Westerbeke 4.5KW BCGB, 7.0KW BCG, 3.8KW BCGB, 5.0KW BCGB, 7.0KW BCGB Operator's Manual

~

"

£ R

..

II

~

}

~

J.

-:

;~

~

J

~

1ft

..,

o q

it'D""

OPERATORS

4.5KW

3.8KW

FOR

BeGB

THE

AND

MANUAL

-

60HZ

-

50Hz

7.0KW

5.0KW

BeGB

GASOLINE

SINGLE

PUBLICATION

WESTERBEKE MYLES 150

STAN

JOHN

HANCOCK

....

-

60HZ

-

50Hz

GENERATORS

PHASE

NO.44200

JUNE

1999

1ST

EDITION

CORPORATION

DISH

INDUSTRIAL

ROAD, TAUNTON, MA

PARK

0278fJ.7319

Gasoline with an ETHANOL content

higher than 10% (E10) is not allowed

and may void warranty.

Engines & Generators

&fIa1lSl colorless unconselousness ezposufll

gasses

gas.

can

Include:

cotrtain

Carbon

and

-Dizziness

-Nausea

-lIBadachfJ

-

Weakness

IF

YOU

SET

OUT

sesJc

until

and

OR

ANYONE

INTO

medical

It

has

been

Sleepiness

THE

attention.

Inspected

A

Ciut10n

Monoxide

death.

EI.SE

EXPERIENCE

FRESH

AIR

Shut

and

WARNING:

Monoxide,

Is

poisonous

Symptoms

-

Throbbing

-

Museular

-

Vomiting

-Inability

IMMEDIATELY. down

fllpalred

ANY

tIIB

an

of

Carbon

In

Twitching

to

Thinlc

DF

"symptoms

unit

and

.

odorless

and

can

Monoxide

Temples

Coherently

THESE

SYMl'TDMS,

do

not

and

cause

persist,

fIIStaJt

,,,.,WESTERBEKE

I Engines & Generators

Engines & Generators

Declaration

of

Conformity

Application

of

Conncil Directive(s)

Standard(s)

to Which Conformity

is

declared

Manufacturers

Name

Manufacturers

Address

Type

of

Equipment

Product

Name

Model(s)

Product

Options

Supplementary Information

EMC

89/336IEEC

ISO

8846 1990(E)

ENS0081-1 ENS0082-2

ENSS020

ISO-8846-1990(E),

Certification

Number,

IWES003

Westerbeke

Corporation

150

John

Hancock

Road

Myles Standish

Industrial

Park

Taunton,

Ma.

02780-7319, USA

Marine

Gasoline

Generator

Westerbeke

Marine

Gasoline

Generator

3.SBCGB-SI4, 4.SBCGB-614 S.OBCGB-SI4, 7.0BCGB-614

All

1.)

The

equipment listed is only for use in

Marine

Applications

aboard

boats.

2.)

The

equipment listed

must

be located below decks

on

the

vessel

and

permanently

installed in

it's

location.

3.)

The

equipment listed

must

be wired to

the

grounding

system

of

the

vessel.

I

the

undersigned, hereby declare

that

the

equipment

specified above conforms to

the above Directive(s)

and

Standard(s).

Place Taunton. Massachusetts,

U_S_A

Date: January

1,

2001

042022

Carleton

F.

Baant

(Full Name)

Chief

Operating Officer

(Title)

WESTERBEKE CORPORATION

MYLES STANDISH INDUSTRIAL PARK, 150 JOHN HANCOCK ROAD, TAUNTON, MA

02780-7319·

TEL

508-823-76n·

FAX

508-884-9688· WEBSITE: WWW.WESTEABEKE.COM

INTERNATIONAL

MARINE

CERTIFICATION

INSTITUTE

Rond Point

SchulMn

II, Box tI

8 -

1040

BRUXELLES

BELGIQUE

1lI1:

(32)

2-238-1892

fmc:

(32) 2-2S8-770D

CERTIFICATE

We

hereby

certify

the

component

stated

below

meets

the

EC

Directive

94125/EC

for

EC

type-examination

in

accordance

with

ISO

8846

and

has

following

characteristics:

TYPE

Gasoline

Marine

Generator

MANUFACTURER

Westerbeke Corp.

ADDRESS

Avon

Industrial

Park,

AVON,

MA02333

USA

GROUP OF

.

+++++

Modell

3.5/4.5 BCGB

+++++

Model 2

5.017.0

BCGB

+++++

Model 3

+++++

Model 4

+++++

ModelS

+++++

ModelS

+++++

Model 7

+++++

ModelS

+++++

Model 9

+++++

Model

10

+++++

+++++ +++++

Model

11

+++++

Model

12

+++++

Model

13

+++++

+++++ +++++

Model

14

+++++

Model

15

+++++

+++++ +++++

ModellS

+++++

Model

17

+++++

ModellS

+++++

+++++ +++++

Model

19

+++++

Model 20

+++++

Model

21

+++++

Model 22

+++++

Model 23

+++++

+++++ +++++

.:;-

SAFETY

INSTRUCTIONS

INTRODUCTION

Read this safety

by failure to folJow fundamenJal rules

caused tions.

Know

necessary and your

The

foUowing safety instructio

Ame

rican Boat

PREVENT

A

WARNING:

willie

B/lgllIB

p/JWf1r.

•

Do

not operate this machinery without elec

e

ncl

osures and covers in place.

• Shut off elec eq

uipment

• Use insulated mats whenever working on electrical equipment

• Make sure your clothing and skin are dry, not damp (p

articularly shoes) wben handling elec

• Remove wristwatch and all jewelry when working on elec

tri

•

Do

not connect utility circuits, except through a transfer switch. Damage to vessel's result

• Electrical shock results tor. Discharge capacitor

PREVENT

A

WARNING:

exhaust

reryhot!

• Always check the engine coolant level at the coolant recovery tank.

I A

WARNING:

• In case

before touching the engine or checking the coolant

manual

when dangerous condiJions exist

pr

ecautions to protect yourself,

machinery.

and

ELECTRIC

Is IUMlng ,

LBthaI

roltage is

tri

cal equipment

if

this procedure is not followed.

BURNS -HOT

system

of

an engine overheat, allow the engine

carefuUy. Most accidents are

ns are in compliance

Yacht Coun

cil (ABYC) standards.

SHOCK

I1D

not

touch

AC

electrical

or

wlrBII

connected

PrBSllnt

cal power before accessing electrical

shore power

from handling a charged capaci-

at

thBSB

to

ship-t(}-s

by

hore double throw

shorting terminals together.

ENGINE

Do

not

touch

hot

engine

components. A IUMing

Steam

can

cause

Injury

and

you

r personne4

cotmeCtions

to

COllllllctiOIlS!

tri

cal equipm

vessel's

AC gene

parts

engine

Dr

death

precau-

Iilke

wiJ

shore

cal

AC

rator may

Dr

gets

!

to

cool

the

h the

ent

PREVENT

I A

• Prevent sparks

pump, or other vapors. Use a suitable container removing the fuel line, carburetor, or fuel

•

Do not operate with a Coast Guard Approved arrester removed. Backfire can cause severe injury or dea

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

• Do not smoke or permit flam

the fuel

en

chances

• Be aware -diesel fuel will hom.

PREVENT

A

Injury

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

hatches closed when after fueling. Check below for fumes/vapor before run· ning the blowe starting

•

All

when handling and storing tilated area away from spark-producing equipment and out

• Do not

• Shut off the

the fuel system. Take care in catching spill.

sources

ing fuel

• Do not alter or modify the fuel system.

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

• Be certain fuel line fittings are adequately tightened and free

• Make sure a properly maintained. Be familiar with its proper use. Extinguishers for

BURNS -FIRE

WARNING:

flash

to

th

.

sy

gine/gen

Fire

can

cause

injury Dr

fires

.

Do

not smoke or permit

occur near the carburetor,

po

tential sources

can cause severe

stem. Keep the compartment and the

era

tor

clean and

of

fire. Wipe up all spilled fuel

of

to

inj

ury or death. es or sparks

free

of

death!

fuel

line, filter, fuel

spilled

catch all fuel when

to

deb

ris

to minjm

and

Oames

fuel

or fuel

filters.

Oame

occur

engine oil.

or

near

ize

BURNS -EXPlOSION

WARNING:

Dr

death!

fuel

of

the reach

fill

DO

. Ensure proper ventilation exists when servicing the

system.

of

leaks.

all applications encountered

yo

ur engine.

vapors

the fuel

fuel

NaT

of

fire

EzplosiollS

r.

Run the blower for four minutes before

are

highly explosive.

of

children.

service valve

allow

near

the

fire

extinguisher

rated ABC

from

fuel

rapors

can

fueling

. Open and ventilate cab

Use

extreme care

fuels.

Store fuel

rank

(s) while the engine is running.

at

the engine

any

smoking, open flames, or other

fuel

system or engine when servic-

is

installed nearby and is

by

the

NFPA

in

this environment

in

whe

any

fuel

are appropriate

a well-ven-

n servicing

that might

cause

in

the

1~IWES7ERBEKE

I Engi

nes

& Generators

i

(

SAFETY

INSTRUCTIONS

ACCIDENTAL

A

WARNING:

STARTING

Accidental

starting

can

cause

injury

orduth!

• Disconnect the banery cables before servicing the engine! generator. Remove the negative lead it

last

• Make cenain starting.

Make certain

• installed before starting the engine.

BATTERY

A

WARNING:

all

personnel are clear

all

covers, guards, and batches are re-

EXPLOSION

Battsry

explosion

first and reconnect

of

the engine before

can

cause

injury

orduth!

•

Do

not smoke or allow an open being serviced. Lead acid baneries emit hydrogen, a highly explosive gas, which can arcing or equipment

ing

• Never connect the negative tive not test the battery condition together. Ventilate accumulation disturb the banery charger connections while the banery is

•

Avoid burns or sparks that could cause wristwatch, rings, and any other jewelry before handling

the banery.

• Always the banery connections. Remove the negative lead and

BATTERY

A

serere

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

tion

If

with water. Acid may splash on the skin or into inadvertently when removing electrolyte caps.

by

lit tohaceo products. Shut off

in

the vicinity to prevent electrical arcing

servicing.

(+) connection terminal

Sparks could ignite battery gases or

any

compartment containing baneries

of

explosive gases.

being charged.

contacting the terminals with tools, etc.,

turn

the battery charger off before disconnecting

reconnect it last when disconnecting the battery.

ACID

WARNING:

Injury

. Baneries contain sulfuric acid which

it

comes

SUlfuric

or

death!

in

contact with your skin, wash it off at once

acid

flame

near the battery

be

ignited

by

all

electrical

(-)

banery cable to

of

the starter solenoid. Do

by

shorting the terminals

fuel

To

avoid sparks,

an

explosion. Remove

In

batteries

can

is

destructive.

electrical

dur-

the

posi-

vapors.

to

prevent

do

not

to

prevent

first

cause

the

eyes

TOXIC

• Ensure that the exhaust system

• Be sure the unit and

•

• For additional information refer

•

• Do

• Although diesel engine exhaust gases are not

EXHAUST

A

WARNING:

discharged

regularly for leaks are

securely attached and anention exhaust pipe nipple.

In

addition to routine inspection install a carbon monoxide detector. Consult your boat builder or dealer

tional information

A

WARNING:

odorless

nausea

AVOID

A

or

•

gas.

or

death!

Do

not

use copper tubing

fumes

can rapidly

tems.

Exhaust sulfur causes rapid deterioration

tubing resulting

not

install exhaust outlet wbere exhaust through portholes, vents, or exhaust discharge outlet is near the waterline, water could enter the exhaust discharge outlet flow

of

exhaust

exhaust fumes

gas

is

present

toms or signs

are:

Vomiting

ss

Dizzine

Throbbing

Muscular twitching Intense headache Weakness and sleepiness

MOVING

WARNING:

death!

Do

not

service the engine while

tion

arises in which it is absolutely necessary operating adjusbnents, use moving parts and hot exhaust system components.

GASES

Carbon

monoxide

from

the engine. Cbeck the exhaust system

and

make

no

to

the manifold, water injection

its

surroundings are well ventilated.

fo

r installation

on

Carbon Monoxide).

Carbon

Inhalation

from in of

in

temples

monoxide

produces

destrOy

in

exhaust/water leakage.

Avoid

overloading the craft.

gasoline engines, carbon monoxide diesel exhaust fumes. Some carbon monoxide inhalation or poisoning

(CO)

is a

is

adequate

sure the exhaust manifolds warping exists.

of

the exhaust system,

of

approved detectors.

to

ABYC

(CO)

is

flu·like

in

diesel exhaust systems. Diesel

copper tubing

air conditioners.

in

and

close or restrict the

PARTS

Rotating

parts

can

it

extreme care

cause

is

running.

deadly

to

expel gases

Pay

elbow,

T-22

(educa-

an

Invisible

symptoms

exhaust sys-

of

can

be drawn

If

the engine

as

of

the symp-

Injury

If

to

avoid touching

gas!

close

and

,

copper

toxic as

a situa-

make

~

WESTERBEKE

Engines & Generators

ii

(

SAFETY

•

Do

not wear loose clothing

equipment; tie back long hair and avoid wearing loose

jackets,

could Make sure all attaching hardware is properly tightened.

• Keep protective shields and guards

places at all times.

•

Do the engine is operating.

• Stay clear when the engine is running; be

HAZARDOUS

A

shirts, sleeves, rings, necklaces

be

caught in moving parts.

not check fluid levels

of

the drive shaft and the transmission coupling

caught in

these

rotating parts.

NOISE

WARNING:

High

loss!

•

Never

operate an engine with out its muffler installed.

•

Do

not run an engine with the air intake (silencer)

removed.

•

Do

not run engines for long periods with their enclosures

open.

A

WARNING:

mentally

or

00

not

physically incapacitated

or

jewelry when servicing

or

in

their respective

or

the drive belt's tension while

hair and clothing

noise

levels

can

cause

wade

on

machine/),

by

fatigue!

bracelets that

can

hearing

when

INSTRUCTIONS

ABYMFPA

INST

Read the following ABYC, NFPA and for safety codes and

tions when installing your engine.

easily

you

ABYC

Order from:

NFPA

"Fire Protection Standard for Order from:

U "USCG

Order from:

are

(American

"Safety Standards for Small Craft"

ABYC 15

East 26th Street

New York,

(National Fire Protection Association)

National Fire Protection Association

II

Tracy Drive Avon Indusaial Park Avon,

MA

SCG

(Urtited States Coast Guard)

33CFR183"

U.S. Government Printing Office Washington,

NG

DlESa

NY

02322

AND

USCG

PUBLICATIONS

ENGINES

USCG

publications

standards. Follow their recommenda-

Boat

and Yacht Council)

10010

Motor

Craft"

D.C. 20404

FOR

OPERATORS

Many

of

in

your Operators Manual along with other cautions and

notes to highlight critical information. Read your manual carefully, maintain your equipment, and follow all safety procedures.

GASOLINE

MANUAl.

the preceding safety tips and wamings are repeated

ENGINE

AND

GENERATOR

INSTAllATIONS

Preparations to install a gasoline engine

begin with a thorough examination

Yacht Council's (ABYC) standards. These standards are from

of

a combination

Sections

H-2 Ventilation

H-24 Gasoline fuel systems

P-I Exhaust systems

P-4 Inboard engines

E-9

All installations must comply with the Federal Code Regulations (FCR).

of

DC

Elecaical systems

sources including the USCG and the NFPA.

the

ABYC

standards

or

generator should

of

the American Boat and

of

particular interest are:

of

~

WESTERBEKE

E

ngines

iii

& Ge

nerato

rs

(

INSTALLATION

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

CODES

Strict federal regulations, ABYC guidelines, and safety codes must be complied with'

when

AND

installing

REGULATIONS

engines

and

generators

in a marine

environmenl

SIPHON-BREAK

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

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

the exhaust raw water damage to the engine and possible flooding

If

you have any doubt about the position

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

siphon-break

NOTE:

operarion.

engine damage. Consult the siphon-break manufacturer for proper maintenance.

EXHAUST

The exhaust hose must be certified for marine use. The system must be designed to prevent water from entering the exhaust under any sea conditions and at any angle of

of

20" above

manifold injection port

A siphon-break requires periodic inspection and cleaning

Failure

the

vessel's waterline. Failure

to properly maimain a siphon-break

SYSTEM

the vessels hull.

A

detailed

diesel,

40

page

engines

Marine

and

dealer.

to

the exhaust elbow.

is

at or beww

of

Installation

generators, is

"This

hose must be looped a

to

use a siplwn-break when

tM

/oad waterline will result in

of

the

boaL

the water-injected exhaust elbow relative

install a

to

ensure proper

can

result

in

catastrophic

Manual

available

covering

from

your

gasoline

and

WESTERBEKE

-..v-

WESTERBEKE

Engines & Generators

iv

(

TABLE

OF

CONTENTS

Parts

Identification

................................................ 2 Engine

Adjustments

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

.26

Introduction ............................................................. 3

Speed Hertz

AdjustmenL

............................... 26

Serial Number Location

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

.3

Torquing the Cylinder Head Bolts ................ 26

Fuel,

Engine

Oil

and

Engine

CoolanL ............... 5

Control

Panels

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

6

Spark Plugs

.........

'"

......................................... 27

Drive Belt

Adjustment... ................................. 27

Valve Clearance

.

'"

......................................... 28

Preparations

for

Initial

Start.Up ......................... 7

Choke Solenoid

.............................................. 28

Operating

Instructions

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

8

Remote Panel

................................................. 9

Timing Belt

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

29

Engine Compression ..................................... .32

Break·ln

Procedure/Daily

Operation .................

10

Safety

Shutdown

Switches

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

11

Maintenance

Schedule

.....

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

'"

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

12

Component

Testing

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

.33

Engine

Troubleshooting

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

'"

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

.34

Generator

Information

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

.36

Cooling

System

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

14

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

15

BC

Generator

Single

Phase

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

37

AC

Terminal

Board

Connections

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

..40

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

16

Battery

Circuit/Resistance

Values

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

40

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

16

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

17

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

17

BC

Generator

Single

Phase

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

41

Testing Component Resistance ....................

..42

Integral Controller ........................................

..43

Fuel

System

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

18

Testing the Battery Charger .........................

..43

Carburetor .......................................................

18

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

18

Gasdenser. .......................................................

18

GasolinelWater Seperator ...............................

18

Carburetor

Adjustments

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

19

Engine

Lubricating

OiL

................................... .20

B tt

Ch

.

C·

·t

aery

argmg

Ircul

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

44

Testing

the

Battery

Charging

CircuiL ...........

..45

Shore

Power

Transfer

Switch

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

..46

Lay·up

and

Recommissioning

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

..47

Generator

Specifications

'"

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

..49

Oil

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

21

Standard

Hardware

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

50

Remote

Oil

Filter

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

22

BCGB

Hardware

Torques

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

51

BCGB

Wiring

Diagram ........................................

23

Metric

Conversions

Chart .................................

52

BCGB

Wiring

Schematic

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

'"

.....

