the

PREPARATIONS

FOR

INITIAL

START-UP

section

of

this

manual.

Engines & Generators

54

POWER

TAKE

OFF

SYSTEMS

POWER

TAKE

OFF

ADAPTER

A power take off adapter can

be

attached to the generator

backend. This adapter allows access to the full power

of

the

engine for a variety

of

hydraulic and electrical accessories.

The 8.0, 10.0. and 12.6 Kw generators produce 18hp at 1800 rpm (16hp at 1500 rpm).

The 11.5Kw produces 15hp at 1800 rpm (12hp at 1500 rpm) The 15.0Kw generator produces 25hp at 1800 rpm (22hp at

1500 rpm.

This horsepower can

be

utilized either for generator AC

output

or

to operate the power takeoff.

Contact your WESTERBEKE DEALER

for

additional

POWER TAKE

OFF

KITS

KIT

#034786 for 12 stud

BT

units.

KIT

#037134 for 6 stud BT units.

infonnation. .

REMOVE

COVER

-@

STUDS

AND

HARDWARE

HOLD

ACCESSORY

TO

THE

,ADAPTER

@@

ADAPTER

®.~

BOLTS

FASTEN

ADAP~

TO

GENERATOR

HOUSING

Engines & Generators

55

RAW

WATER

DISCHARGE

HOSE

[When a siphon

break

is

not

required]

RAISE

THE

HOSE

ABOVE

THE

LEVEL

OF

THE

MANIFOLD

IN

A

GENTLE

LOOP

DOWN

TO

THE

EXHAUST

ELBOW

RAW

WATER

TO

EXHAUST

DISCHARGE

HOSE

[OWNER

INSTALLED]

WHEN A SYPHON

BREAK

IS

NOT

REQUIRED

WESTERBEKE

recommends

that

the

hose

(installer

supplied)

discharging

raw

water

from

the

heat

exchanger

to

the

water

injected

exhaust

elbow

be

looped

above

and

down

to

the

inlet

fiffing

on

the

elbow.

The

hose

can

be

secured

by

a

plastic

wire

tie

as

illustrated.

Engines & Generators

56

./

WATER

INJECTED

/'

EXHAUST

ELBOW

EXHAUST

STANDARD

AND

METRIC

CONVERSION

DATA

LENGTH-DISTANCE

Inches

(in)

x

25.4

=

Millimeters

(mm)

x

.0394

=

Inches

Feet

(ft)

x

.305

=

Meters

(m)

x

3.281

=

Feet

Miles

x

1.609

=

Kilometers

(km)

x

.0621

::

Miles

VOLUME

Cubic

Inches

(in!)

x

16.387

::

Cubic

Centim~ters

x

.061

=in

3

Imperial

Pints

(IMP

pt)

x

.568

=

Liters

(L)

x

1.76

=

IMP

pt

Imperial

Quarts

(IMP

qt)

x 1.137::

Liters

(L)

x.88

=

IMP

qt

Imperial

Gallons

(IMP

gal)

x

4.546

=

Liters

(L)

x

.22

=

IMP

gal

Imperial

Quarts

(IMP

qt)

x

1.201

=

US

Quarts

(US

qt)

x

.833

=

IMP

qt

Imperial

Gallons

(IMP

gal)

x

1.201

=

US

Gallons

(US

gal)

x

.833

=

IMP

gal

Fluid

Ounces

x

29.573

::

Milliliters

x

.034

=

Ounces

US

Pints

(US

pt)

x

.473

::

Liters(L)

x

2.113

=

Pints

US

Quarts

(US

qt)

x

.946

=

Liters

(L)

x

1.057

=

Quarts

US

Gallons

(US

gal)

x

3.785

::

Liters

(L)

x

.264

=

Gallons

MASS-WEIGHT

Ounces

(oz)

x

28.35

=

Grams

(g)

x .035::

Ounces

Pounds

(Ib)

x

.454

=

Kilograms

(kg)

x

2.205

::

Pounds

PRESSURE

Pounds

Per

SQ

In

(psi)

x

6.895

=

Kilopascals

(kPa)

x

.145

=

psi

Inches

of

Mercury

(Hg)

x

.4912

=

psi

x

2.036

=

Hg

Inches

of

Mercury

(Hg)

x

3.377

::

Kilopascals

(kPa)

x

.2961

=

Hg

Inches

of

Water

(H20)

x .07355::

Inches

of

Mercury

x

13.783

=

H20

Inches

of

Water

(H20)

x

.03613

=

psi

x

27.684

=

H20

Inches

of

Water

(H20)

x

.248

=

Kilopascals

(kPa)

x

4.026

::

H20

TORQUE

.

Pounds~Force

Inches

(in~lb)

x

.113

=

Newton

Meters

(Nm)

x

8.85

=in~lb

Pounds~Force

Feet

(ft-Ib)

x

1.356

=

Newton

Meters

(Nm)

x

.738

=

ft-Ib

VELOCITY

Miles

Per

Hour

(MPH)

x

1.609

::

Kilometers

Per

Hour

(KPH)

x

.621

::

MPH

•

POWER

Horsepower

(Hp)

x

.745

=

Kilowatts

(Kw)

x

1.34

=

MPH

FUEL

CONSUMPTION

Miles

Per

Hour

IMP

(MPG)

x

.354

Kilometers

Per

Liter

(Km/L)

Kilometers

Per

Liter

(Km/l) x

2.352

=

IMP

MPG

Miles

Per

Gallons

US

(MPG)

x

.425

=

Kilometers

Per

liter

(Km/L)

Kilometers

Per

Liter

(Km/L)

x

2.352

=

US

MPG

TEMPERATURE

Degree

Fahrenheit

(OF) = (OC X 1.8)

+

32

Degree

Celsius

(OC) = (OF

-

32) x .56

EngInes & Generators

57

SUGGESTED

SPARE

PARTS

WESTERBEKE

MARINE

DIESEL

GENERATORS

CONTACT

YOUR

WESTERBEKE

[)EALER

FOR

SUGGESTIONS

AND

ADDITIONAL

INFORMATION

WATER

PUMP

IMPELLER

KIT

DRIVE

BELTS

WESTERBEKE

RECOMMENDS

CARRYING

ENOUGH

SPARE

ENGINE

OIL

(YOUR

BRAND)

FOR

AN

OIL

CHANGE

(50TS.)

AND A GALLON

OF

PREMIXED

COOLANT.

SPARE

PARTS

KITS

WESTERBEKE also offers two Spare Parts Kits, each packaged in a rugged hinged toolbox.

Kit

"An includes the basic spares.

Kit

"B"

is

for

more extensive off-shore cruising.

A

Kit

Impeller Kit Heat Exchanger Gasket Fuel Filter with Gasket

Oil

Filter Drive Belt Zinc Anodes

Engines & Generators

58

HARDWARE

KIT

B

Kit

Impeller Kit

Water Pump Repair Kit Thermostat Kit Zinc Anodes Complete Gasket Kit Heat Exchanger Gasket Injector

Fuel

Filter

with

Gasket

Oil Filter Drive Belt

112aWM

DWII07

REVrSED

JUNE

2008

jr~

rWESTERBEKE

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Engines & Generators

Westerbeke 11.5KW-60Hz EDT, 6.0KW-50Hz EDT, 9.2KW-50Hz EDT, 12.5KW EDT, 9.4KW EDT Operator's Manual

Specifications and Main Features

Frequently Asked Questions

User Manual