Page 1
SERVICE
MANUAL
44A
MARINE
8.
0KW-60Hz
FOUR
DIESEL
10.0KW-60Hz
12.5KW-60Hz
1S.0KW-60Hz
Single
MARINE
and
DIESEL
and
3SC
THREE
ENGINES
6.
0KW-SOHz
7.SKW-SOHz
9.
4KW-SOHz
BTDA
BTDA
BTDB
12.0KW-SOHz
Three
Phase
GENERATORS
BTDC
~
PUBLICATION NO.45100
FIRST EDITION
March 2001
WESTERBEKE
WESTERBEKE
150
JOHN
FAX
'·508
---
Al
ANA
CORPORATION
HANCOCK
884·9688 '
Member National
ROAD. TAUM'ON
WEBS
' MYlES
STANDISH
,
MA
ITE
: www.W
Ma.rine
Mall1~faclurus
02780-7319
ESTERBEKE.COM
AsJ'ocUJliol'l
INDUSTRIAL
·
TEL
--
PARK
'~508-&3-76n
Page 2
Page 3
SAFETY
INSTRUCTIONS
INTRODUCTION
Read this safety
caused by failure to follow
tions. Know when dangerous conditions exist
necessary precautions to protect yourself,
and your
Tire
following safety instructions are in compliance with Ihe
American Roal
PREVENT
A
WARNING
while
engine
power. Lethal
•
Do
not opera
enclosures and covers in place.
• Shut
• Use insulated mats whenever working on elecuical
• Make sure your clothing and skin are dry, not
•
•
• Electrical shock results from handlin g a charged capaci-
off
equipment
equipment.
(particularly shoes) when handling elecuical equipment.
Remove
electrical equipment
Do
not connect utilit y shore power to vessel's AC
circuits, except through a ship-to-shore double throw
transfer switch. Damage to vessel's
result
tor.
Discharge capacitor
PREVENT
A
WARNING:
exhaust
very
hot!
• Always check the engine coolant level at the coolant
recovery tank.
A
WARNING:
• In case
before touching the engine
manual
trUlcltinery
and
ELECTRIC
is
voltage
te
electrical power before accessing electrical
wristwatch
if
this procedure
BURNS -HOT
system
of
an engine overheat, allow the engine to cool
carefully. Most accidents are
fundJJ.mental rules
and
and
your
.
Yacht Council (A
RYC
) s/aJuklrds.
SHOCK
:
Do not
touch
AC
electrical
running, or
this machinery without elecuical
when
connected
is
present
and
is
at
these
all
jewelry
not followed.
by
shorting tenninals together.
connections
to
connections!
when
working
AC
generator may
ENGINE
Do
not
touch
hot
engine
parts
components
Steam
. A
running
can
cause
injury
or
checking the coolant.
engine
or
death!
personnel,
precau-
take the
shore
damp
on
or
gets
PREVENT
A
• Prevent flash fires.
sparks to occur near the carburetor, fuel line. filter,
pump, or other potential sources
vapors.
removing the fuel line, carburetor, or fuel filters.
• Do not operate with a Coast Guard Approved flame
arrester removed. Backfire
death.
•
Do
Backfire can cause severe injury
•
Do
the fuel system. Keep the compartment and the
engine/generator clean and free
chances
• Be aware - diesel
PREVENT
A
injury
• Follow re-fueling safety instructions. Keep the vessel's
hatches closed when fueling.
after fueling. Check below for fumes/vapor before
ning the blower. Run the blower for four minutes before
staning your engine.
• All
when
tilated area away from spark-producing equipment and
out
• Do not
• Shut off the fuel service valve at the engine when servicing
the fuel system. Take care
spill.
sources
ing.
fuel system.
• Do not alter
•
Be
•
Be
free
• Make sure a fire extinguisher
properly maintained. Be familiar with its proper use.