24

Suggested

Spare

Parts

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

53

Remote

Panel

Wiring

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

25

-..v-

WESTERBEKE

Engines & Generators

1

BCGB

PARTS

IDENTIFICATION

ENGINE

Oil

Fill

WATER

INJECTED

EXHAUST

ELBOW

COOLANT

DRAIN

HOURMETER

Oil

PAN

LEFT

SIDE

CARBURETOR

CONTROL

_---~::;;;::~:...~

SWITCHES-

8

AMP

FUSE

25

AMP

CIRCUIT

BREAKER

START

MOTOR

OC

GROUND

STUD

HEAT

EXCHANGER

RIGHT

SIDE

Engines & Generators

2

AIR

INTAKE

PRESSURE

CAP

REMOTE

PANEL

CONNECTION

CIRCUIT

BREAKER

GENERATOR BACKEND

REAR

'HI,XI'"

MOUNT

ENGINE

Oil

Fill

~~3i\t-----

RAW

WATER

Oil

FilTER

INJECTION

(SYPHON

BREAK

CONNECTION)

FUEL

LIFT

PUMP

FRONT

INTRODUCTION

This WES1ERBEKE Generator is a product

of

WES1ERBEKE'S long years

of

experience and advanced

technology, We take great pride in the superior durability and

dependable

performance

of

our

engines

and

generators.

Thank you for selecting

WES1ERBEKE.

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 engine require servicing, contact your nearest

WES1ERBEKE

dealer for assistance.

This is your Operators Manual. A Parts

Catalog is also provided and a Technical Manual is available from your WES1ERBEKE dealer. Also,

if

you are planning

to

install

this equipment yourself, contact your

WES1ERBEKE

dealer

for

WES1ERBEKE'S

Installation Manual.

WARRANTY

PROCEDURES

Your WES1ERBEKE Warranty is included in a separate folder.

If

you have not received a customer identification

card

registering

your

warranty

60

days

after

submitting

the

warranty

registration

fonn, please

contact

the

factory

in

writing with model information, including the unit's serial

number

and

commission

date.

I~'WESTERBEKE

, Engines & Generators

Customer Identification

WESTERBEKE OWNER

MAIN STREET HOMETOWN, USA

Model

BeGB

Ser.

#D703XXXX

Expires

9/20/02

CUSTOMER

IDENTIFICATION

CARD

(Typical)

The WES1ERBEKE serial number is an alphanumeric

number that can assist in determining the date

of

manufacture

of

your

WES1ERBEKE

engine/generator. The first character indicates the decade (A=1960s, B=1970s, C=1980s, D=1990s), the second character represents the year

in the decade, and the fourth and fifth number represents the month

of

manufacture.

PRODUCT

SOFTWARE

Product software (tech data, parts lists, manuals, brochures and catalogs) provided from sources other than WES1ERBEKE

are not within

WES1ERBEKE'S

CONTROL.

WESTERBEKE

CANNOT

BE

RESPONSIBLE

FOR

THE

CONTENT

OF

SUCH

SOFTWARE,

MAKES

NO

WARRANTIES

OR

REPRE-

SENTATIONS

WITH

RESPECT

THERETO,

INCLUOING

ACCU-

RACY,

TIMELINESS

OR

COMPLETENESS

THEREOF

ANO

Will

IN

NO

EVENT

BE

LIABLE

FOR

ANY

TYPE

OF

OAMAGE

OR

INJURY

INCURRED

IN

CONNECTION

WITH

OR

ARISING

OUT

OF

THE

FURNISHING

OR

USE

OF

SUCH

SOFTWARE.

WES1ERBEKE customers should also keep in mind the time span between printings

ofWES1ERBEKE

product software

and the unavoidable existence

of

earlier WES1ERBEKE manuals. In summation, product software provided with WES1ERBEKE products, whether from WES1ERBEKE or other suppliers, must not and cannot

be

relied upon exclu-

sively as the definitive authority on the respective product

It

not only makes good sense but is imperative that appropriate representatives

of

WES1ERBEKE

or

the supplier in question

be consulted

to

determine the accuracy and currentness

of

the

product

software

being

consulted

by

the

customer.

SERIAL

NUMBER

LOCATIDN~'\

The engine serial

Fill

in the information .

1~(,~Ob'l-;:\

. ,!umber is stamped

below for reference.

~i"''''

\1

mto the engme block.

0~

f'''

~f--

~I

I~

~

7",

I

'*'

I'

:I'~\

'.

II

~~;a~~=~

. ,

The engine model

number

and serial

number

are

printed

on

a decal

on

the

engine manifold.

The

gen~rator

serial

number IS stcllnp"d on the top

generator

hOI~~~

The Itenerator

specifications

are

printed

on

a decal

on the side

of

the

generator.

An

additional decal

is located

on

the top

of

the generator

housing.

Engines

& Generators

3

INTRODUCTION

ORDERING

PARTS

Whenever replacement parts are needed, always provide

the

generator

and

engine

model

and

serial

numbers.

In

addition,

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

Parts Catalog). Also

insist upon WESTERBEKE packaged parts because

will

fit

or generic parts are frequently not made

to

the same specifi-

cations

as

original

equipment.

NOTES,

CAUTIONS

AND

WARNINGS

As

this manual takes you through the operating procedures,

maintenance schedules, and troubleshooting

of

your genera-

tor,

critical information will be highlighted

by

NOTES,

CAUTIONS,

and WARNINGS.

An

explanation follows:

NOTE:

An

operating procedure essential to note.

A

CAUTION:

Procedures,

which

if

not

strictly

observed,

can

result

in

the

damage

or

destruction

of

the

engine

or

generator.

A

WARNING:

Procedures,

which

if

not

properly

followed,

can

result

in

personal

injury

or

loss

of

life.

NOTE:

A carbon monoxide warning decal has been provided

by WESTERBEKE. Affix this decal in a visable location in

the

engine

room.

SPARES

AND

ACCESSORIES

Certain spare parts will be needed

to

support

and

maintain

your WESTERBEKE generator or engine when cruising (see

SUGGESTED SPARE PARTS). Often even simple items such

as

proper fuel and

oil

filter can be difficult

to

obtain along

the

way.

WESTERBEKE will provide you with a suggested

spares

and

accessories

brochure

to

assist

you

in

preparing

an

on-board inventory

of

the

proper WESTERBEKE parts.

PROTECTING

YOUR

INVESTMENT

Care at the factory during assembly and thorough testing have resulted in a WESTERBEKE generator capable of many thousands of hours of dependable service. However the

manufacturer

cannot

control

how

or

where

the

generator

is

installed

in

the

vessel

or

the

manner

in

which

the

unit

is

operated and serviced in the field. This is

up

to

the

buyer/owner-operator.

NOTE:

Six important steps to ensure long generator life:

• Proper engine

and

generator installation

and

alignment.

•

An

efficient well.designed

exhaust

system that includes

an

anti-siphon break to

prevent

water

from

entering the

engine.

•

Changing

the

engine

oil

and

oil

filters every 100 operat·

inghours.

• Proper maintenance

of

all

engine

and

generator compo-

nents

according to

the

maintenance schedule in this

manuaL

• Use clean,filtered

unleadedfueL

• Winterize

your

engine according to

the

"Lay·up

and

Recommissioning" section in this

manual

UNDERSTANDING

THE

GASOLINE

GENERATOR

The gasoline engine driving

an

AC generator

is

in

many

ways similar

to

a gasoline automobile engine. The cylinders

are verticle in-line, and the engine's cylinder head

has

an overhead camshaft which is chain-driven. The engine utilizes a solid-state distributor which is horizontally mounted and camshaft-driven. The engine incorporates a pressure type lubrication system, and a fresh water-cooled engine block which is thermostatically-controlled.

To

a large degree, the

generator's

engine

requires

the

same

preventive

maintenance

that is required

of

a gasoline automobile engine. The most

important factors

to

the

generator's longevity are proper

ventilation, maintenance of the fuel system, ignition system,

cooling system

and

the

generator

backend.

"'"

WESTERBEKE

Engines

& Generators

4

FUEL,

ENGINE

OIL

AND

ENGINE

COOLANT

GASOLINE

A

CAUTION:

Only

use

unleaded

fuel

with

an

octane

rating

of

89

or

higher.

Leaded

fuel will

cause

serious

harm

to

your

engine

and

violate

your

warranty.

CARE

OF

THE

FUEL

SUPPLY

Use

only clean fuel!

It

is important to buy clean fuel,

and

keep it clean.

The

best fuel

can

be

rendered unsatisfactory by

careless handling or improper storage facilities. To assure that

the fuel going into

the

tank for

your

engine's daily use is

clean

and

pure, the following practice is advisable:

Purchase a well-known

brand

of

fuel.

Install and regularly service a good,

Coast

Guard

approved metal bowl type filter/water separator between the fuel tank and

the engine.

ENGINE

OIL

Use

a heavy duty engine oil with an

API

classification

of

SJ.

Change the engine oil after an initial

50

hours

of

break-in

operation, and every

100 hours

of

operation thereafter.

For

recommended oil viscosity,

see

the

following chart:

Operating

Temperature

Oil

Viscosity

Above

68° F (20°

C)

SAE

30,

10W-30

or

15W-40

41° -68° F (5°_20°

C)

SAE

20

or

10W-30

Below

41° F (5°

C)

SAE

10W-30

A

CAUTION:

Do

not

aI/ow

two

or

more

brands

of

engine

oil

to

mix.

Each

brand

contains

its

own

addi·

tives;

additives

of

different

brands

could

react

in

the

mixture

to

produce

properties

harmful

to

your

engine.

ENGINE

COOLANT

Westerbeke recommends a mixture

of

50%

antifreeze and

50%

distilled water, when possible. Distilled water

is

free

from the chemicals that can corrode internal engine

surlaces.

The

antifreeze performs double duty, as it allows the engine

to run at proper temperatures

by

transfening

heat away from

the engine to the coolant.

It

also lubricates

and

protects the

cooling circuit from rust

and

corrosion. Use a good quality antifreeze that contains supplemental cooling additives (SCAs) that keep the antifreeze chemically balanced, crucial to long term protection.

The

water and antifreeze should

be

pre-mixed before being

poured into the cooling circuit.

NOTE:

Use

the

new

environmentally-jnendly long lasting

antifreeze that is now available.

ANTIFREEZE

PROTECTION

CHART

Antifreeze

concentration

23%

30%

35%

50%

Freezing

Temperature

WF

8°

F

_4°

F

-40°

F

(-WOC)

(-13°C) (-20°C) (-40°C)

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

CONTROL

PANELS

GENERATOR

CONTROL

PANEL

The

ON

and START/STOP switches are the only functional

components

to

operate

the

generator

at

the

engine.

Both

switches

are

used

to

start

the

generator -see

Starting the

Generator under OPERATING INSTRUCTIONS.

The

ON

switch is a two-position switch with momentary

contacts in the up

(on) position and a stationary contact

function

in

the

center position. This switch energizes

the

fuel pump.

The

START/STOP switch is a three-position switch with

momentary contacts in the up

(start) position and a stationary

contact function in the center and down

(stop) positions. The

center

(normal) position allows

the

generator

to

be

run,

once

started, and also enables the remote panel(s) to control the start/stop functions. The up

(start) position starts the generator

and

once released,

reverts

to

the

center

position. The down

§!Qp

position

stops

the

engine

in

nonnal

operation

as

wen

as

in

an

emergency situation,

as

it

directly

(unlike

the

remote

panel stop switch) controls power to the starter, fuel pump

and

injector,

and

ignition

relay

coils,

thus

stopping

the

engine

should a malfunction

occur.

During

times

when

maintenance

is being performed on the generator, the START/OFF switch should be placed in the stationary (off) position. This will disable the remote control panel(s), preventing attempts to start

the

generator

from

their

locations. However,

it

is always

best

to disconnect the battery during this time

if

it is not required

to

perfonn

the

maintenance.

GENERATOR

CONTROL

PANEL

REMOTE PANEL

CONNECTION

REMOTE

PANEL

There

are

three

functional

components

on

the

remote

panel

for

generator

operation:

1. ON switch

1.

START/STOP switch

2. Green LED indicator light The

ON

switch is a two-position switch with momentary

contacts in the up

(on) position and a stationary contact

function

in

the

center

position. This switch energizes

the

fuel pump. The

START/STOP switch is a three-position switch with

momentary contact functions in the up

(start) and down

(stop) positions, and a stationary contact function in the

center position The center position is a dual OFFIRUN mode position and is normally in the

off

mode. When in the start

(up)

position,

this

switch

starts

the

generator

(together

with

the

ON

switch

in

the up position) and once released, reverts

to the center position,

run mode. When in the stop (down)

position,

this

switch

stops

the

generator,

and

once released,

reverts

to

the

center

position, off

mode:

The Green LED indicator light indicates the engine running condition.

It

lights when the

ON

switch is moved to the start

position,

dims

when

the

engine is

cranking,

and

brightens

when

the

engine

starts,

notifying

the

operator

to

realease

the

START switch.

STOP SWITCH

25

AMP

CIRCUIT

AMP

FUSE

REMOTE

PANEL

RECOROING

HOURS

FOR

MAINTENANCE

Engines & Generators

6

PREPARATIONS

FOR

INITIAL

START-UP

PRESTART

INSPECTION

Before starting your generator for the first time or after a prolonged layoff, check the following items:

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

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

• Check the

DC

electrical system. Inspect wire connections

and battery cable connections.

• Check the coolant level in both the plastic recovery tank and at the manifold.

NOTE:

After the initial running

of

the generator, the air in

the engine

~

cooling system will

be

purged to the coolant

recovery tank.

Open the air bleed petcock to ensure that

the cooling system

is

purged

of

air.

After shutdown

and after the engine has cooled, the coolant from the recovery tank will be drawn into the engine

~

cooling system

to

replace the purged

air.

Before subsequent operation afthe

generator;

the

engine:S-

manifold should be topped off,

and

the coolant recovery

tank

may need to be filled to the MAX level.

• Visually examine the unit. Look for loose or missing parts, disconnected wires, unattached hoses, and check

threaded connections. Search for any gasoline leaks.

• Check load leads for correct connections as specified in

the wiring diagrams.

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

• Be sure no other generator

or

utility power is connected to

the load lines.

• Be sure that in power systems with a neutral line that the neutral is properly grounded (or ungrounded)

as

the system

requires, and that generator neutral is properly connected

to the load neutral. In single phase systems an incomplete

or open neutral can supply the wrong line-ta-neutral

voltage on unbalanced loads.

A

CAUTION:

When

starting

the

generator,

it

is

recommended

that

all

AC

loads,

especially

large

motors,

be

switched

OFF

until

the

engine

has

come

up

to

speed

and,

in

cold

climates,

starts

to

warm

up.

This

precaution

will

prevent

damage

caused

by

unantici·

pated

operation

of

the

AC

machinery

and

will

prevent

a

cold

engine

from

stalling.

MANIFOLD

PRESSURE CAP

...v-

WESTERBEKE

Engines & Generators

7

COOLANT

RECOVERY

TANK

DIPSTICK

MAX.

LEVEL

1._",,,,

__

OIL

LEVEL

OPERATING

INSTRUCTIONS

GENERATOR

CONTROL

PANEL

Starting

the

Generator

To

start the generator, hold the momentary

ON

switch in the

up

(on) position, then hold the momentary START/STOP

switch in the up (start) position (both switches are held up together). After approximately one second, the starter

will

engage

and

the

engine

will

crank. Once

the

engine

is

running, the starter will disengage, and the START/STOP switch may then be released to return to its center (run mode) position.

Continue holding the

ON

switch until the engine has

sufficient

oil

pressure,

then

release

it

to

its

center

position.

NOTE:

Should the engine fail to start, release both switches,

wait 20 seconds,

and

try again. Never

run

the starter more

than

20

seconds at a time.

START

/STOP

SWITCH

/?

START

/ '

("'

......

//"'.1'

I

~I.:)(,;..

_-

OFF/RUN

,

1..

........

__

'-.."-

--.:;,

STOP

Off

Starting

under

Cold

Conditions

ON

SWITCH

~-->

START

.......

/'"

--

/

< /

I

lI-L'v;::'_--

OFF/RUN

Make certain the lubricating oil conforms with the ratings for

the prevailing temperature.

Check the table under ENGINE

LUBRICATING OIL. The battery should be fully charged to

minimize

voltage

drop.

Stopping

the

Generator

To

stop the generator, move the momentary START/STOP

switch to the down (oil) position then release it

to

the center

(normal) position.

EMERGENCY

STOPPING

If

the generator does not stop using the START/STOP switch,

remove the 8 amp fuse or disconnect the battery.

A

CAUTION:

Prolonged

cranking

intervals

without

the

engine

starting

can

result

in

filling

the

engine

exhaust

system

with

raw

water.

This

may

happen

because

the

pump

is

pumping

raw

water

through

the

raw

water

cooling

system

during

cranking.

This

raw

water

can

enter

the

engine's

cylinders

by

way

of

the

exhaust

manifold

once

the

exhaust

system

fills.

Prevent

this

from

happening

by

closing

the

raw

water

supply

through·hull

shutoff,

draining

the

exhaust

muffler,

and

correcting

the

cause

of

the

excessive

engine

cranking.

Engine

damage

resulting

from

raw

water

entry

is

not

a

warrantable

issue;

the

owner/operator

should

keep

this

in

mind.

GENERATOR

CONTROL

PANEL

SWITCH

Abnormal

Stop

An

abnonnal

stop

is

one

in

which

the

generator

ceases

to

run

and comes to a stop as a result

of

an operating fault which

may

cause

damage

to

the

engine,

the

generator,

or

create

an

unsafe operating condition. The fault stop conditions are:

1. Overspeed condition.

2.

High engine temperature.

3. Low oil pressure.

4. High exhaust temperature. Should a fault condition occur, the engine will shutdown.

On the remote panel the green

LED

light will turn off indicat-

ing

an

engine

shutdown.

Once

detected,

the

fault

should

be

located and corrected (see ENGINE TROUBLESHOOTING).

Engines & Generators

8

OPERATING

INSTRUCTIONS

REMOTE

PANEL

Starting

the

Generator

To

start the generator, hold the momentary

ON

switch

in

the

up

(on) position (the green light will

come

on), then hold the

momentary

START/STOP switch in the up (start) position

(both switches are held up together). After approximately onc

second.

the

starter

will engage

and

the

engine will

crank

{the

green

light

will

dim).

Once

the

en'gine

is

running

(the

green

light

will brighten»,

the

starter

will disengage,

and

the

START/STOP switch

may

then be released to return to its

center

(run mode) position. Continue holding the

ON

switch

until

the

engine

has

sufficient oil

pressure,

then 'release

it

to

its

center

position.

NOTE:

Should the engine fail to start, release both switches,

wait

20

seconds, and

try

again. Never

run

the starter more

than 20 seconds at a time.

_<>

START

--

/

--

/

I]~'v::/==::::O

OFF/RUN

__

<,-'

START

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

;~/"

STOP

OFF

START

ISTOP

SWITCI/

ON

SWITCH

Stopping

the

Generator

To stop the generator, move the momentary START/STOP

switch

to

the

down

(stop)

position

then

release

it

to

the

center

(off/run mode) position. This will de-energize the K2 run

relay

in

the

generator's

control

panel

and

stop

the

generator.