Extinguishers rated ABC
for all applications encountered
BURNS -FIRE
WARNING:
Use a suitable container to catch all fuel when
not operate with the air cleaner/silencer removed .
not smoke
Fire
can
cause
injury
Do
not smoke
of
ca
n cause severe injury
or
or
permit flames
of
fire. Wipe up all spilled fuel a
fuel
or
of
will bum.
or
death!
or
permit flames
spilled fuel or fuel
death.
sparks to occur ncar
debris to minimize the
nd
or
fuel
or
engine o
BURNS -EXPLOSION
WARNING:
or
death!
fuel
handling and storing fuels. Store fuel
of
the reach
fill
DO
of
Ensure proper ventilation exists when servicing the
sure all fuel supplies have a positive shutoff valve.
certain fuel line fittings are adequately tightened and
ofleaks.
ExplOSions
vapors are highly explosive. Use extreme care
of
children.
the fueltank(s) while the engine
NOT
allow any smoking, open flames,
fire
near the
or
modify the fuel system.
from
fuel
vapors
can
Open and ventilate cabin
in
is
in
catching any fuel that might
fuel
system or engine when servic-
is
installed nearby and
by
the NFPA are appropriate
in
this environment.
cause
run-
a well-ven-
running .
or
il.
other
is
Engines & Generators
Page 4
SAFETY
INSTRUCTIONS
ACCIDENTAL
A
WARNING:
or
death!
• D
isconnect th
gene
it
last.
• Make cert
starting.
• Make ce
ins
tall
BATTERY
A
WARNING:
or
death!
• Do n
being
highl
arcing or by lit tobacco products. Shut off all electrical
equipment
ing se
•
Nev
er conn
tive
not test the batte
t
ogethe
Ve
ntil
acc
umulati
disturb the batte
is
bei
•
Avoid con
b
urns or sparks that could cause an expl
wristwatch,
th
e battery.
• Always
the ban
and
BATTERY
STARTING
Accidental
e ban
ery
cables before servicing the engin
rat
or.
Rem
l1ain all
ed b
ove the n
ain
all personn
efo
re s
egative lead fir
el
covers, guards, and hatches are re-
tarting th
EXPLOSION
Battery
ot
smoke or all
serviced
y
rvicin
(+) co
ate any co
ng c
reconnect
. L
explosive gas, which can
in the vic
g.
ect
the negative
nnecti
r.
Spar
ks coul
on
of explosi
har
ged.
tacti
ng
rings, and
turn the batt
ery connections.
it last
explosion
ow
an open
ead acid
ini
ty
on terminal
ry
condition by shorting the terminals
d ig
nit
mpartment containin
ve
ry
charger connections while the bane
the tennin
any other jewe
ery char
Remove
when disconnec
ACID
starting
are
e engin
can
clear
of the engine
e.
can
flam
e ne
batteri
es emil hydrogen, a
be
ignited
to prev
ent ele
(-)
ban
cry cabl
of the s
tarter solenoid. Do
e ba
tte
ry gases
gases. To avo
aIs with
ger off befo
tools,
the negati
cause
st a
nd
cause
ar
the
by
ctrical arcing
e to the posi-
or fuel vapor
g ba
tteri
id sparks
etc., to preve
osion. Rem
lry before
re disconnecting
ve le
ting the batte
injury
reconnec
befo
injury
battery
electri
es
to
prevent
, do not
ove
handlin
ad
firs
ry.
cal
dur
t
re
ry
t
e/
-
s.
nt
g
TOXIC
• Ensure that the exhaust system is adequate to expel gases
• Be su
•
• For additional info
• Do not use copper tubing
• Do n
•
EXHAUST
A
WARNING:
discharged from the engine. Check the exhau
regularly for leaks and make sure the exhaust manifolds
are secur
a
exhaust pipe nippl
In
instaii
builder or dealer for installation
li
A
odorless
nausea
fumes can
tems. Exhaust sulfur causes rapid deterioration
tubin
thr
ex
enter the e
fl
Alth
ex
gas
toms or signs
ely
ttenti
on
re the
additi
on to routine in
a c
onal infonnation on Carbon Monoxide).