WESTERBEKE

Engines & Generators

9

REMOTE

PANEL

BREAK-IN

PROCEDURE/DAILY

OPERATION

BREAK-IN

PROCEDURE

After

the

generator

has

been

started,

check

for

proper

opera-

tion

and

then

encourage a fast

warm-up.

Run

the

generator

between 20% to 60%

of

full load for the first 10 hours.

A

CAUTION:

00

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 periodi-

cally 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.

Since

the

generator

operates

at 1800 rpm to produce

60

hertz, or at 1500

to

produce 50

hertz,

control

of

the

generator's

engine

break-in.

is

governed

by

the

current

drawn

from

the

generator.

To

protect

against

unintentional

overloading

of

the

generator,

the generator's output leads should be routed through a circuit breaker that is rated at the rated output

of

the generator.

NOTE:

Be aware

of

motor starting loads and

the

high

current drawn required

for

starting motors. This starting

amperage drawn can be 3 to 5 times normal running amper-

age.

See

GENERATOR INFORMATION

in

this manual.

CHECK

LIST

Follow

this

checklist each

day

before

starting

your

generator.

•

Record

the

hourmeter

reading

in

your

log (engine

hours

relate to

the

maintenance schedule).

• 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 the drive belt for wear and proper tension (weekly).

•

Check

for

abnormal

noise

such

as

knocking,

vibration

and

blow-back sounds.

• Confirm exhaust smoke:

When

the

engine

is

cold -

White

Smoke.

When

the

engine

is

warm -almost

Smokeless.

When the engine

is

overloaded - some Black Smoke.

NOTE:

Some unstable running may occur

in

a cold engine.

This condition should abate

as

normal operating temperature

is reached and loads

are

applied.

A

CAUTION:

00

not

operate

the

generator

for

long

periods

of

time

without a load

being

placed

on

the

generator.

STOPPING

THE

GENERATOR

Remove

the

major

AC

loads

from

the

generator

one

at a time.

Allow

the

generator

to

run

for

a few

minutes

to

stabilize

the

operating temperature and press the STOP switch down, (see

CONTROL

PANELS).

NOTE:

After

the

first 50 hours

of

generator operation check

the maintenance schedule for the

50 hour service

check.

GENERATOR

ADJUSTMENTS

Once

the

generator

has

been

placed

in

operation,

there

may

be

governor

adjustments

required

for

engine

speed

(hertz)

during the engine's break-in period (first 50 hours)

or

after

this period (see

ENGINE SPEED (HER7Z) ADJUSTMENT

under ENGINE ADJUSTMENTS. A no-load voltage adjust-

ment

may

also

be

required

in

conjunction

with

the

engine's

speed adjustment (see GENERATIOR INFORMATION).

~

WESTERBEKE

Engines & Generators

10

SAFETY

SHUTDOWN

SAFETY

The

Should a shutdown occur, do

finding

Engine starts, runs and then shuts down in the ENGINE

TROUBLESHOOTING section

The switches:

High

An

elbow. NonnaJly closed, this switch will open and interrupt

the

should

perature

exhaust temperatures). This switch opens at 260-270"F (127!32°C). This switch resets at approximately

SHUTDOWN

engine

is

protected

and

correcting the cause. Refer to the heading

following

Exhaust

exhaust

DC

Temperature

temperature

voltage

the

switch's sensor

(an

inadequate

SWITCHES

by

a

is a description

SWitch

switch

to

the

K2-run

indicate

supply

variety

not

attempt

of

these

is

located

relay

of

shutdown

to

resfllrt without

this manual.

automatic

on

(shutting

an

excessive

raw

water

225°P (107°C).

the

exhaust

off

the exhaust

causes

switches.

shutdown

engine)

tem-

high

OIL

lOW

OIL

PRESSURE SWITCHES

Low

Oil

Pressure

Dual low oil

gallery manifold. One is normally open when the engine is in

a

static

state,

circuit

when

oil pressure switch is installed only ators. This switch is nonnally closed and functions in their low oil pressure alarm system

Should the oil pressure operating, the their low oil pressure alarm. Should the oil pressure drop

ther

to 5 psi,

interupting

off

the

generator.

SWitch

pressure

This

the

DC

switches

switch

unit

is

SEA

RAY spec. switch will close activating

automatic

voltage to the K2 run relay thereby shutting

are

located off

functions

operating

drop

in

the

(5

psi

on

(10 psi rating).

to 10 psi while the generator is

shutdown

circuit

the

automatic

rating).

SEA

RAY spec. gener-

switch will

The

engine's oil

shutdown second

fur-

open

FILTER

High

Water

Temperature

A

high

water

temperature

housing. NonnaJly closed, this switch, should the fresh water

. coolant's

(99°C), will open and interrupt the

relay

195"F (107°C).

operating

thereby

TEMPERATURE

shutting

Switch

switch

temperature

off

the

engine.

is located

reach

DC

at

approximately

voltage to the K2 run

This

switch

TEMPERATURE SWITCH

.the

thermostat

resets

2100P

~t

Engines & Generators

High

RPM

Shutdown

An overspeed switch in the

generators

relay After correcting the problem, this switch can be reset by momentarily depressing the stop switch. Refer to the

engine

if

the engine's speed reaches 2175 rpm(approximately) .

SWitch

by

interupting

DC

circuit shuts off the

DC

voltage

to

the

DIAGRAMS in this manual.

Engine

Circuit

Breaker

The

generator's

manual reset circuit breaker (20 amps DC). Excessive current

draw

or

electrical

wiring

or

event

the

breaker interrupts the should occur, check and repair the source of the problem. After repairing the

generator.

engine

wiring

generator

is

protected

overload

anywhere

will

shut

DC

circuit to the K2-run relay.

faul~

reset the breaker and restart the

by

an

in

the

cause

the

breaker

down because

engine

mounted

instrument

to

the

opened

trip.

11

OVERSPEED BOARD

CIRCUIT

K.2

run

WIRING

panel

In

this

If

this

SCHEDULED MAINTENANCE

Fuel

Supply

Fuel/Water

Separator

Engine

Oil

Level

Coolant

Level

Drive

Belt

MAINTENANCE

SCHEDULE

A

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 follnwing maintenance procedures are simple but others are

more difficult

and

may require the

expen

knowledge

of

a service mechanic.

CHECK

HOURS

OF

OPERATION

EACH

EXPLANATION

OF

SCHEDULED

DAY

50

100

250

500

750

1000 1250

MAINTENANCE

0

Unleaded

gasoline

wrrh

octane

rating

of

89

or

higher.

0

Check

for

water

and

dirt

in

fuel

(drain/replace

fitter

if

necessary).

0

Oil

level

should

indicate

between

FULL

and

LOW

on

dipstick.

0

Check

at

recovery

tank;

if

empty,

check

at

manifold.

Add

coolant

if

needed.

0

Inspect

for

proper

tension

(3/8"

to

112"

deflection)

weekly

and

adjust

if

needed.

Check

belt

edges

for

wear.

Visuallnspec!ion

of

Engine

0

NOTE:

Keep

engine surface

clean.

Dirt and

Check

for

fuel,

oil

and

water

leaks.

Inspect

wiring

oil will

inhibit

the

engine's ability

to

remain

cool.

Spark

Plugs

0 0 0 0 0 0

Generator

0 0 0 0 0 0 0

Fuel

Filter

0 0 0 0

0 0

Carburetor

Filler

Screen

0 0 0 0 0 0

Starting

Balleries

0 0

(and

House

Balleries)

weekly

Engine

Oil

0 0 0 0 0 0 0

•

Adjust

the

Valve

0 0 0

Clearances

Air

Screen

(Flame

Arrester)

0

Exhaust

System

0 0 0 0

.

Engine

Hoses

0 0 0 0 0 0

'WESTERBEKE

recommends

this

service

be

performed

by

an

authorized

mechanic.

Engines & Generators

12

and

electrical

connections.

Keep

bolts & nuts

tight.

Check

for

loose

belt

tension.

Check

gap;

inspect

for

burning

and

corrosion.

Check

that

AC

connections

are

clean

and

secure

with

no

chafing -see

GENERATOR

INFORMATION

for

addttional

information.

Initial

change

at

50

hrs,

then

change

every

250

hrs.

Inrrial

change

at

50

hrs,

then

change

every

250

hrs.

Every

50

operating

hours

check

electrolyte

levels

and

make

sure

connections

are

very

tight.

Clean

off

excessive

corrosion.

Initial

engine

oil & filter

change

at

50

hrs.,

then

change

both

every

100

hours.

Inttial

adjustment

at

50

hrs.,

then

every

500

hrs.

Clean

at

50

hours,

then

every

100

hours.

Initial

check

at

50

hrs.,

then

every

250

hrs.

Inspect

for

leaks.

Check

siphon

brake

operanon.

Check

the

exhaust

elbow

for

carbon

andlor

corrosion

buildup

on

inside

passages;

clean

and

replace

as

necessary

.

Check

that

all

connections

are

tight.

Hose

should

be

hard & tight.

Replace

if

soft

or

spongy.

Check

and

tighten

all

hose

clamps.

(continued)

-+

SCHEDULED

MAINTENANCE

Heat

Exchanger

Raw

Water

Pump

Coolant

System

'Starter

Motor

Distributor

'Engine

Cylinder

Compression

and

Valve

Clearance

'Engine

Timing

Belt

'Exhaust

Elbow

MAINTENANCE

SCHEDULE

NOTE:

Use the engine hounneter 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 0 0 0

0

Clean

or

replace

anode.

Open

heat

exchanger

end

cap

and

clean

out

debris.

Remove

every

1000

hours

for

professional

cleaning

and

pressure

testing.

0 0 0

Remove

pump

cover

and

inspect

impeller

for

wear;

replace

if

needed.

Also

replace

gasket.

Lubricate

both

when

reassembling.

0

Drain,

flush,

and

refill

cooling

system

WITh

appro-

prtate

antifreeze

mix.

0 0

Check

solenoid

and

motor

for

corrosion.

Remove

and

lubricate.

Clean

and

lubricate

the

Start

motor

pinion

drtve.

0

Check

ignition

timing.

Check

condition

of

distribu-

tor

cap

and

rotor.

0 0

Incorrect

valve

clearance

will

result

in

poor

engine

perfonnance;

check

compression

pressure

and

timing,

and

adjust

valve

clearances.

0

Remove

and

replace

every

1000

hours

..

NOTE:

Failure

to

replace

the

timing

belt

at

the

rec-

ommended

interval

could

result

in

timing

belt

fail-

ure

resulting

in

major

damage

to

the

engine.

0

Test

exhaust

elbow

for

casting

integrity.

Replace

if

casting

is

corroded

or

deteriorated.

WARNING:

A

defecffve

exhaust

elbow

can

cause

carbon

monoxide

leakage!

'WESTERBEKE

recommends

this

service

be

performed

by

an

authorized

mechanic.

Engines & Generators

13

COOLING

SYSTEM

DESCRIPTION

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

by

combustion and friction is transferred to fresh water coolant which circulates throughout the engine. This circulating fresh water coolant cools the engine block, its internal moving parts, and the engine oil.

The

heat is transferred externally from the

fresh water coolant to raw water

by

means

of

a heat exchanger, similar in function to an automotive radiator. Raw water flows through the tubes

of

the heat exchanger while fresh water coolant flows around the tubes; engine heat transferred to the fresh water coolant is conducted through the tube walls to the raw water which is then pumped into the

~~~~system

where finally it is discharged overboard.

~_-,.;;:;:;;!f"-COOLANT

RECOVERY

TANK

In other words, the engine is cooled by fresh water coolant, this coolant is cooled by raw water, and the raw water carries the transferred heat overboard through the exhaust system. The

fresh water coolant and raw water circuits are indepen-

dent

of

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

RAW

WATER/COOLANT

DIAGRAM

COOLANT

c=V

RAWWATER

-+

\ \

TO

SIPHEN

BREAK

\ "

[IF

REQUIRED]

-,..!..

,

\.:,

\.1,\

, \

RAW

WATER

IN

£,j

..... '1:

HEAT

EXCIHANGER_il

/

ZINC

RAW

WATER

D1SI7HARGE"

"tl'Y'

WESTERBEKE

Engines & Generators

14

WESTERBEKE recommends this raw wa.

discharge hose be looped above and down to the

exhaust elbow as illustrated.

\

COOLING

SYSTEM

FRESH

WATER

COOLING

CIRCUIT

NOTE:

Refer

to

the ENGINE COOLANT section

for

the

recommended 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.When the

engine

is

started

cold,

external

coolant flow

is

prevented

by

the closed thermostat (although some coolant flow

is bypassed around the thermostat to prevent the exhaust manifold from overheating). As the engine warms up, the thermostat gradually opens, allowing full flow

of

the engine's

coolant to flow unrestricted to the external portion

of

the

cooling system.

Coolant

Recovery

Tank

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.

NOTE:

Periodically check the condition

of

the manifold pres-

sure cap. Ensure that the upper

and

lower rubber seals are

in

good

condition

and

check that the vacuum valve opens and

closes tightly. Carry a spare cap.

TO

COOLANT

RECOVERY

TANK

MANIFOLD PRESSURE CAP

CHANGING

COOLANT

The

engine's coolant

must

be

changed

according

to

the

MAINTENANCE SCHEDULE.

If

the coolant

is

allowed

to

become

contaminated,

it

can

lead

to

overheating

problems.

A

CAUTION:

Proper

cooling

system

maintenance

is

critical; a substantial

number

of

engine

failures

can

be

traced

back

to

cooling

system

corrosion.

Drain

the

engine coolant by removmg

the

dram

plug

on

the

engine block

and

opening

the

manifold

pressure

cap.

Flush

the system with fresh water, then reinstall the drain and start the refill process.

NOTE:

The drain petcock on the heat exchanger should also

be used to help drain engine coolant.

A

WARNING:

Beware

of

the

hot

engine

coolant.

Wear

protective

gloves.

Refilling

the

Coolant

After

replacing

the

engine block

drain

plug, close

the

heat

exchanger's coolant petcock.

Then

run

the

engine

at

idle

and

slowly pour clean, premixed coolant into the manifold. Monitor the coolant in the manifold and add

as

needed. Fill

the manifold to the filler neck and install the manifold

pressure

cap.

Remove the cap on the coolant recovery tank and

fill

with

coolant mix

to

halfway between LOW and

MAX

and replace

the

cap.

Run

the

engine

and

observe

the

coolant expansion

flow

into

the

recovery

tank.

After

checking

for

leaks,

stop

the

engine

and

allow

it

to

cool.

Coolant should draw back into the cooling system as the

engine cools

down.

Add

coolant

to

the

recovery

tank

if

needed and check the coolant in the manifold. Clean

up

any

spilled coolant.

FROM

COOLANT

•

RECOVERY

TANK

COOLANT

EXPANSION

COOLANT

RETRACTION

SEALS

CHECKING

THE

PRESSURE

CAP

-...v-

WESTERBEKE

Engines & Generators

15

COOLING

SYSTEM

THERMOSTAT

A

thermostat

controls

the

coolant

temperature

as

the

coolant

continuously flows

through

the

closed cooling

circuit.

When

the

engine

is

first

started

the

closed

thermostat

prevents

coolant from flowing (some coolant is by-passed around the

thermostat

to

prevent

the

exhaust

manifold

from

over-heat-

ing).

As

the

engine wanns

up.

the

thermostat

gradually

opens.

The

thermostat

is

accessible

and

can

be

checked,

cleaned,

or

replaced easily. Carry a spare thermostat and gasket.

Replacing

the

Thermostat

Remove

the

cap

screws and disassemble the thermostat

housing

as

shown.

When

installing

the

new

thermostat

and

gasket, apply a thin

coat

of

sealant

on

both sides

of

the gas-

ket

before

pressing

it

into

place. Do

not

over-tighten

the

cap

screws.

Run

the

engine and

check

for normal temperatures and that

there

are

no

leaks

at

the

thermostat

housing.

If

the zinc anodes need replacement, hold the hex boss into

which

the

zinc

anode

is

threaded

with a wrench

while

loosening

the

anode

with

another

wrench.

This

prevents

the

hex

boss

from

possibly

tearing

off

the

exchanger shell.

After

removing

the

zinc,

note

the

condition

of

it.

If

the

zinc

is

in

poor condition, there are probably

a10t

of

zinc flakes within

the

exchanger.

Remove

the

end

of

the

heat

exchanger

and

clean

the

inside

of

all zinc debris. Always have a spare heat

exchanger

end

gasket

in

case

the

present

one becomes

damaged

when

removing

the

end

cover.

Replace

the

gasket

(refer

to

your

engine model's

heat

exchanger

end

gasket

part

number),

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

housing preventing electrolysis action on the zinc.

TO

ENGINE

BLOCK

HEAT

EXCHANGER

FROM

RAW

WATER

PUMP

HEAT

EXCliAN(iER);>

COOLANT

RECIOVEllY

ZINC

ANODE

'~~?J~--

PRESSURE

"

CAP

THERMOSTAT ASSEMBLY

{/---G.ASKET.

APPLY

SEALANT

TO

BOTH

SIDES

CLEAN & REUSE

NEW

REPLACE

A zinc

anode

(or

pencil) is located

in

the

raw

water

cooling

circuit

within

the

heat

exchanger.

The

purpose

of

the

zinc

anode is to sacrifice itself to electrolysis action taking place

in

the

raw

water

cooling

circuit,

thereby

reducing

the

effects

of

electrolysis

on

other components

of

the system.

The

con-

dition

of

the zinc anode should

be

checked monthly and the

anode cleaned

or

replaced, as required. Spare anodes should

be carried onboard.

NOTE:

Electrolysis

is

the result

of

each particular installa-

tion

and

vessel location, not that

of

the engine.

-;

...

ZINC

{

ANIOE

::.

COOLANT DRAIN

HEAT

EXCHANGER

WATER

DRAIN

Cool

raw

water

flows

through

the

inner

tubes

of

the

heat

exchanger.

As

the

engine coolant passes

around

these

tubes

the

heat

of

the

internal

engine

is

conducted

to

the

raw

water

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

engine coolant (now cooled) flows back though the

engine

and

the

circuit

repeats

itself.

The

engine coolant

and

raw

water

are

independent

of

each

other;

this

keeps

the

engine's

water

passages

clean

from

the

harmful deposits found in raw water.

Heat

Exchanger

Service

After approximately 1000 hours

of

operation, remove, clean

and

pressure

test

the

engine's

heat

exchanger.

(A

local

auto·

motive radiator shop should be able to clean and test the heat

exchanger).

NOTE:

Operating in silty and/or tropical waters may require

that a heat exchanger cleaning be

performed more often then

every

1000 hours.

Engines & Generators

16

COOLING

SYSTEM

RAW

WATER

INTAKE

STRAINER

NOTE:

Always install the strainer

at

or

below the waterline so

the strainer will always be self-priming.

A clean raw water intake strainer is a vital component

of

the

engine's cooling system. Include a visual inspection

of

this

strainer when making your periodic engine check.

The

water

in the glass should

be

clear.

Perform the following maintenance after every 100 hours

of

operation:

1. Close the raw water seacock.

2. Remove and clean the strainer filter.

3. Clean the glass.

4. Replace the washer

if

necessary.

5. Reassemble and install the strainer.

6.

Open the seacock.

7. Run the engine and check for leaks.

NOTE:

Also follow the above procedure after having run hard

aground.

If the engine temperature gauge ever shows a higher than

Donna1

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

WASHER

->i(;",L;~

STRAINER

I

RAW

WATER

INTAKE

STRAINER

OWNER/BUILDER

INSTALLED

RAW

WATER

PUMP

The raw water pump is a self-priming, rotary pump

with

a non· ferrous housing and a Neoprene impeller. The impeller has flexible blades which wipe against a curved carn plate within the impeller housing, producing the pumping action.

On no account should this pump be run dry. There should

always be a spare impeller and impeller cover gasket aboard (an impeller

kit).

Raw

water pump impeller failures occur when lubricant (raw water) is not present during engine operation.

Such failures are not warrantable, and operators are cautioned to make sure raw water flow is present at startup. The raw water

pump

should

be

inspected periodically for

broken

or

torn impeller blades. See MAINTENANCE

SCHEDULE.

NOTE:

Should a failure occur with the pump s internal parts

(seals

and

bearings), it may be more cost efficient to pur-

chase a new pump and rebuild the original pump as a spare.

Changing

the

Raw

Water

Pump

Impeller

Close the raw water intake valve. Remove the pump cover

and, with the aid

of

two small screwdrivers, carefully pry the

impeller out

of

the pump. Install the new impeller and gasket.

Move the blades

to conform to the curved cam plate and

push the impeller into the

pump's

housing. When

assein~

bling, apply a thin coating

of

lubricant to the impeller and

gasket.

Open the raw water intake valve .

.

RAW

WATER

IN

--_*"

t

TO

HEAT

EXCHANGER

ALIGN

WITH

THE

SLOT

IN

THE

SHAFT

A

CAUTION:

If

any

of

the

vanes

have

broken

off

the

impeller,

they

must

be

.located

to

prevent

blockage

in

the

COOling

circuit.

They

often

can

be

found

in

the

heat

exchanger.

Engines & Generators

17

FUEL

SYSTEM

GASOLINE

Use unleaded 89 octane

or

higher gasoline. When fueling,

follow

U.S. Coast Guard regulations, close off all hatches and companionways to prevent fumes from entering the boat, and ventilate after fueling.

NOTE:

The generator compartment should

hove

a gasoline fume

detectorlalnrm properly installed and

working.

AWARNING:

Shut

off

the

fuel

valve

at

the

tank

when

servicing

the

fuel

system.

Take

care

in

catching

any

fuel that

may

spill.

DO

NOT

allow

any

smoking,

open

flames

or

other

sources

of

fire

near

the

fuel

sys·

tem

when

servicing.

Ensure

proper

ventilation

exists

when

servicing

the

fuel

system.

CARBURETOR

The

carburetor is a single barrel downdraft type with a solenoid activated electric choke and electric fuel shutoff solenoid. Refer to

CARBURETOR ADJUSTMENTS for more information.

A

WARNING:

Fuel

leakage

at

the

fuel

pump

or

its

connections

is a fire

hazard

and

should

be

corrected.

Make

sure

proper

ventilation

exists

whenever

servic-

ing

fuel

system

components.

LIFT

CHOKE

GASDENSER

IDLE

MIXTURE

""._~-J

FUEL SOLENOID

FUEL

LIFT

PUMP

Periodically

check

the fuel connections to and out

of

the pump

and make sure that no leakeage

is

present and that the fittings

are tight and secure.

The

DC

ground connection at one

of

the

pump's

mounting bolts should

be

clean and well secured by

the mounting bolt to ensure proper pump operation. The engine mounted fuel

lift

pump

is maintenance free. It

is

located at the front

of

the engine under the gasdenser.

The

gasdenser cools the fuel to prevent vapor lock, there is no maintenance required except making certain the fuel fittings are tight and secure.

GASOLINE/WATER

SEPARATOR

AND

FILTER

A primary fuel filter

of

the water separating type

must

be

installed between the fuel tank

and

the engine to remove

water

and

other contaminants from the fuel before they can

be

carried to the fuel system on the engine.

Most

installers include a type

of

filter/water separator with

the generator installation package

as

they are well aware

of

the problems that contaminants in the fuel can cause.

These gasoline filters must have metal bowls (not

"see-

through") to meet U.S. Coast Guard requirements.

The

metal

bowls have drain valves to use when checking for water and impurities.

GASOLINE

WATER

SEPERATOR

AND

FILTER

OWNER/BUILDER

INSTALLED

Engines & Generators

18

CARBURETOR

ADJUSTMENTS

CARBURETOR

The

carburetor

is

a single

barrel,

down-draft

type

with

a

cleanable

metal

screen

air

intake

filter/spark

arrester.

The choke

is

operated by a

12

VDC solenoid. TIris choke

solenoid

is

activated

when

the

ON

switch

is

depressed

and

stays activated. After the engine starts (cold start) the choke

solenoid circuit

is

kept

activated

by

the

oil

temperature

switch. Once oil

temperature

reaches

1200P

the

switch

opens

and

the

choke

solenoid deactivates, opening

the

choke. This

helps

prevent

stalling

on

a cold

start.

Air

Screen/Flame

Arrester

The

air

screen/flame

arrester

can

easily

be

removed

by

releasing the hold-down clamp. Clean after the first 50 hours of

operation, every 100 hours from then on. Clean the air

screen

in

kerosene.

AIR

SGFtEEII-----""""7<fZ-

TO

ROCKER

ARM

COVER

AIR

INTAKE

FLAME

ARRESTER

THROTILE

FROM

FUEL

LIFT

PUMP

IDLE

MIXTURE

In---------f-;:-->1fI.C

FUEL SOLENOID

Carburetor

Filter

Screen

Clean this filter element after the first 50 hours

of

operation,

then clean and inspect every 250 operating hours. Replace

the screen if necessary.

Tighten

the

plug

and

make

certain

there

are

no

leaks.

Idle

Mixture

Jet

Adjustment

is

perfonned

with

the

generator

operating.

Screw

the

jet

slowly

in

until it seats, then back it out

1-112

to

2

turns.

Note:

An

idle mixture

jet

adjusted too

far

off

its seat can

induce a sooty exhaust discharge

at

engine start-up and

shut-down.

CARBURETOR

CHOKE

CARBURETOR

FILTER

SCREEN

HEX

HD

PLUG

~

WESTERBEKE

Engines & Generators

19

ENGINE

LUBRICATING

OIL

DESCRIPTION

Use a heavy duty engine oil with an API classification

of

SJ.

Change the engine oil after an initial 50 hours

of

break-in

operation and every

100 hours

of

operation thereafter. For

recommended

oil viscosity see

the

following

chart:

Operating

Temperature

Oil

Viscosity

Above

68" F (20"

C)

SAE

30,

10W-30

or

15W-40

41" -68" F (5"-20"

C)

SAE

20

or

10W-30

Below

41" F (5"

C)

SAE

10W-30

A

CAUTION:

00

not

allow

two

or

more

brands

of

engine

oil

to

mix.

Each

brand

contains

its

own

addi-

tives;

additives

of

different

brands

could

react

in

the

mixture

to

produce

properties

harmful

to

your

engine.

CHANGING

THE

ENGINE

OIL

The engine oil should be warm. Remove the oil drain hose from its attachment bracket and lower it into a container and

allow the oil to drain,

or

attach a pump

to

the end

of

the drain hose and pump the old oil out. Make sure the oil drain hose is

properly secured in its holder after all of the old

oil

has

been drained. Always observe the old oil

as

it

is

removed. 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 competent mechanic

if

water

is

present

in

the

oil.

Raw

water

present

in

the

oil

can

be the result

of

a fault in the exhaust system attached to the

engine

and/or

a siphoning

through

the

raw

water

cooling

circuit

into

the

exhaust, filling into

the

engine.

6"

~..o--ll'"

NPT

OIL

HOSE

A

WARNING:

Used

engine

oil

contains

hannful

contaminants.

Avoid

prolonged

skin

contact.

Clean

skin

and

nails

thoroughly

using

soap

and

water.

Launder

or

discard

clothing

or

rags

containing

used

oil.

Discard

used

oil

properly.

Replacing

the

Oil

Filter

When removing the used oil filter, you may find

it

helpful to

punch a hole

in

the upper and lower portion

of

the old filter

to drain the oil into a container before removing

it.

This helps to lessen spillage. An automotive filter wrench should be helpful

in

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

is removed to make sure that the rubber sealing gasket comes off with the old oil filter.

If

this rubber seali.ng gasket remains

sealed

against

the

oil

filter

adapter,

gently

remove

it.

When

installing

the

new oil

filter

element, wipe

the

filter

gasket's

sealing surface on the oil filter adapter free

of

oil and apply a

thin coat

of

clean engine oil to the rubber sealing gasket on

the oil filter.

Screw the filter onto the threaded

oil

filter stub,

and tighten the filter firmly by hand.

NOTE:

Use

genuine WESTERBEKE oilfilters. Genericfilters

are not recommended.

REFILLING

THE

DlL

SUMP

Add fresh oil through the valve cover. After refilling the oil, run the engine for a few moments while checking the engine's

oil

pressure.

Make

sure

there

is no leakage

around

the

new oil

filter or from the oil drain system, and then stop the engine. Then check the quantity

of

oil with the lube oil dipstick. Fill

to, but not over, the FULL mark.

FROM

OIL

(;AIII-I<>

APPLY

CLEAN

OIL

TO

SEALING

GASKET

TO

OIL

GALLERY

FILTER

Engines & Generators

20

OIL

PRESSURE

NOTE:

WESTERBEKE recommends that the following engine

adjustments be

peifonned

by

a competent engine mechanic.

The infonnation below is provided to assist the mechanic.

DESCRIPTION

The

lubricating system is a pressure feeding system using an

oil pump.

The

engine oil is drawn from the oil sump by the oil pump, which drives the oil, under pressure, through the oil filter, 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 specified pressure, the oil pushes open the relief valve in the oil pump and returns to the oil sump

•.

keeping the oil pressure

within

its specified range.

TESTING

DlL

PRESSURE

To test the oil pressure, remove the hex head plug from the oil manifold and install a mechanical oil pressure gauge in its place. After warming up the engine, set the engine speed at

1800 rpm and read the oil pressure gauge.

Oil

Pressure

Between

30

and

40

psi

at

1800

rpm.

Note:

A newly started (cold) engine may have

an

oil

pres-

sure up

to 70

or

80

psi. A

warmed

engine can have

an

oil

pressure

as

low

as

30

psi.

Oil

pressure will vary depending

on

the load

placed

on the generator:

MECHANICAL

OIL

PRESSURE.

GAUGE

\

LOW

OIL

PRESSURE

The specified safe minimum oil pressure is 4.3 + 1.4 psi (0.3

+ 0.1 kg/cm'). A gradual loss

of

oil pressure usually indicates worn bearings. For additional infonnation on low oil pressure readings, see the ENGINE TROUBLESHOOTING chart.

OIL

PRESSURE

SWITCH

The

generator is fitted with an oil pressure sendor and a

shutdown switch.

Should the engine's oil pressure drop below the safe minimum, the switch will shut the engine down to prevent damage by interrupting the DC voltage to the K2 run relay.

NORMALLY

OPEN 5 PSI

RATED

+

~~

K2

RELAY

1

iBATTERY

....

PRESSURE

OIL

COOLER

Engines & Generators

21

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 oilfilter.

•

L.

n

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

CLEAN

OIL

TO

THE

O-RING

WHEN

THREAO

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 WESTERBEKE's remote oil filter kit as shown. Always install this kit with the oil filter facing down

as

illustrated.

Contact your WESTERBEKE dealer for more information.

NOTE:

Westerbeke is not responsible

for

engine failure due

to

incorrect installation

of

the Remote Oil Filter.

FASTEN

SECURELY

TO A BULKHEAO

(SCREWS

ARE

OWNER

SUPPlIEO)

APPLY A THIN

COAT

OF

CLEAN

OIL

TO

THE

FIL-

TER

GASKET

WHEN

INSTALLING.

AmR

THE

FIlTER

CONTACTS

THE

BASE,

TIGHTEN

IT

AN

ADDITIONAl

3/4

TURN.

Engines

& Generators

22

--

.....

4.5KW

/7.0KW

BeGB

GENERATOR

WIRING

DIAGRAM

#43864

.

;;

i.16

VIO/WIIT

'14

RH

'=l;;:m

......

416

8Lk

~

/

'"

'----+-t-----t-H-t-H-t-t---"-'-'''''---*--jll'

'---'!.

" "

R

"

tl'

R£lHYIO

I

J

I

~I

'-

"fN'IWESTERBEKE

I Engines & Generators

23

tit

RED/VIO

,!

.

;;

J

12

VDC

:

BATTERY

SWITCH

,

r

1

1...

r:

t-I

'20

AMP

( I CIRCUIT

~I

BREAKER

'-

(

•

r

1

1...

"

...

'""I

STOP

SW

r I

eKllotC)

,

I I I I

1

4.SKW

/7

.OKW

BeGB

GENERATOR

WIRING

SCHEMATIC

#43864

STARTER

SOLENOID

STARTER

r--l

1 I 1 I 1 I 1

1

Kj"Jt1

1 I 1 I

.....

__

...

BAmu

fUEL

PUNP

(HAUER

~

fUEL SOL.

"

..

HOUR

METER

"~\,,

COil

DlsnlBUTOR

,

L..-----

1

~

I

,

CHOIE SOL.

I

1 1 1 1

11$412 0100£

..

n

o.

'T~T

l

DIODE

KI~START

f.-wrrc»

SW~CH

IUGOl

;-

..

,

..

"

L~J

L_J

CKTZOIO)

;-

K2-RUM

~

"

••

"

EXHAUS~

~

OV£ISPEEll

TEMP

'''"

-

DIODE

SWITCH

"

JUGOZ

0"

~

,

...

K,

"

'liDS.

\....,

$WI

reH

I

nl

,

I

n

."'TER

it

~

~~

TOO

SWITCH

~

A~L

PlUs.

SWITCH

.o..'"'-L

,

_r'L~

• _

.12L

[~:L

~

fi!I

I!_-.ll

!L._

13

_t~

--

"'"

WESTERBEKE

Engines & Generators

24

-

~

RED

REMOTE

PANEL

WIRING

SCHEMATIC

#043912

REMOTE

PANEL

RED

CKT

I

'-------t---i\'I

ON

SW

WHITE

Engines & Generators

25

*14

RED/VIO

VIEWED

FROM

MATING

END

ENGINE

ADJUSTMENTS

NOTE:

WESTERBEKE recommends that the following

engine adjustments

be

peifonned

by a competent engine

mechanic.

The

information below is

provided

to assist the

mechanic.

ENGINE

SPEED

(HERTZ)

ADJUSTMENT

Governor

The

belt-driven,

mechanically

operated

governor

maintains

the

engine's

rpm

under

various

load

conditions.

Engine

speed

determines

the

hertz

and

voltage

output

of

the

generator.

Governor

Adjusbnents

Operate

the

generator

to

bring

the

unit

up

to

operating

tem-

perature

before

adjusting

the

governor.

NOTE:

lfthe

governor is severely out

of

adjustment, manually adjust the linkage at no-load to obtain a safe output voltage before proceeding with the adjustment.

There

are

three

adjusting

points

on

the

governor

(see

illustra-

tion).

1.

IncreaselDecrease Speed Adjustment. This adjusting bolt

sets the no-load speed

of

the engine. (The linkage arm between the governor arm and throttle lever should be adjusted to hold the throttle full open when the engine is

not

running.)

Make

sure

this

linkage moves

freely

and

that the ball joint connectors are properly lubricated. Use graphite lube for this purpose. Disconnect the ball joint and apply graphite lube to the inside

of

the joint.

2.

Hunting/Regulation Adjustment.

If

the variation in

engine speed between no-load and full-load

is

too great,

adjust this eye bolt to draw the spring closer

to

the lever

hub. The increase/decrease speed bolt may need

to

be

adjusted as well.

If

the

governor

surges

under

load,

adjust

this

eye

bolt

to

move the spring away from the lever hub (check speed adjustment).

3. Bumper Screw Adjustment.

This

screw

is

used

to

remove

a no-load surge ONLY.

NEVER

turn the bumper screw

into

the

governor

so

far

that

it

increases

the

no-load

speed.

LINKAGE

GOVERNOR

FILL

Governor

Maintenance

1.

Periodically

lubricate

the

linkage

arm

attaching

points

at

the

governor

arm

and

throttle

lever.

Use a

graphite

lubricant

or

equivalent.

NOTE:

Free movement

of

this linkage arm is imponantfor

proper governor/throttle operation.

2. Governor oil capacity - 3 ounces 10/30 engine

oiL

NOTE:

Do not overfill the governor.

3, Change the governor oil every 250 hours

of

operation.

To

change

the

oil, remove

the

governor

from

the

engine,

remove the oil fill and the fill level plug, and drain all the oil. Reinstall on the engine and fill with 3 ounces

of

10/30

engine oil. Replace the plugs.

4, Periodically adjust the governor belt tension (see

DRIVE

BELTS ADJUSTMENT). Since belts stretch slightly, this

stretching

will,

to

some degree, affect

the

gavenor's

action.

TORQUING

THE

CYLINDER

HEAD

BOLTS

After the initial break-in period (approximately 50 hours). the cylinder head bolts should be re-torqued.

Tighten

the

cylinde:r

head

bolts

according

to

the

sequence

shown.

Make

sure

the

engine

is

cold

when

this

is

done,

and

loosen one head bolt one-half turn and then tighten it between 43 -

51

lb-ft (60 - 70 Nm). Then proceed to the next

head bolt

in

the sequence. Tighten the RS (rocker cover stud)

securely.

FRONT

OF...-..-.,

ENGINE

~

6

4

2

INTAKE

SIDE

BUMPER

SCREW

LEVER

HUNTING ADJUSTMENT

SPEED

ADJUSTMENT

(UNDER)

8

1

Engines & Generators

26

7

5

ENGINE

ADJUSTMENTS

SPARK

PLUGS

The spark plugs should be cleaned and regapped after the fIrst 50 hour break-in period, then inspected every 250 hours

thereafter and replaced as needed.

A

WARNING:

00

not

remove

the

spark

plugs

while

the

engine

is

hot.

Allow

the

engine

to

cool

before

removing

them.

Spark

plug

gap:

0.031

+/_

0.0002

in.

(0.8 -0.05

mm).

Spark

plug

torque:

10

-15

Ib-tt

(1.5 -

2.31

kg-m).

NOTE:

Loctite Anti-Seize applied to the threaded portion

of the spark plugs will retard corrosion, making future removal of

the spark plugs easier.

GAP

INSPECT

FOR

WEAR

&

r",MJ"/

INSPECTING THE

SPARK

PLUGS

INSPECT

FOR

DAMAGE

~:::t"-----NJ<rVFOR

DETERIORATION AND

DAMAGE

DRIVE

BELT

ADJUSTMENT

The drive belt must be properly tensioned. Excessive drive belt tension can cause rapid wear

of

the belt and reduce the

service life

of

the fresh water pump's bearing. A slack belt or

the presence

of

oil on the belt can cause belt slipping,

resulting

in

high

operating

temperatures.

The BCGB generator has two drive belts, one drives the

governor

and

alternator

and

the

other

drives

the

raw

water

pump. The tension adjustment procedure for both belts

is

as

follows:

1. Remove the belt guard.

2.

To

adjust

the

governor

drive

belt,

loosen

the

two

governor

mounting bolts.

To adjust the raw water pump/fresh water pump drive

belt,

loosen

the

two

raw

water

pump

mounting

bolts.

3. With the belt(s) loose, inspect for wear, cracks and frayed

edges,

and

rep1ace

if

necessary.

4.

To

loosen

or

tighten

the

governor

drive

belt,

slide

the

governor

in

or

out

as

required,

then

retighten

its

mounting

bolts. To

loosen or tighten the raw water pump/fresh water

pump drive belt, slide the raw water pump in or out as

required,

then

retighten

its

mounting

bolts.

5. The drive belts are properly adjusted

if

it can be deflected

no less than 3/8 inch

(1Omm)

and no more than

112

inch

(12mm)

as

the belt

is

depressed with the thumb at the

midpoint

between

the

two

pulleys

on

the

longest

span

of

the belt.

NOTE:

Maintain a 22

lb

pressure to the belt's outer face

for

proper belt operation. Spare belts should always be

carried on board

A

WARNING:

Never

attempt

to

check

or

adjust

a

drive

belt's

tension

while

the

engine

is

in

operation.

6. Operate the generator for aboUl 5 minutes, then shut down the generator and recheck the belt(s) tension.

7. Replace the belt guard.

Engines & Generators

27

ENGINE

ADJUSTMENTS

NOTE:

WESTERBEKE recommends that the following engine

adjustments be peiformed by a competent engine mechanic. The

injonnation below is provided to assist the mechanic.

VALVE

CLEARANCE

ADJUSTMENT

NOTE:

Retorque the cylinder

head

bolts before adjusting the

engine~

valves (see TORQUING THE CYLINDER HEAD

BOLTS).

1.

Remove the rocker cover and gasket.

2. Rotate the crankshaft in the normal direction

of

rotation,

placing the No.

I piston

at

the top

of

its compression stroke with the exhaust and intake valves completely closed. Adjust the intake and exhaust valves for No.

I

cylinder, the exhaust valve for

No.2

cylinder, and the

intake valve for

No.3

cylinder (see chart).

3. Rotate the crankshaft

1800 in its normal direction

of

rotation. Locate the piston in No. I cylinder at the top

of

its exhaust stroke. Adjust the intake valve for

No.2

cylinder and the exhaust valve for

No.3

cylinder (see

chart).

CYLINDER

#

CRANK

ANGLE

1

2 3

When

No. 1 piston

is

set

at

top

of

IN

•

compression

stroke

• •

EX

When

No. 1 piston

is

positioned

IN

•

at

top

of

exhaust

stroke

EX

•

4

..

Replace

the

rocker

cover along

with

a

new

rocker

cover

gasket..

Rockercover

torque:

2.9-5.1 Ib-ft (4 - 7

Nm)

VALVE

CLEARANCE

Valve

Clearance:

Intake

0.20mm (.008 inches)

Exhaust

0.30mm (.0012 inches)

IGNITION

TIMING

1.

Attach a timing light to the

#1

spark plug and mark the

front

timing

pointer

to

indicate

1'5°.

Locate

the

timing

mark on the crankshaft pulley and mark it with white chalk or a crayon.

2. Start the engine and warm it up to its normal operating

temperature.

Make

sure

the

generator

is

operating

without

a load on

it.

3. Using

the

timing

light,

align

the

timing

mark

in

the

front

crankshaft pulley so it

is

just slightly before the first tim-

ing

pointer.

Do

this

by

loosening

and

slowly

rotating

the

distributor body. Use the following timing specifications:

Timing

Specifications:

1:f ± .5°

BTDC

at

1800

rpm

(no

load

on

generalor)

.

IGNITION

TIMING

CHOKE

SOLENOID

The choke solenoid is a

12

volt DC operated unit that func-

tions to close the choke plate in the carburetor when the

ON

switch

is

depressed

during

engine

start-up.

The

choke

solenoid de-energises once

the

engine

starts

and

the

ON

switch

is

released. Some unstable running may be

present when the engine starts cold but should smooth out as

the

engine

reaches

operating

temperature.

Keep this solenoid dry and periodically lubricate the linkage between the solenoid and the choke lever.

CHOKE SOLENOID

-...v'

WESTERBEKE

Engines & Generators

28

ENGINE

ADJUSTMENTS

NOTE:

WESTERBEKE recommends that the following engine

adjustments be

peiformed by a competent engine mechanic.

The infonnation below

is

provided to assist the mechanic.

TIMING

BELT

INSPECTION

AND

REPLACEMENT

Timing

Belt

Removal

A

CAUTION:

Water

Dr

oil

on

the

timing

belt

severely

reduces

the

service

life of

the

belt.

Keep

the

timing

belt

sprocket

and

tellSioner

free

of oil

and

grease.

7bese

parts

should

never

be

cleaned.

Replace

if

seri-

ously

contaminated

with

dirt

Dr

oil.

If

oil is

evident

on

these

parts,

check

tbe

front

case,

oil

pump

oil

seals,

and

camshaft

oil

seals

for a possible

oil

leak.

1.

Turn the crankshaft clockwise to align-the timing mark on the camshaft sprocket and timing belt rear cover.

NOTE:

always

tum

the crankshaft clockwise.

TIMING

MARK

2. Remove the plug on the left surface

of

the cylinder block

and insert a rod with a diameter

of

8mm (0.3lin.) to lock

the counterbalance shaft.

NOTE:

Be sure

to

use an inserting rod with a diameter

of

8mm

(0.31 in.).

2.6

IN

(65MM)

--:J~~~*:::::1

ROO

CYLINDER BLOCK

3. Loosen the timing belt tensioner nut.

4. Move the timing belt tensioner toward the water pump, and temporarily tighten the nut to hold the tensioner in that position.

TIMING

BELT

TENSIONER

PUMP

5. Remove the timing belt.

NOTE:

If the timing belt

is

to be reused, draw an arrow on

the belt back to indicate the direction

of

rotation (clock-

wise).

Camshaft

Sprocket

Removal

1. Remove the bolt without turning the camshaft.

Oil

Pump

Sprocket

Flange

Nut

Removal.

1. Remove the plug from the left side

of

the cylinder block.

2. Insert an 8

mm

(0.31 in.) diameter round bar to lock the

counterbalance shaft.

3. Remove the nut.

OIL

PUMP

SPROCKET

NUT

Engines & Generators

29

ENGINE

ADJUSTMENTS

NOTE:

WESTERBEKE recommends that the following engine

adjustments be performed by a competent engine mechanic.

The

information below is provided to assist the mechanic.

Crankshaft

Bolt

Removal

1. Lock the crankshaft in position.

NOTE:

Do not

tum

the crankshaft.

2. Remove the crankshaft bolt.

Timing

Belt

Inspection

Replace the belt

if

any

of

the following conditions exist:

1.

Hardening

of

back rubber-back side is glossy, without

resilience,

and

leaves

no

indent

when

pressed

with

fin-

gernail.

2. Cracks on rubber back.

3.

Cracks

or

peeling

of

canvas.

4.

Cracks on tooth bottom.

S.

Cracks on belt.

6. Abnormal wear

of

belt sides.

The

sides are normal

if

they are sharp as

if

cut by a knife.

7. Abnormal wear on teeth.

8.

Tooth missing and canvas fiber exposed.

CRACKS

OR

PEELING

RUBBER

~:

1.

5.

EXPOSED-.

-~~~

7.

Ii

Tensioner

Inspection

2.

4"'IROlINDI:O

/

EDGE

6.

8.

AIIN(jR.MAL

WEAR

IItL'''tT

STRANO)

TOOTH

MISSING

AND

CANVAS

EXPOSED

1. Replace the tensioner

if

the pulley binds, rattles

or

is noisy

when turned.

Flange

Installation

1.

Mount the flange so that its side shown by the heavy arrow in the illustration faces toward the sprocket.

FLANGE

WASHER

-~-rrnmniP

CRANKSHAFT

Crankshaft

Bolt

Installation

1. Lock the crank.Shaft.

NOTE:

Do

not

tum

the crankshaft.

2. Tighten the crankshaft bolt to the specified torque.

Oil

Pump

Sprocket

Flange

Nut

Installation

1.

Insert a round bar into the plug hole in the left side

of

the

cylinder block to keep the counterbalance shaft from turn-

ing.

2. Install the oil pump sprocket.

3. Tighten the nut to the specified torque.

NUT

Camshaft

Sprocket

Bolt

Installation

1. Tighten the bolt to the specified torque.

Bearing

Cap

Bolt

Torque

36

40

HJbs

(50

·55

Nm)

'OIL

PUMP

SPROCKET

~

WESTERBEKE

BOLT

Engines & Generators

30

ENGINE

ADJUSTMENTS

NOTE:

WESTERBEKE recommends that the following engine adjustments be performed by a competent engine mechanic. The injonnation below is provided to assist the mechanic.

Tensioner

Spring/Timing

Tensioner

Installation

1.

Install the tensioner spring and timing belt tensioner.

2. Hook the tensioner spring onto the bend

of

the timing belt tensioner bracket and the stopper pin on the cylinder block.

3. Move the timing belt tensioner as close as possible to the water pump; temporarily tighten the tensioner nut.

TIMING

BELT

TENSIONER

Timing

Belt

Installation

1. Align the trIangular marking on

the

camshaft sprocket

with a marking

on

the timing belt rear

cover.

2. Align the notch in

the

crankshaft sprocket flange with

the marking

on

the front case.

3. Align the triangular marking on the oil pump sprocket with the marking

on

the front case, and then insert a 65

mm

(2.56 in.) or longer, 8

mm

(0.31 in.) diameter

round bar into the plug hole in the left side

of

the

cylinder block.

~;;;';;;;;;'3~~-,

MARKING

ON

TIMING

BELT

REAR

COVER

TRIANGULAR

MARKING

ON

Oil

PUMP

SPROCKET

TIMING

BELT

TENSIONER

TRIANGULAR MARKING

ON

"_O:~;;"<~L

CAMSHAFT

MARKING ON

FRONT

SPROCKET

At

this time, check that the moveable range

of

teeth on

the oil pump sprocket is according to specifications.

Standard

value: 4 to 5 teeth

in

forward

direction.

1

to

2

teeth

in

reverse

direction.

FORWARD

\

REVERSE

Oil

PUMP

SPROCKET

4.

If

the movable range

of

the oil pump sprocket exceeds

the specified range, correct as follows: a.

Pull out the round bar from the plug hole in the left

side

of

the cylinder block.

b.

Turn the oil pump sprOCket one turn at a time until

the round

bar

can again be inserted.

c. Check that the movable range

of

the oil

pump

sprocket is

in

the specified value.

5.

Set the timing belt over the crankshaft sprocket and then over the oil pump sprocket and camshaft sprocket, in that order.

NOTE:

Ensure that the tension side

of

the timing belt is

not slack. Keep the round

bar

inserted until the timing

belt has been placed. After this step, be sure to remove

the round

bar.

6. Apply counterclockwise force to the camshaft sprocket to make the belt taut on the tension side, and make sure that all timing marks are lined up.

CAMSHAFT

SPROCKET

TENSION

SIDE

7. Loosen the temperorarily tightened tensioner nut

On

the water

pump

side 1 or 2 turns, and tension the belt

making use of spring

force.

NOTCH

IN

CRANKSHAFT

SPROCKET

FLANGE

CASE

1':,.y-=:tWESTERBEKE

Engines & Generators

31

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.

8.

Tum

the crankshaft clockwise by nine camshaft sprocket

teeth

(817)

to align the timing

mark

on the camshaft

sprocket

with the tensioner set

mark

on the timing belt

rear

cover.

A

CAUTION:

This

operation

is

performed

to

give

a

proper

tension

to

the

timing

belt,

so

do

not

turn

the

crankshaft

counterclockwise

and

push

the

belt

to

check

the

tension.

:::

;;;;~;;;;::;;:::-

TENSIONER

.:n;.~-

SET

MARK

9.

Make

sure that the timing belt teeth are engaged with

the camshaft sprocket teeth along the portion

of

the

sprocket shown by the curved arrow

in

the illustration

below. Then tighten the tensioner nut.

10. Pull the timing belt in the center

of

the tension side toward the sealing gasket line for the belt cover, as illustrated. Make sure that the clearance between the back

of

the belt and the sealing line is the standard

value.

Standard

Value:

12mm

(0.47in.)

SEALING

LINE

"'i

f---1:!MM

(0.47

IN)

11. Pull out a rod from the plug hole on the left surface

of the cylinder block and apply the specified sealant. Then tighten the plug to the specified torque.

Specified sealant value:

3M

AID

Part No. 8660 or

equivalent Tightening torque: 15-22

Nm

(11-16 ft.lbs.)

ENGINE

COMPRESSION

TEST

1.

To

check the engine's compression pressure, warm up the

engine then shut

it down.

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

3. Install a compression adapter and gauge in the spark plug hole.

4. Close

off

the raw water intake seacock.

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

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

Compression

pressure

should

not

differ

by

more

than

14

psi

(100

Kpa).

7.

If

a cylinder's compression

or

pressure differential is

below the limit, add a small amount

of

engine oil through

the spark plug hole and repeat steps 4 and 5. (a)

If

additional

of

oil causes an increase

of

pressure, the

piston ring and/or cylinder wan may be worn or damaged.

(b)

If

additional oil does not increase compression pres-

sure suspect poor valve contact, valve seizure, or valve

wear.

S.

Reinstall three plugs and ignition wires.

9.

Open

the

raw

water

thm

seacock.

COMPRESSION GAUGE

(TYPICAL)

""'"

WESTERBEKE

Engines & Generators

32

GENERAL

COMPONENT

TESTING

NOTE:

WESTERBEKE recommends that the following engine

testing adjustments be perjonned by a competent technician.

TAP

THE

GROUND

CONNECTION

TO

THE

TERMINAL

All

DC

voltage

measurements

are

made

to

the

engine

battery

negative

ground

point

unless

specified

otherwise.

In

making

test

measurements,

make

sure

that a good

ground

for

the

meter

is

established, preferably the point where the negative

battery

is

connected

to

the

engine.

Battery

positive voltage

is

indicated

as

B+ and should measure no less than JI.5 volts.

o

RELAY

SHOULD

___

~o~o

"CLICK"

ON.

AC

voltage measurements should

be

made

with a

true

RMS

AC

meter

to

insure measurement accuracy.

GROUND

AND

8(+)

CONNECTIONS

---

.•

",.

RELAYS

The relays used in the control system have coils which are polarized by the fact that they have internal free wheeling suppression diodes across them. Relay coil terminal 86 must be maintained

(+), terminal 85(-). The relay coil

is

rated 12V

DC, and the coil resistance

is

typically

85

ohms. With

B+

on

tenninal

86,

direct

grounding

of

tenninal

85

is

pennissible

for

testing

purposes.

RELAYS

RELAY TERMINALS

REMOVE

THIS

RELAY

CONNECTOR

~

WESTERBEKE

Engines & Generators

33

TO

B(+)

TESTING

THE

RELAY

TERMINALS

TESTING

COIL

RESISTANCE

ENGINE

TROUBLESHOOTING

The following troubleshooting tables are based upon certain engine problem indicators and the most likely causes

of

the

problems. When troubleshooting indicates an electrical problem, see the

ELECTRICAL

SYSTEM

WIRING

DIAGRAM, as these

may reveal other possible causes

of

the problem which are

not listed below.

PROBLEM

PROBABLE

CAUSE

Engine

does

not

1.

Voltage

drop

at

starter

solenoid

crank.

terminal.

2.

Engine

20A

circuit

breaker

has

tripped.

3.

Battery

is

low

or

dead.

4.

Loose

battery

connections.

5.

Faulty

wire

connection.

6.

Faulty

start

switch.

7.

Faulty

start

relay

(K1).

S.

Faulty

starter

solenoid

9.

Raw

water

filled

cylinders.

10.

Filters

are

clogged

by

contaminated

fuel.

11.

Voltage

drop

at

(+)

at

overspeed

switch.

12.

Faulty

overspeed

switch

(reset

&

start).

Engine

cranks

but

1.

Out

of

fuel.

fails

to

start.

2.

Engine

is

flooded.

a.

Carburetor

float

needle

valve

open

or

damaged.

Clean

or

replace

the

needle

valve.

b.

Float

in

carburetor

is

leaking.

Repair

or

replace

float.

c.

Float

chamber

gasket

damaged

or

securing

screws

are

loose.

Replace

gasket

and/or

tighten

screws.

3.

Fuel

pump

inoperative.

4.

Worn

or

faulty

spark

plugs.

5.

High

tension

wires

grounding

(wet

system).

6.

Faulty

ignition

coil.

7.

Faulty

distributor.

S.

Faulty

run

relay

(K2).

9.

Faulty

wire

connection.

10.

No

engine

compression.

11.

Faulty

idle

adjustment.

NOTE:

The engines control system (electrical system)

is

protected by a 20 Ampere manual reset circuit breaker

located on the control panel.

PROBLEM

PROBABLE

CAUSE

Engine

starts,

runs

1.

Faulty

shutdown

switch,

and

then

shuts

(oil

pressure,

water

or

exhaust

down.

temperature)

.

2.

High

engine

water

or

exhaust

temperature.

3.

Dirty

fuel/water

separator

filter.

4.

Mechanical

check

valve

at

the

fuel

supply

faulty.

(If

installed).

5.

Low

oil

level

in

sump.

6.

Faulty

fuel

pump.

7.

Faulty

engine

temperature

sensor.

Engine

starts,

runs

1.

Fuel

line

restriction.

but

does

not

come

2.

Mechanical

check

valve

at

the

up

to

speed.

fuel

supply

is

faulty.

3.

Throttle

plate

binding.

4.

Faulty

fuel

pump.

5.

Faulty

wire

connection.

6.

Faulty

engine

temperature

sensor.

7.

AC

generator

overload.

S.

HiQh

exhaust

pressure.

Engine

hunts.

1.

Low

battery

voltage.

2.

Generator

is

overloaded.

3.

Cracked

distributor

cap.

4.

Faulty

high

tension

wires.

5.

Faulty

fuel

pump.

6.

High

exhaust

back-pressure.

7.

Valves

are

out

of

adjustment.

S.

Governor

is

out

of

adjustment.

9.

Dirty

fuel

filters.

10.

Throttle

linkage

is

binding.

NOTE:

When troubleshooting a loss

of

ignition spark

and

the overspeed switch

is

suspect: By-pass the switch by lifting the

T3

connector (overspeed terminal board)

and

connecting

it

to

the vacant T4 spade connector. Start the engine and if the

spark returns, the overspeed switch is at fault. Refer to the

OVERSPEED WIRING DIAGRAM .

.....v'

WESTERBEKE

Engines & Generators

34

ENGINE

TROUBLESHOOTING

PROBLEM

PROBABLE

CAUSE

PROBLEM

PROBABLE

CAUSE

Engine

misfires.

1.

Poor

quality

fuel.

No

DC

charge

to

the

1.

Faulty

connections

to

2.

Incorrect

timing.

starting

battery.

battery

charging

control.

3.

Dirty

flame

arrester.

2.

Faulty

battery

charging

control.

4.

Cracked

distributor

cap.

3.

Faulty

bridge

rectifier.

5.

Faulty

ignition

wires.

6.

Spark

plugs

are

worn.

4.

Faulty

generator

charger

windings.

7.

High

exhaust

back-pressure.

Blue

exhaust

smoke

1.

Lube

oil

is

diluted.

8.

Valve

clearances

are

incorrect.

discharge

from

the

2.

High

lube

oil

level.

Engine

backfires.

1.

Spark

plug

wires

are

connected

engine.

3.

Crankcase

breather

hose

is

clogged.

wrong.

4.

Valves

are

worn

or

adjusted

2.

Incorrect

timing.

incorrectly.

3.

Engine

is

flooded.

See

Engine

is

flooded

under

Engine

cranks

but

5.

Piston

rings

are

worn

or

unseated.

tails

to

start.

Black

exhaust

smoke

1.

Dirty

flame

arrester.

4.

Dirty

flame

arrester.

discharge

from

the

2.

Faulty

carburetor.

5.

Cracked

distributor

cap.

engine.

3.

Idle

mixture

jet

too

rich.

6.

High

exhaust

back-pressure.

4.

Accelerator

diaphram

leaking.

Engine

overheats.

1.

Coolant

loss.

Pressure

test

cooling

system.

2.

Faulty

raw

water

pump

impeller.

3.

Belts

are

loose

or

broken.

5.

Valves

are

worn

or

incorrectly

adjusted.

6.

Lube

oil

is

diluted.

4.

Raw

water

pump

worn.

7.

Piston

rings

are

worn

or

unseated.

5.

Faulty

thermostat.

8.

Crankcase

breather

hose

is

clogged.

Low

oil

pressure.

1.

Low

oil

level.

2.

Wrong

SAE

type

oil

in

the

engine.

Poor

performance

1.

Main

jet

clogged.

Remove

and

clean.

3.

Wrong

type

oil

filter.

at

generator

speed.

2.

Carburetor

inlet

filter

clogged.

4.

Relief

valve

is

stuck.

Remove

and

clean.

5.

Faulty

oil

pump.

6.

Faulty

engine

bearings.

7.

Faulty

oil

filter.

3.

Fuel

pump

clogged.

Remove

and

replace.

4.

Air

intake

filter

screen

dirty.

Remove

and

clean.

High

oil

pressure.

1.

Dirty

oil

or

wrong

SAE

type

oil

in

the

engine.

2.

Relief

valve

is

stuck.

Engines & Generators

35

GENERATOR

INFORMATION

USE

OF

ELECTRIC

MOTORS

The

power

required

to

start

an

electric

motor

is

considerably

more than is required

to

keep it running after it is started. Some motors require much more current to start them than others. Split-phase (AC) motors require more current

to

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

as

small power tools. Because they require 5

to

7 times as much current to start

as

to

run, their use should be

avoided, whenever possible,

if

the electric motor is to be dri-

ven

by

a small generator. Capacitor and repulsion-induction

motors require from 2

to

4 times as much current

to

start

as

to

run.

The

current

required

to

start

any

motor

varies

with

the

load connected

to

it.

An electric motor connected

to

an air

compressor,

for

example,

will

require

more

current

than

a

motor to which

no

load is connected.

In general, the current required

to

start 115-

Volt

motors con-

nected

to

medium starting loads will be approximately as

follows:

MOTOR

SIZE

AMPS

FOR

AMPS

FOR

(HP)

RUNNING

STARTING

(AMPERES)

1/6

3.2

6.4

to

22.4'

1/4

4.6

9.2

to

32.2'

1/3

5.2

10.4

to

72.S'

1/2

7.2

14.4

to

29.2'

3/4

10.2

20.4

to

40.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

starting

motors is required for only an instant, the generator will not

be damaged

if

it can bring the motor

up

to

speed in a

few

seconds.

If

difficulty is experienced in starting motors, 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 ampprobe.

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 hat leg

for

the vessel's distribution

panel. This will ensure

good

motor starting response from the

generator.

Generator

Frequency

Adjustment

Frequency is a direct result

of

engine/generator speed,

as

indicated by the following:

• When the generator is run at 1800 rpm, the

AC

voltage

output frequency is

60 Hertz.

• When the generator is run at 1500 rpm, the

AC

voltage

output frequency is

50 Hertz.

Therefore,

to

change the generator's frequency,

the

genera-

tor's drive engine's speed must be changed. Along with a

reconfiguring

of

the

AC

output

connections

at

the

generator,

a regulator board voltage output adjustment must also be

made. See

ELECTRONIC GOVERNOR in this manual.

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 exces-

sive 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 SAE grade

8,

identified

by

6 radial marks, one at each of the 6 cor-

ners of the head.

• The rear armature bearing is lubricated and sealed;

no

maintenance

is

required.

However,

if

the

bearing

becomes

noisy or rough-sounding, have it replaced.

• Examine bearing at periodic intervals. No side movement of shaft should be detected when force is applied. if side motion is detectable, bearings are wearing or wear on

shaft

of

bearing socket outside bearing has occurred.

Repair must be made quickly or major components

will

rub and cause major damage to generator.

Carbon

Monoxide

Detector

WES1ERBEKE 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, 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

36

Be

GENERATOR

SINGLE

PHASE

NOTE:

WESTERBEKE recommends that the following generator tests

and adjustments be

peiformed by a qualified technician.

DESCRIPTION

The Be generator

is

a brushless, self-excited generator which

requires only the driving force

of

the engine to produce an

AC output. The stator houses

t:'IXro

setS

of windings; the main

stator windings and the exciter windings.

When

the generator is started, residual magnetism in the four rotating poles induces a voltage in the stator which then generates an even larger voltage in the exciter windings. This mutual build up of

voltage in the four rotating poles and in the exciter wind-

ings quickly reaches the saturation point

of

the capacitor(s) and a regulated energy field is then maintained in the stator. At the same time, this regulated field produces a steady voltage in the stator windings which can then

be

drawn

off

the

generator's AC terminals to operate AC equipment.

The

generator

is

a single-phase, reconnectable 120 volt AC two-

wire or 240 volt AC three-wire, at

60

hertz;

or

115

volt AC

two-wire

or

230 volt

AC

two-wire, at

50

hertz. Refer to the

SPECIFICATIONS section

of

this manual for generator rat-

ings.

The

generator's data plate gives the voltage, current and

frequency rating

of

the generator. An

AC

wiring decal is

affixed to the inside

of

the louvered cover at the generator

end. A

diagnlIl1

of

the various

AC

voltage connections is provided on the decal. An Integral Controller (IC) is mounted inside the generator and supplies a continuous

DC

charge to

the generators starting battery when the generator is running.

For more information see the

INTEGRAL

CONTROLLER

DC

CHARGER

section in this manual.

Circuit

Breaker

A circuit breaker is installed on all single phase \VESTERBEKE generators. This circuit breaker will automatically disconnect generator power in case

of

an electrical

overload. The circuit breaker can be manually shut

off

when

servicing the generator to ensure that no

power

is

corning

into the boat.

NOTE:

This circuit breaker is available as a WESTERBEKE

add-on kit

for

earlier model generators; contact your

WESTERBEKE

dealer.

Circuit

Breaker

Part

Numbers

7.0Kw

#042714

S.8Kw

#042713

4.5Kw

#042232

3.8Kw

#042712

r-----------------------------------------,

MODEL

4.5

: D :

GENERATOR

INTERNAL

WIRING

SCHEMATIC

WITH

DC

BATTERY

CHARGING

CIRCUIT

, '

I :

r---------,

I :

I I I - I A

ROTATING

FIELD/AUXILIARY

WINDINGS

I q I I I

WITH

DIODES.

I I I ! B

MAiN

STATOR

WINDINGS.

!

DIODE.

lfj------:-:--------

----------

CEXCITER

WINDINGS

AND

CAPACITDR(S).

I I :

BID

DC

BAmRY

CHARGING

CIRCUIT

WITH

I I I

~

I

BRIDGE

RECTIFIER

AND

INTEGRAL

I A : : 2

~

I

CONTROLLER.

!

ffI

j i 6

411

MODEL

7.0

r"D--

30AMP

---------------------------------l

1

11

~I

I I

] I I

t-

I I I

1010DE

II,

5"

"

I I J I

1 I I 6 I

r---------,

,

INTEGRAL

I

I I ~ ______

--

____

...I

I I I

CONTROLLER

:

L------j:1

n!

i

DIDDq

ifr----:

r

-----------

J

: II

Bl

1

98

H

600

I

I,

~l

1

iA::

2=:,

Lc:i~I~~_

:

::

:;

!DiOD~

ii

6::;

[

1IIf--------~L-----:

L

________

J i n

m11Q

50i:

6050

9898

II

..

III

I"

6 I

i c t

"PAI~

t

"PAI~

:

________________

.J

DUAl

EXCITER

CIRCUIT

Engines & Generators

37

Be

GENERATOR

SINGLE

PHASE

NOTE:

WESTERBEKE recommends that the following generator tests

and be peiformed by a qualified technician.

NOTE:

THE

#7

WIRE

IS

SHOWN

CONNECTED

AS

A

DEMONSTRATION

OF

HOW

THESE

CONNECTIONSCAN BE

MADE.

GROUND

BRIDGE

CAPACITOR/

SINGLE

EXCITER

NO-LOAD

VOLTAGE

ADJUSTMENT

1.

Remove the louvered metal plate, at the back

of

the

generator,

covering

the

AC

terminal

connections

and

the capacitor(s).

2.

Start the generator and allow it to run for approximately

five

minutes

so

the

engine

can

wann

up.

Make

Sure

the

generator

is

operating

without

any

equipment

drawing

AC

current

from

the

generator

(that

is,

shut

off

all

electrical

appliances). Make sure the engine's speed (Hertz)

is

correct. Adjust the governor

as

needed

to

obtain the

correct

engine

speed

before

proceeding.

3. Refer to the AC LOAD CONNECTIONS DIAGRAM for

the

correct

configuration

then

check

the

generator's

no-load

voltage

by

measuring

the

voltage

across

the

neu-

trallead and the hot lead with a volt meter. Make sure you

record

this

reading.

The

generator's

no-load voltage

is

115

- 124 volts at 60.5 - 61.5 Hertz.

If

the voltage output

is

higher

or

lower

than

specified, proceed.

4.

Shut

off

the generator. Make sure the correct Hertz lead

(60 Hertz #6, or 50 Hertz #5)

is

plugged into the

capacitor(s).

A

WARNING:

Capacitors

must

be

discharged

before

handling

as

they

store

electricity

and

can

pack a poten-

tially

lethal

charge

even

when

disconnected

from

their

power

source.

NOTE:

Simply cross the capacitor's two terminals with an

insulated (plastic handle) screwdriver. This will discharge

any excess electricity.

SINGLE

EXCITER

CIRCUIT

60Hz

120

VOLT

CONFIGURATION

ILLUSTRATION

WHITE

,

-<b"-INTEGRAL

CONTROLLER

//

[BATTERY

CHARGERI

TERMINAL

BOARD

II

lz

A

WARNING:

00

not

attempt

to

make a no-load

voltage

adjustment

while

the

generator

is

operating.

The

capacitor

can

produce a 400-500

volt

charge.

Touching

any

wiring

can

produce a severe

electrical

shock.

In

addition,

attempting

to

make a no-load

volt-

age

adjustment

while

the

generator

is

operating

could

cause

your

fingers

to

be

caught

in

the

generator's

rotor.

5.

There

are

three

plugs

grouped

for

the

capacitor

tenninal, #7, #8,

and

#9.

If

the

generator's

no-load voltage

is

low,

then

disconnect

the

lower

numbered

plug

and

con-

nect

the

plug

with

the

number.

If

the

genera-

tor's no-load voltage

is

high, then disconnect the higher

numbered

plug

and

connect

the

plug

with

the

number. Note that the plug presently connected

to

this

terminal may be

anyone

of

the three plugs available.

6.

If

the

generator's

no-load voltage

cannot

be

adjusted

because the voltage needs

to

be increased and the highest

numbered

plug

is

already

connected

to

the

right

tenninal,

or

the

voltage

needs

to

be

lowered

and

the

lowest

num-

bered plug

is

connected, refer to the WESTERBEKE BC

Generator

Troubleshooting

Guide),

Engines & Generators

38

Be

GENERATOR

SINGLE

PHASE

NOTE:

WESTERBEKE recommends that the following generator tests

and

adjustments be performed by a qualified technician.

50Hz

LEAD

DUAL

EXCITER

CIRCUIT

MODEL

These generators have dual Hertz and no-load voltage adjustment connectors at each capacitor. There are five connectors available for each capacitor. Two connectors are for Hertz selection,

60

Hertz

or

50

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

and #9, are for no-load voltage

adjusttnent.

When making Hertz change or no-load voltage adjusttnents proceed as follows:

1. Shut the generator down.

2.

Select the appropriate Hertz connection to plug into each capacitor #60,

60

Hertz, 1800

RPM

or #50 Hertz, 1500

RPM. The three other connectors

at

each capacitor, #7,

#8, and #9, will have an effect on the no-load voltage

produced by the generator.

One

connector from each

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

will increase or decrease approximately 8 - 10 volts

between connectors used in any pair combination to

achieve the prescribed no-load voltages illustrationed above.

A

WARNING:

Make

certain

the

insulating

covers

on

the

unused

leads

are

in

place

and

are

NOT

in contact

with

each

other

or

in

contact

with

the

generator's

DUAL

EXCITER

CIRCUIT

60

Hz

120

VOLT

CONFIGURATION

ILLUSTRATION

INTEGRAL

CONTROLLER

>.

[BATTERY

CHARGER!

,

'-

/

,fi~if"·

.

. /

.....

~

.....

-;./

--)

,

/

TERMINAL

BOARD

II

NOTE:

Simply cross the capacitor's two tenninals with an

insulated )plastic handle) screwdriver. This will discharge

any excess electricity.

NOTE:

When changing Hertz produced by the generator, an

engine speed adjustment at the governor

must

be made. The

AC

output connections on the terminal blocks

must

be

selected

for

the voltage and Hertz to be produced. The Hertz

plug connection at the capacitor must be changed

for

50

Hertz (#5)

or

60 Hertz (#6). Theframe ground wire

must

be

moved when changing from

115 volts,

50

Hertz

to

230 volts,

50

Hertz

A

WARNING:

Capacitors

must

be

discharged

before

handling

as

they

store

electricity

and

can

pack

a

potentially lethal

charge

even

when

disconnected

from

their

power

sourr:e.

Engines_ & Generators

39

AC

TERMINAL

BOARD

CONNECTIONS

ACTERMINAL

L1

N

L1

((W.@£3)

®

@

® @

BLACK

BREAKER

120V/60Hz

230V/50Hz

•

115V/50Hz

L1

N

L1

BATTERY

CIRCUITS I RESISTANCE

VALUES

MODEL

4.5

r·O----;;AM,---------------------------------l

"

GENERATOR

INTERNAL

WIRING

SCHEMATIC

WITH

DC

BATTERY

CHARGING

CIRCUIT

, ,

,

r---------,

I :

"I

- ,

A

ROTATING

FIELD/AUXILIARY

WINDINGS

i

Dloofrl

!

fr----:

r

----

________

J

I

II

Bl

I

II

::.:1

I

II

UI

lA

I:

2~1

i

GlI!64~1

WITH

DIODES.

B

MAIN

STATOR

WINDINGS.

C

EXCITER

WINDINGS

AND

CAPACITOR{S).

D

DC

BATTERY

CHARGING

CIRCUIT

WITH

BRIDGE

RECTIFIER

AND

INTEGRAL

CONTROLLER.

r I ::::1

J I ffi'

I I

....

1

!

DIODE

!

___ ' _______

§_J

I r I

L

_________

:

n:

I I

I

98

~O

50

I

: t

CA'T

ro

•

~

:;

L~

___

f:::":-"

__

I

CAPACITOR

RATINGS

4.5

BC

25MF

7.0

BC

31.5MF

WHEN

CHECKING

OR

REPLACING

A

CAPACITOR,

CHECK

THE

RATING

ON

THE

CAPACITOR

AND

REPLACE

WITH

THE

SAME

RATING.

MODEL

7.0

:-0'--------------------------------------1

, ,

I ,

, ,

,

r---------,

I'

I

I , . - ,

i

Dloofrl

!

fr----:

r

-----------

J

I

II

Sl

I ! i

~

WINDING

:A

: i 2

~

RESISTANCE

, I

~

,

GI':

6

411

VALUES

(OHMS)

I

II

::E

I

II

ffi

I

II

....

.

I

DIODE

I I 5

4.SBC

ROTOR

!L'

j

r-n----

--

-6r:n------

--I

~;i~~::

---------"

:

60

50i:

6050

8

98

'''"'

7.0BC

ROTOR

I

"'

'"

I

CHARGER

!_~i~1i:~t

__

~IO~t_l

~~~~~ERR

DUAL

EXCITER

CIRCUIT

-..v- WESTERBEKE

Engines & Generators

40

3.8

0.1

0.6

1.9

4.0

0.1

0.4

'2:

Be

GENERATOR

SINGLE

PHASE

TESTING

THE

EXCITER

WINDINGS

Single

Capacitor

1.9

Ohms

Dual

Exciter

2.2

Ohms

An

AC

voltage

is

induced

in

these windings

by

the

rotating

field.

Checking

the

residual

voltage

output

from

this

winding

can detennine the condition

of

the winding when troubleshoot-

ing.

RESIDUAl

VOLTAGE:

Single

Capacilor

Model:

10·

14

Volls

AC

from

each

winding

Dual

Exciter

Model:

7 - 9

Volts

AC

from

each

winding

AC

voltage can be measured across the capacilor(s) while the

generator is operating. This voltage

may

be

as high as

400

to 500 volts AC. This voltage buildup is accomplished as the exciter windings charge the capacitor(s) and the capacitor(s) discharge back into the exciter windings. This

AC

voltage

reading is taken between the

#60

Hertz connector and the #

connection plugged into the capacitor(s) while the generator is operating

at

its rated Hertz (61.5 - 62.0). This flow

of

satu-

rating AC in the exciter windings produces a phase-imbalance type

of

field that effects the auxiliary windings: a

beneficial result that produces good motor starting characler-

istics for this type

of

generator.

To measure the resistance value

of

the exciter windings,

locate the

#9

and the

#50

Hertz capacitor connections.

NOTE:

Three

numbered capacitor connections exist:

#7, #8,

and #9; and

two

Hertz connections, #50 and

#60.

Unplug any other connections from the capacitor(s) noting their position

on

the

capacitor. Place one lead

of

the

ohmme-

ter

on

plug connection

#9

and the other lead on plug connec-

tion

#50

Hertz. Measure the resistance value

of

the exciter

windings.

Check to make sure there is no continuity to the

ground/generator case from either

of

the two leads. Also

check

that no continuity exists between either the

#50

Hertz

plug or the

#9

plug and any

of

the main stator windings leads

on the

AC

tenninal block.

If

continuity is found here, a fault

exists between these

two

winding groups.

FIELD-TESTING

THE

CAPACITOR

With a capacitor meter, test the capacitor following the instructions included with the meter, and compare the results

with the value shown

on

the capacitor. \Vhen a capacitor

meter is not available, perform the following simple test:

1,

Marking them

so

they may be reattached correctly.

unplug the connections from the capacitor.

2. With a jumper, short across the two connections exposed in the previous step.

TIris ensures the capacitor is dis-

charged as it would be at shutdown.

3. With an ohmmeter

set

on the high R scale, place its plus

(+) lead on one capacitor connection and the negative (-)

lead on the other capacitor connection. A resistance

should be read and should rise slowly as the meter attempts to charge the capacitor. This indicates a presumably good capacitor.

4. Indications

of

a defective capacitor:

a. Zero resistance

or

no rise in resistance value (shorted

capacitor).

b.

Infinite resistance (open capacitor).

c.

No

continuity should be found between the capacitor's

connections and the capacitor's case

or

base.

s.

Capacitor Ratings .(Capacitor meter)

a. Single Capacitor Units:

25.0 microfarads (uP)

5'

b.

Dual Capacitor Units: 31.5 microfarads (uP)

5'

NOTE:

The capacitor rating

is

marked

on

the

housing

of

the

capacitor:

25.0 Microfarad capacitor PN 035985

31.5 Microfarad capacitor PN

035978.

6. 12 volt

DC

excitation (low

or

no

AC

output voltage) the

generator may

be

excited using 12 volts

DC

taken from the engine's starting battery. This voltage is applied across the

#50

and

#9

leads

of

the exciter circuit windings with any other numbered leads unplugged from the capacitors(s).

The

generator's reaction during flashing

will help

detennine

its fault.

7.

During 12 volt excitation, output voltage ranges are as follows:

Single

Capacitor

22-26VAC

Dual

Exciter

12-14

VAC

a. A slight rise in the output voltage with the loading

of the engine andlor a growling noise from the generator end will indicate a fault in the main stator windings.

h.

No

rise or very slight rise in the output voltage will

indicate a fault in the exciter windings.

c. Normal output voltage as specified above, check

exciter circuit capacitor(s).

(+)12

VDC

50Hz LEAD

60Hz

LEAD

(·)12

VDC

Engines & Generators

41

Be

GENERATOR

SINGLE

PHASE

Testing

Component

Resistance

Values

Rotating

Field/Auxiliary

Windings

and

Diodes

Two

sets of windings

are

found

in

the

rotor

assembly.

An

AC

voltage is

produced

in

two

groups

of windings

as

the

rotor

turns at rated rpm. The

AC

voltage passes through each

of

the two diodes mounted on the isolated fixture just before the

rotor

carrier

bearing.

The

AC

sine

wave

is

changed

to a DC

and

this

DC

voltage

is

passed

through

the

two

groups

of

rotating field windings producing a DC field around these

windings. This field affects the AC winding

of.

the two main

stator

groups

inducing

an

AC

voltage

in

these

windings

that

is

available at the AC terminal block connections.

DIODE

1.

Rotating Field! Auxiliary Windings Single Capacitor 3.8 Ohm - Dual Excitor _ 4.0 Ohm

To

check

the

resistance

values,

rotate

the

engine's

crank-

shaft to position the diode(s) on the generator's shaft at

12

0'

clock. To make a quick check

of

these windings,

presume the diode is

OK

and place one

of

the ohmme-

ter's leads on the connection at the top

of

the diode and

the other lead at the connection at the base

of

the diode.

Compare readings with the value above.

If

a distinct difference is noted in the ohm value, carefully unsolder the lead

on

the top

of

the diode and remove the diode from

its isolated heat sink using a thin walled, deep well

7116

in

(II

mm) socket.

NOTE:

The

aluminum heat sink that the diode threads into

can be bent carefully outboard

to

make easier access

to

the

diode.

With the diode removed, both leads for the first group

of

rotating

field/auxiliary

windings

will

be

isolated

with

no

interference from a possibly faulty diode. Check the resistance value

of

the rotating windings by placing the ohmmeter's leads across the two exposed leads.

Also,

verify

that

no

continuity exists between these wind-

ings

and

the

rotor

shaft

by

leaving one

ohmmeter

lead

attached to the winding lead and the other ohmmeter lead touching the shaft: no continuity should exist.

If

continu-

ity is found, a short exists

..

Repeat this same check on the second group

of

windings.

Rotate the engine's crankshaft

1800 to

position the sec-

ond diode and connections at

12

o'clock.

No continuity should

be

found between these two groups

of

windings.

2. Diodes 8 - 9.5 ohms (approximate) using a 260 Simpson

Analog Meter

To check the diode, unsolder the connection from the top

of

the

diode. Place one

ohmmeter

lead

on

the

connection

at the top

of

the diode and the other ohmmeter lead to the

diode's base. Then reverse the position

of

the ohmmeter

leads.

DIODE

H

(+)

LOW

RESISTANCE

A low resistance should be found with the leads in one direction, and infinite resistance (blocking) in the other

direction. Different

meters

will

read

different

resistance

values through the diode.

NOTE:

Different meter models may show different

ohm

values, but should read

the

same for both

diodes.

Diode Rating: 1600 amps 26 Amps

The

diode's

rating

is

far

in

excess

of

the

circuit's

require-

ments. Most likely a diode failure will result from an

overspeed

or

load

surge.

Main

Stator

Windings

Single

Capacitor

0.6 Ohms

Dual

Excitor

0.5 Ohms

Residual voltage measured between # 1-#3 and #4-#6 will be 2-3 volts AC between each pair

of

leads at the terntinal

block. This would be an indication that the stator windings

are okay. Check exciter windings and artificially excite the

generator.

NOTE:

THE

NUMBERED

LEADS

ON

THE

TERMINAL

BLOCK

ARE

NOT

IN

ANY

NUMERICAL

ORDER.

THEY

ARE

AS

SHOWN

BELOW

, , 3

000

, 2 6

000

TERMIIIIALliLD.C.K

Group #1 - Measure resistance value betw.een terntinal with

lead #1 and terntinal with lead #3. (Check that there

is

no

continuity

of

Group

#1

windings to the case ground.)

Group #2 - Measure resistance value between terntinal with lead

#4

and terminal with lead #6. (Check that there is no

continuity of

Group

#2 windings

to

the

case

ground.)

Check for a possible short between the two groups

of

stator

windings by placing one lead

of

the ohmmeter on the terntinal with the stator lead #3 and the other ohmmeter lead on the terntinal with stator lead #6. There should be

no

continu-

ity

between

the

two

groups

of

stator

windings.

Engines & Generators

42

o

'"

,.

z

'"

m

Be

GENERATOR

SINGLE

PHASE

INTEGRAL

CONTROLLER

(I.C.)

The

Integral Controller (I.C.) is an encapsulated, solid-state

unit that supplies a

DC

charging voltage to the generator's

starting battery while the generator is opening.

Charging

Voltage: 13.0 - 14.0 volts

DC

Charging

Amperage:

0 - 17.0

amps

DC

A separate

group

of stator windings supplies

AC

voltage to a

bridge rectifier which converts the

AC

current to supply the

I.e.

unit. The

I.e.

unit senses

the

needs

of

the starting battery

and supplies a DC charge when

one

is needed.

If

you suspect

that the I.C. unit is faulty (that is,

if

the battery's charge is low), check the charging circuit and it's components as described in the following steps. Check all connections for cleanliness and tightness including the ground before replacing the I.C. unit.

NOTE:

When

the

generator is first started, the

I.

C.

unit will

produce a

low

charging

rate.

This charging rate will

n'se

as

the generator

is

operated.

The Integral Controller is mounted inside the generator housing in the

12:00

position. There is a voltage output adjustment

on the controller that will allow a

DC

voltage output adjust-

ment

of

± 2 volts.

NOTE:

New four wire controllers eliminate the ballast resistor

circuit since

the

ballast resistor's function is now handled

internally. Whenever replacing

an

early stylr controller with

the

newer four wire model,

rerrwve

the ballast resistor and its

wiring.

INTEGRAL

CONTROLLER

VOLT

~

+ _

GND

o

BLACK

VOLTAGE

OUTPUT

ADJUSTMENT

(ON

BACK)'

_..J1'-I

+

AC

YELLOW

GROUND

TO

GENERATOR

CASE

BRIDGE RECTIFIER

NOTE:

Earlier model controllers had white/green

(-)

negative

and whitelblack ground connections that

are

interchangeable.

AC

Testing

the

Battery

Charging

Circuit

1.

Bridge

Rectifier

Normal

AC

voltage running to the rectifier (while the

engine is operating at

1800 rpm) is measured across the

two

AC connections on the bridge rectifier. (As

illustrated). AC voltage running to the bridge rectifier (approximate):

No-load

off

the

generator

16.0 volts

AC

Full-load

off

the

generator

17.5 volts

AC

Normal

DC

voltage running out

of

the rectifier (in volts

DC) is measured across the two

DC

connections

of

the

bridge rectifier; that is

+ and

-.

DC

voltage running from the bridge rectifier

(approximate):

No-load

off

the

generator

Full-load

off

the

generator

2.

AC

winding:

0.10

ohm

17.0 volts

DC

18.5 volts

DC

Lift the two

AC

wire leads off the bridge rectifier and measure, the resistance between these two leads with an ohmmeter.

It

should measure 0.10 ohm.

No

continuity

should exist between these two leads and the ground

Or

the main AC stator windings.

3. Testing

the

Bridge

Rectifier

(meter used - Simpson 260)

a.

Set your ohmmeter's scale on

RXI

(+ DC) and set the

needle to zero.

b. Connect the (+) positive lead from the ohmmeter to

point #4. Taking the ohmmeter's negative

H lead,

momentarily touch points #1, #2, #3, and #5.

The

ohm-

meter should register no deflection for any

of

the

points touched.

c. Remove the positive (+) lead from point

#4

and

connect

the

negative

(-)

lead; momentarily touch

points

#1, #2, and #3.

The

ohmmeter's needle should

deflect when each point is touched.

d.

Leaving the negative ohmmeter

(-)

lead on point #4,

. touch point #5 with the positive lead. No deflection

should take place.

e.

Place the positive (+) lead

On

point

#1

and the negative

(-)

lead on point #3.

The

ohmmeter again should no!

register any deflection (no deflection indicated infinite

resistance). Reverse these connections and the ohmmeter should again register no deflection.

If

the rectifier

fails any

of

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

fier because it is defective.

NOTE:

Different types and/or brands

of

test meters may

produce opposite test

results.

POINT

#4

POINT

#3

POINT

15

MOUNTING

HOLE

~

WESTERBEKE

Engines & Generators

43

BATTERY

CHARGING

CIRCUIT

The DC Circuit on the BCGB functions to start, operate and

stop

the

generator's

engine.

The

circuit

is

best

understood

by

reviewing

the

DC

Wiring

Diagram

and

Wiring

Schematic.

The engine's DC wiring

is

designed with three simple basic

circuits: start, run and stop.

The engine has a 12 volt

DC electrical control circuit that

is

shown on the Wtring Diagrams. Refer to these diagrams

when troubleshooting or when servicing the

DC electrical

system

or

the

engine.

BATTERIES

A

CAUTION:

To

avoid

damage

to

the

battery

charg-

ing

circut,

never

shut

off

the

engine

battery

switch

while

the

engine

is

running.

Shut

off

the

engine

battery

switch,

however,

to

avoid

electrical

shorts

when

work-

ing

on

the

engine's

electrical

circuit.

Specifications

The minimum recommended capacity

of

the battery used in

the engine's 12-volt

DC

control circuit is 300 CCA.

BATTERY

CHARGING

The generator supplies a continuous

17

amp charge from its

battery charger to the starting battery.

'iNTEGRAL

_______

y/

;;t.0NTROllER"

//"'-----.

~//

I

~~~

YEllOW

(+)

RED

TO

CIRCUIT

,

BREAKER

NOTE:

Should the battery charger

or

bridge rectifier fail, the

generator windings are protected

by a 30

amp fuse.

Battery

Maintenance

Review

the

manufacturer's

recommendations

and

then

estab-

lish a systematic

maintenance

schedule

for

your

engine's

starting batteries and house batteries.

•

Monitor

your

voltmeter

for

proper

charging

during

engine

operation.

• Check the electrolyte level and specific gravity with a hydrometer.

• Use only distilled water

to

bring electrolytes to a proper

level.

• Make certain that battery cable connections are clean and tight to the battery posts (and to your engine).

• Keep your batteries clean and free

of

corrosion.

A

WARNING:

Sulfuric

acid

in

lead

batteries

can

cause

severe

burns

on

skin

and

damage

clothing.

Wear

protective

gear.

COMPONENT

TESTING

Refer to COMPONENT TESTING in this section.

TESTING

THE

CHARGING

CIRCUIT

See the next page.

Engines & Generators

44

TESTING

THE

BATTERY

CHARGING

CIRCUIT

BATTERY

CHARGER

The

generator

supplies a continuous

17

amp

charge

from

its

battery

charger

to

the

starting

battery.

To

test

the

battery

charger

put

a multimeter between the positive (+)

and

negative (-) leads to the battery.

It

should indicate 13.5V to

14V

with

the

engine

running.

If

only

the

battery

voltage is

indicated, check that the battery charger tenninal connections

are tight. With the unit running, test between the

(+) and (-)

tenninals for

13.5V to

14Y.

If

no charge is indicated, replace

the charger.

----

---

------

-

--

- -

--

- - -----

- - -

--

- -

---

-

---,

r

OC

I

~~

I

30A

I

I.C.

I

I I

I I I

~m

I

CONTROLLER

:

I

Hz

:

L

__________________

_____

____

...J

Engines &

Generators

45

TO

CIRCUIT

BREAKER

IV'DCHO"

OR

GREEN

(-)

TO

BRIDGE

RECTIFIER

TESTING

THE

BATIERY

CHARGER

TO

GROUND

SHORE

POWER

TRANSFER

SWITCH

120

VOLT/50

HERTZ

TWO

WIRE

CONFIGURATION

230

VOLT/50

HERTZ

TWO

WIRE

CONFIGURATION

Generator

~

NOTE:

Diagram

shows

connections

for a two-

wire.

120-Volt

system

from

the

generator.

with

three_wire,120_Volt

boat

system.

;;

Ship·lo·Shore

Switch

13

Pole)

PH

32008

~

~\-+-~N"'e"e!""'a'-'

_N

Ships Load

(40Amps/Pole)

PN

32009

(80Amps/Pole)

PN

32010

(125

Ampsl

Pole)

PN

32133

(200Amps/Pole)

L1

z

w w

'"

~

4 3

o 0

5 2

GENERATOR

GROUND

N

6

'"

~

GENERATOR/SHORE

...I SWITCH

•

PN

32009

PH

32010

PH

32133

/-',

.'----~}

-r;l

.....

,,/

(WHT)

:~~~:O-VOlt

j -.G-;ound II'

Equipment

SHIP'S

LOAD

Z

(GRN)

,

~

Shore

Power

If

the

installer connects shore power to the vessel's AC

circuit, this must

be

done

by

means of

the

Shore Power

Transfer Switch

..

Set

the

transfer switch shown

in

the

diagrams

to

the

OFF position. This switch prevents

simultaneous connection of shore power to generator output.

A

CAUTION:

Damage

to

the

generator

can

result

if

utility

shore

power

and

generator

output

are

connected

at

the

same

time.

This

type

of

generator

damage

is not

covered

under

the

warranty;

it

is

the

installer's

responsi-

bility

to

make

sure

all

AC

connections

are

correct.

\

L1

N )

SHORE POWER

230V

50HZ

-:;-

SHORE

GROUND

• N

_

SHIP'S

-

GROUND

Switching

Shore

Power

to

Generator

Power

A

CAUTION:

Heavy

motor

leads

should

be

shut

off

before

switching

shore

power

to

generator

power

or

vice-versa

because

voltage

surges

induced

by

switching

with

heavy

AC

loads

on

the

vessel

being

operated

may

cause

damage

to

the

exciter circuit

components

in

the

generator.

Engines & Generators

46

I

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

will serve

as

a checklist

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 oftens puts a

severe strain on the propeller shaft or coup ling or

hath, 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 recom-

mended for use

in

the fresh water cooling 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. Then 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 "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.

Engine

oil

and

combustion

deposits

combine

to

produce

harmful

chemicals

which

can

reduce

the

life

of

your

engine's

internal

parts.

Fuel

System

[Gasoline]

Top

off

your fuel tanks with unleaded gasoline

of

89 octane

or higher. A fuel conditioner such as

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

[Diese~

Top

off

your fuel tanks with No.2 diesel fuel. Fuel additives

such as

BIOBOR and

STABIL

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 seperator used in the system. Change the element

in your primary fuel filter/water seperator.

if

the fuel system

has one, and clean the seperator 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

- !O 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 -

!O

minutes will help

allow movement

of

the treated fuel through the injection

equipment

on

the

engine.

Raw

Water

Cooling

Circuit

Close the through-hull fitting. Remove the raw water intake hose from the fitting. 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

debis

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. Get a replacement,

if

needed, and a

cover gasket.

Do

not replace the impeller (into the pump)

until

recommissioning,

but

replace

the

cover

and

gasket.

Intake

Manifold

and

Thru-Hull

Exhaust

Place a clean cloth, lightly soaked in lubricating oil, in the opening

of

the intake manifold to block the opening. Do not

shove the cloth out

of

sight. (If it is not visable at

recommissioning,

and

an

attempt

is

made

to

start

the

engine,

you may need assistance

of

the servicing dealer).

Make

a note to remove the cloth prior to start-up. The thru-hull exhaust port can be blocked in the same manner.

Engines & Generators

47

LAY-UP & RECOMMISSIONING

Starter

Motor

Lubrication and cleaning

of

the starter drive pinion is advisable,

if

access to the starter permits its removal. Make sure the

battery connections are shut

off

before attempting to remove

the starter. Take care in properly replacing any electrical

connections

removed

from

the

starter.

Cylinder

Lubrication

If

you anticipate a long lay-up period (12 months

or

more)

WESTERBEKE

recommends removing the fuel injectors for

access to the cylinders.

Squirt light lubricating oil into the

cylinders to prevent the piston rings from sticking

to

the

cylinder walls. Make sure you have replacements for the injector

and

return

line sealing washers.

Intake

Manifold

[Gasoline]

Clean the filter screen in the flame arrester, and place a clean cloth lightly soaked in lube oil around the flame arrester

to block any opening. Also place an oil-soaked cloth in the through-hull exhaust port. Make a note

to remove cloths prior to

start-up!

Cylinder

Lubrication

[Gasoline]

Spray fogging oil into the open air intake, with the flame arrestor removed, while the generator is running.

The

fogging

oil will stall out the engine

and

coat the valves, cylinders and

spark plugs for winter protection.

NOTE:

The spark plugs will

need

to be removed

for

cleaning

and regapping

at

spring commissioning.

Batteries

If

batteries are to he left

on

board during the lay-up period,

make sure that they are fully charged,

and

will remain that

way, to prevent them from freezing.

If

there is any doubt that

the batteries will not remain fully charged,

or

that they will

be

subjected

to

severe

environmental

conditions,

remove

the

batteries

and

store

them

in a wanner,

more

compatible

environment.

A

WARNING:

Lead

acid

batteries

emit

hydrogen,

a

highly-explosive

gas,

which

can

be

ignited

by

electrical

arcing

or a lighted

cigarette,

cigar,

or

pipe.

Do

not

smoke

or

allow

an

open

flame

near

the

battery

being

serviced.

Shut

off

all

electrical

equipment

in

the

vicinity

to

prevent

electrical

arcing

during

servicing.

Transmission

[Propulsion

Engine]

Check

or

change the fluid

in

the transmission as required.

Wipe

off

grime and grease

and

touch up any unpainted areas.

Protect the coupling

and

the output flange with an anti-

corrosion

coating.

Check

that

the

transmission

vent is

open.

Spare

Parts

Lay-up time provides a good opportunity to inspect your WESTERBEKE

engine to see

if

external items such as drive

belts

or

coolant hoses need replacement. Check your basic

spares kit and order items not on hand,

or

replace those items used during the lay-up, such as filters and zinc anodes. Refer to

SPARE

PARTS

section

of

this manual.

Recommissioning

The

recommissioning

of

your

WESTERBEKE

engine after a seasonal lay-up generally follows the same procedures as those presented

in

the

PREPARATIONS

FOR

STARTING

section regarding preparation for starting and normal starts. However,

some

of

the lay-up procedures will need

to

be

counteracted

before

starting

the

engine.

1. Remove the oil-soaked cloths from the intake manifold

2.

Remove

the raw water pump cover and gasket. and discard the old gasket. Install the raw water pump impeller removed

during lay-up (or a replacement,

if

required).

Install

the

raw water pump cover with a new cover gasket.

3. Reinstall the batteries that were removed during the lay-

up,

and

reconnect

the

battery

cables,

making

sure

the

terminals are clean and that the connections are tight. Check to make sure that the batteries are fully charged.

A

CAUTION:

Wear

rubber

gloves, a rubber

apron,

and

eye

protection

when

serviCing

batteries.

Lead

acid

batteries

emit

hydrogen, a highly

explosive

gas,

which

can

be

ignited

by

electrical

arcing

or a lighted

cigarette,

cigar,

or

pipe.

Do

not

smoke

or

allow

an

open

flame

near

the

battery

being

serviced.

Shut

off

all

electrical

equipment

in

the

vicinity

to

prevent

electrical

arcing

during

servicing.

4. Remove

the

spark

plugs,

wipe

clean,

re-gap,

and

install

to

proper tightness [gasoline

J.

S.

Check

the

condition

of

the

zinc

anode

in

the

raw

water

circuit

and

clean

or

replace the anode as needed. Note that

it

is

not

necessary to flush the antifreeze/fresh water

solution from the raw water coolant system. When the engine is

put

into operation, the system will self-flush in a

short period

of

time with no adverse affects.

It

is

advisable,

as

either

an

end

of

season

or

recommissioning

service,

to

inspect

the

area

where

the

zinc

is

located

in

the

heat exchanger and clear any and all zinc debris from that

area.

6. Start the engine in accordance with procedures described

in the

PREPARATIONS

FOR

INmAL

START-UP

section

of

this manual.

Engines & Generators

48

GENERATOR

SPECIFICATIONS

ENGINE

SPECIFICATIONS

Engine

Type

Bore & Stroke Total

Displacement

Bearings Combustion

Chamber

Compression

Ratio

Filing

Order

Aspiration

Direction

of

Rotation

Inclination

Governor

Fuel

Pump

Fuel

Distributor

.

Spark

Plugs

Igniution

Coil

Flame

Arrester

Carburetor

3

cylinde~

4

cycle,

overhead

camshaft

w/counterbalance

shaft,

carbureted

water

cooled

gasoline

engine

2.56 x 2.61

inches

(65.0 x 66.3

mm.

40.3

cubic

inches

(.66

liter)

Four

main

bearings

Semi-spherical

9.8

-1

1-3-2

Naturally

aspirated

Counterclockwise

viewed

from

the

back

end

25°

continuous,

all

directions

30°

temporary,

aU

directions

Mechanical

FUEL

SYSTEM

Electric

fuel

pump

Unleaded

89

octane

or

higher

gasoline

Breakerless

distnbutor

14

mm 12vott Metal

screen

type

Single-barrel

downdraft

type

General

Fresh

Water

Pump

Raw

Water

Pump

Cooling

Water

Capacity

Fresh

water-cooled

block

through

raw

water-

coated

heat

exchanger

circuit

Centlifugal

type,

metal

impeller,

belt-dnven

Positive

displacement,

rubber

impeller,

belt

dnven.

3.5

qts

(3.4

liters)

LUBRICATING

SYSTEM

Type Oil

Fitter

Oil

Capacity

Oil

Grade

Fon;ed

lubocation

by

gear

pump

Fuel

flow,

paper

element,

spin-on

disposals

2.7

qts.

(2.6

liters)

API

Specification

SJ

class

AC

GENERATOR

(SINGLE

PHASE)

Type

Ratings

4_SKW

3_8KW

7,DKW

Brush!ess,

four

pole

capacitor,regulated.

1800

rpm/60Hz,

1500

rpm/50Hz

120/240

volts,

37.5118.7

amps,

60

Hz

single

phase, 4 wire,

1.0

power

factor

230

volts,

13

amps,

50

Hz,

single

phase,

4

wire,

1.0

power

factor

120/240

volts,

58.3129.2

amps,

60

Hz,

single

phase, 4 wire,

1.0

power

factor

ELECTRICAL

SYSTEM

S.DKW

230

volts,

21.7

amps,

50

Hz,

Single

phase,

4

wire,

1.0

power

factor

Start

Motor

Starting

Battery

Capacity

Battery

Charging

12

volt

reduction

gear

with

solenoid

12

volt

negative

ground

TUNE-UP

SPECIFICATIONS

150

Cold

Cranking

Amps(CCA)(min)

Integral

electnc,

17

amps

Spark

Plug

Gap

Spark

Plug

Torque

Cylinder

Head

Torque

BoltTorque

"'"

WESTERBEKE

Engines &

Generators

49

0.031

±.002

inches

(0.8±0.05

mm)

10.8

-15.2Ib-ft

60 -70

Nm

43 -51

ft-Ibs

See

TORQUING

THE

CYLINDER

HEAD

STANDARD

HARDWARE

BOLT

HEAD

MARKINGS

80lt

strength

classes

are

embossed

on

the

head

of

each

bolt.

Customary

(inch)

bolls

are

identifed

by

markings

two

to

grade

eight

(strongest).

The

marks

correspond

to

two

marks

less

than

the

actual

grade,

Le.; a grade

seven

bolt

will

display

five

embossed

marks.

~

rade2

~rade5

~ra.

de7

•

GradeS

~

U

""Ii,;::

3>P~

".""

'"

I"

Metric

bolt

class

numbers

identify

bolts

by

their

strength

with

10.9

the

strongest.

NOTES:

1.

Use

the

torque

values

listed

below

when

specific

torque

values

are

not

available.

2.

These

torques

are

based

on

clean,

dry

threads.

Reduce

torque

by

10%

when

engine

oil

is

used.

3.

Reduce

torques

by

30%

or

more,

when

threading

capscrews

into

aluminum.

STANDARD

BOLT & NUT

TORQUE

SPECIFICATIONS

METRIC

BOLT & NUT

TORQUE

SPECIFICATIONS

SAE

Grade

5

SAE

Grade

6·7

SAE

Grade

8

Cap,rew

Body

Size

Torque

Bolt

Grade

4.6

Grade

4.8

Grade

8.8 • 9.8

Grade

10.9

(Inches)·

(Thread)

Ft·Lb

(Nm)

A·Lb(Nml

A·Lb

(Nm)

Dia.

Wrench

Size

A·Lb

(Nm)

Ft·Lb

(Nm)

Ft·Lb(Nm)

Ft·Lb

(Nm)

1/4·20 8

(11)

10

(141

12

(16)

·28

10

(14)

14

(191

M3

5.5mm

0.3

(0.5)

0.5

(0.7)

1

(1.3)

1.5

(2)

5116

·18

17

(23)

19

(26)

24(33)

·24

19

(26)

27

(37)

M4

7mm

0.8

(1.1)

1

(1.5)

2

(3)

3(4.5)

M5

8mm

1.5

(2.5

2

(3)

4.5

(6)

6.5

(9)

318

·16

31

(42)

34

(46)

44

(60)

·24

35

(47)

49(66)

M8

10mm

3

(4)

4

(5.5)

7.5

(10)

11

(15)

M9

13mm

7

(9.5)

10

(13)

18

(25)

35

(26)

7/16

·14

49

(66)

55

(75)

70

(95)

Ml0

16mm

14

(19)

18

(25)

37

(50)

55

(75)

·20

55

(75)

78

(106)

1/2

·13

75

(102)

85

(115)

105

(142)

·20

85(115)

120

(163)

M12

18mm

26

(35)

33

(45)

63

(85)

97

(130)

M14

21

mm

37

(50)

55

(75)

103

(140)

151

(205)

M16

24mm

59(80)

85

(115)

159

(215)

232

(315)

9116·12

110

(149)

120

(163)

155

(210)

·18

120

(163)

170

(231)

M18

27mm

81

(110)

118

(160)

225

(305)

321

(435)

518·11

150

(203)

167

(226)

210

(285)

M20

30mm

118

(160)

166

(225)

321

(435)

457

(620)

·18

170

(231)

240

(325)

M22

33mm

159

(215)

225

(305)

435

(590)

620

(840)

314

·10

270

(366)

280

(380)

375

(508)

·16

295

(400)

420

(569)

M24

36mm

203

(275)

288

(390)

553

(750)

789

(1070)

7/8· 9

395

(536)

440

(597)

605

(820)

·14

435

(590)

675

(915)

M27

41

mm

295

(400)

417

(565)

811

(1100)

1154(1565)

M30

46mm

402

(545)

568

(770)

1103

(1495)

1571

(2130)

1·

8

590

(800)

660

(895)

910

(1234)

·14

660

(895)

990

(1342)

M33

51

mm

546

(740)

774

(1050)

1500

(2035)

2139

(2900)

M36

55mm

700

(950)

992

(1345)

1925

(2610)

2744

(3720)

NOTE:

Formula

to

convert

Ft-Lbs

to

Metne

(M-Kg)

IS

Ft-Lb

x .1383 _

M-Kg

SEALANTS & LUBRICANTS

GASKETSJSEALANTS

Oil

based

PERMATEX

#2

and

ifs

HIGH

TACK

equivalent

are

excellent

all

purpose

sealers.

They

are

effective

in

just

about

any

joint

in

contact

with

coolant,

raw

water,

oil

or

fuel.

A

light

coating

of

OIL

or

LIQUID

TEFLON

can

be

used

on

rubber

gaskets

and

O·rings.

LOCTITE

hydraulic

red

sealant

should

be

used

on

oil

adapter

hoses

and

the

oil

filter

assembly.

Coat

both

surfaces

of

the

oil

pan

gasket

with

high

temp

RED

SILICONE

sealer.

When

installing

gaskets

that

seal

around

water

(coolant)

passages,

coat

both

sides

with

WHITE

SILICONE

grease.

High·copper

ADHESIVE

SPRAYS

are

useful

for

holding

gaskets

in

position

duro

ing

assembly.

Special~ed

gasket

sealers

such

as

HYLOMAR

work

well

in

applications

requir·

ing

non·hardening

properties.

HYLOMAR

is

particlarly

effective

on

copper

cylinder·head

gaskets

as

it

resists

fuel.

oil

and

water.

Use

LIQUID

TEFLON

for

sealing

pipe

plugs

and

fillings

that

connect

coolant

passages.

Do

not

use

tape

sealants!

BOLTS & FASTENERS/ASSEMBUES

Lightly

oil

head

bolts

and

other

fasteners

as

you

assemble

them.

Bolts

and

plugs

that

penetrate

the

water

jacket

should

be

sealed

with

PERMATEX

#2

or

HIGH

TACK.

When

assembling

the

flywheel,

coat

the

bolt

threads

with

LOCTITE

blue.

Anti·seize

compounds

and

thread

locking

adhesives

such

as

LOCTITE

protect

threaded

components

yet

allows

them

to

came

apart

when

necessary.

LOCTITE

offers

levels

of

locking

according

to

the

job.

LITHIUM

based

grease

is

waterproof,

ideal

for

water

pump

bearings

and

stuff·

ing

boxes.

Heavily

oil

all

sliding

and

reciprocating

components

when

assembling.

Always

use

clean

engine

oil!

1'!!"'tIY'~WESTERBEKE

Engines & Generators

50

BeGB

GENERATOR

HARDWARE

TORQUES

liming

Belt

Nm

ft.lbs.

Fronl

Case,

Counterbalance

Shaft

Nm

ft.

Ibs.

Crankshaft

bolt

135-145

98-105

Front

case

bolts

8-10

6-7

Timing

belt

cover

bolts

10-12

7-9

Oil

pump

cover

bolts

8-10

6-7

Camshaft

sprocket

bolts

80-100

58-72

Oil

pan

bolts

10-12

7-9

Oil

pump

sprocket

nuts

50-57

36-41

Oil

drain

plug

35-45

25-33

Timing

tensioner

nuts

22-30

16-22

Oil

screen

bolts

15-22 11-16

Timing

belt

rear

cover

bolts

10-12

7-9

Oil

pump

driven

gear

bolt

34-40

25-29

Rocker

Arms

and

Rocker

Shaft

Rear

cover

bolts

10-12

7-9

Rocker

cover

shaft

29-35 21-25

Piston

and

Connecting

Rod

Camshaft

thrust

plate

bolt

10-12

7-9

Connecting

rod

cap

nut

15

+

90°

tum

11 + 90"

turn

Rocker

ann

adjust

nut

8-10

6-7

Crankshaft,

Bearing

Cylinder

Head,

Valve

Oil

seal

case

bolts

10-12

7-9

Cylinder

head

bolt

(cold

engine)

60-70

43-51

Bearing

cap

bolts

50-55

36-40

Spark

plug

15.2

10.8

Cylinder

Block

Rocket

cover

12-13

9-10

Taper

plug

1116

8-12

6-9

Miscellaneous

Taper

plug

118

15-22

11-16

Coolant

temperature

sender

12-18

9-13

Water

drain

plug

35-45

25-33

Coolant

temperature

switch

12-18

9-13

Taper

plug

114

NPT

35-45

25-33

Generator

mounts

34-47

23-34

Oil

pressure

switch

12-18

9-13

Exhaust

manifold

16-23

12-17

Oil

pressure

sender

12-18

9-13

Thermostat

housing

8-11

6-8

Water

Pump

Water

pump

8-10

6-7

""'"

WESTERBEKE

Engines & Generators

51

METRIC

CONVERSIONS

INCHES TO MILLIMETERS

MILLIMETERS

TO

INCHES

Inches

mm

Inches

mm

Inches

mm

Inches

1

25.40

15

381.00 1

0.0394

15

0.5906

2

50.80

20

508.00 2 0.0787

20

0.7874

3 76.20 25 635.00 3 0.1181

25

0.9843

4 101.60 30

762.00

4

0.1575

30

1.1811

5

127.00 35

889.00 5

0.1969 35

1.3780

10

254.00

40 1016.00

10

0.3937

40

1.5748

10 MIlliMETERS = 1

CENTIMETER,

100

CENTIMETERS

= 1

METER = 39.37

INCHES

(3.3

FEET)

INCHES TO METERS METERS TO INCHES

Inches

Meters

Inches

Meters Meters

Inches

Meters

Inches

1 0.0254

7

0.1n8

0.1

3.937

0.7 27.559

2

0.0508

8 0.2032 0.2 7.874 0.8 31.496

3

0.0762 9

0.2286 0.3

11.811 0.9 35.433

4

0.1016

10

0.2540

0.4

15.748

1.0

39.370

5 0.1270

11

0.2794 0.5

19.685 1.1

43.307

6

0.1524

12

0.3048 0.6

23.622

1.2

47.244

TO

CONVERT

METERS

TO

CENTIMETERS,

MOVE

DECIMAL

POINT

TWO

PLACES

TO

THE

RIGHT

YARDS TO METERS METERS TO YARDS

Yards

Meters

Yards

Meters

Yards

Meters

Yards

1 0.91440 6 5.48640 1 1.09361 6 6.56168 2

1.82880 7

6.40080 2

2.18723

7 7.65529

3

2.74320

8

7.31520 3 3.28084 8 8.74891

4

3.65760 9

8.22960 4 4.37445 9 9.84252

5

4.57200

10

9.14400

5 5.46807

10

10.93614

MOVE

DECIMAL

POINT

FOR

HIGHER

VALUES -e.g.

6,000

METERS = 6,561.68

YARDS

POUNDS TO KILOGRAMS

KILOGRAMS

TO

POUNDS

Ib

kg

Ib

kg kg

Ib

kg

Ib

1 0.454 6

2.722 1

2.205 6

13.228

2

0.907 7 3.175 2 4.409 7 15.432

3 1.361 8

3.629

3 6.614 8

17.637

4 1.814 9

4.082 4

8.818 9

19.842

5 2.268

10

4.536 5

11.023

10

22.046

GALLONS TO LITERS LITERS TO GALLONS

Gallons

Liters

Gallons

Liters Liters

Gallons

Liters

Gallons

1 3.79

10

37.86 1 0.26

60

15.66

2 7.57

20

75.71 2 0.53

90

23.77

3 11.36

30

113.57

5 1.32

120

31.32

4 15.14

40

151.42

10

2.64

150

39.62

5 18.93

50

189.28

20

5.28 180

47.54

PINTS TO LITERS LITERS TO PINTS

Pints

Liters

Pints

Liters Liters

Pints

Liters

Pints

1 0.47 6

2.84 1

2.11

6

12.68

2

0.95 7

3.31 2

4.23 7

14.79

3 1.42 8

3.79

3 6.34 8

16.91

4 1.89 9

4.26 4 8.45

9

19.02

5 2.37

10

4.73 5

10.57

10

21.13

TEMPERATURE

32

40

50

60

70

75

85

95

105

140

175

212

OF

I

I I I

I I I I

I

I I I

I

I I

I I I

I

0

5

10

15

20

25

30 35

40

60

80

100 °C

'SlY:

WESTERBEKE

Engines & Generators

52

SUGGESTED

SPARE

PARTS

WESTERBEKE

MARINE

GASOLINE

GENERATORS

CONTACT

YOUR

WESTERBEKE

DEALER

FOR

SUGGESTIONS

AND

ADDITIONAL

INFORMATION

DISTRIBUTER

CAP

WITH

WIRES

SPARE

FUSES

FUEL

LIFT

PUMP

SPARE

PARTS

KIT

-------

WESTERBEKE offers two Spare Parts Kits, each packaged in a rugged hinged toolbox. Kit A includes the basic spares.

Kit

B

is

for

more

extensive

off-shore

cruising.

KIT

A

Impeller Kit Heat Exchanger Gasket Oil Filter Drive Belt

Zinc Anodes Spark Plugs

~

WESTERBEKE

Engines & Generators

53

KIT

B

Impeller Kit Water Pump Repair Kit Thermostat Kit Zinc Anodes Complete Gasket Kit Heat Exchanger Gasket Oil Filter Drive Belt Spark Plugs

~

WESIERBEKE

Engines & Generators

Westerbeke 4.5KW BCGB, 7.0KW BCG, 3.8KW BCGB, 5.0KW BCGB, 7.0KW BCGB Operator's Manual

Specifications and Main Features

Frequently Asked Questions

User Manual