WARNING:
gas. Inhalation
or
death!
g resulting in exhau
ot ins
ough
porth
haust disc
ow
of
exhaust.
ough diesel e
haust
fum
is prese
GASES
Carbon
attached
to the manifold. water injection elbow,
unit and
arb
on monoxid
rapidl
tall exhaust o
oles. ve
har
xhau
st disc
es
from gasoline
nt
in
of carb
monoxide
and
no w
e.
its surro
spection
e detector.
nnati on refer to ABYC T-22 (educa-
Carbon
monoxide
produces
in diesel exhaust system
y d
estro
y co
st/
utl
nts
, or air co
ge o
utl
et
is ne
har
ge outl
Avo
id
o~e
ngine ex
diesel exhaust fumes. Some
on monoxi
(CO)
is a deadly
arpin
g exi
sts.
und
ings are we
of the exhau
Cons
ult your
of
approved detectors.
(CO)
is
an
"u-like
pper
tubin
water leakage.
et
where exhaust can
ar the waterline, wat
et
and
rl
oad
in
hau
st
gases
engines,
de inhalat
symptoms
g in exhau
nditi
oner
close
g
th
e cr
aft.
are
not
carbon monoxide
ion or poisonin
st
Pay
ll ven
st
invisible
s.
If the en
or
res
as
of the
system
and
system,
st
of
be
tri
gas!
close
tilated
boa
t
,
s.
Diesel
sys-
copper
draw
gine
er
cou
ct
the
toxic as
symp-
are:
Vomiting
Dizzin
ess
Throbbing in templ
AVOID
MOVING
PARTS
Muscular twitchin
Int
ense heada
es
Weakness
g
che
and sleepiness
.
n
ld
g
A
WARNING:
severe
injury or
•
Whe
n servicing the battery
l
eve
l,
wear rubber glove
ti
on. Ba
If it comes
wi
th
wate
inadverte
Sulfuric
acid
in
batteries
death!
or chec
king th
s, a ru
bbe
r apron, and eye prot
tteri
es co
ntai
n s
ulfuric acid whi
in conta
r.
ntl
ct
with your skin, wash it
Acid may splash on the skin or into the eyes
y when removin
g electrolyte cap
can
cause
e electr
olyte
ch is destructi
off
at once
s.
A
WARNING:
or
death!
ec-
ve.
Engines & Generators
• Do n
ot servi
tion ari
ses
o
perating adjustments
moving pans a
ii
Rotating
ce the engine w
in which
nd
parts
can
hile it
is
it is
abso
lut
ely necessary
, use ex
treme care
hot exhaust system components.
cause injury
running.
If a
to make
to
avoid touching
situa
-
Page 5
SAFETY
INSTRUCTIONS
• Do not wear loose
equipment:
jackets, shins. sleeves, rings, necklaces or bracelets that
could
be
ca
• Make su re
Keep protective
places al all times .
• Do
nOl
check fluid levels or the drive bell's lension while
th
e engine
• Stay clear
when the engine is running; hair and clothi ng can easily
be
ca
ught
is
of
in
HAZARDOUS
A
WARNING:
c10lhing
tie back long hair and avoid wearing loose
ught in moving parts.
aJl
attaching hardware is properly tightened.
shie
ope
ratin
the drive shaft and the transmission
these rotating
or
jewelry when servici ng
lds and guards in their respective
g.
cou
pans
.
NOISE
High
noise
levels
can
cause
hearing
pling
loss!
• Never operate an engine without its muffler installed.
• Do n01 run an engine with the air intake (silencer)
removed.
• Do not run engines for long periods with their enclosures
open.
A
WARNING:
mentally
or
Do
not
physically
work
on
machinery
incapacitated
by
fatigue!
when
you
are
ABYC, NFPA
INSTALLING
Read the following ABYC, NFPA and USCG publicalions
for safely codes and slandards. Follow
tions when installing your engine.
AB
YC
(American B
"Safely Slandards for Small Crafl"
from:
Order
ABYC
3069
Edgewaler,
NFPA
(Nati onal Fire Prol
"Fire Prolection Slandard for M
Order
fr
NFPA
II
Tracy Drive
Avon Industrial
Avon.
USCG
(Uniled SlaleS Coasl Guard)
"U
SCG
from:
Order
U.S. Government Printing Office
Washinglon , D.C. 20404
AND
USCG
DIESEL
Solomon 's Island Rd.
MD
om:
MA
02322
33CFR183"
ENGINES
aal
and Yachl Council)
21037
ecl
Park
PUBLICATIONS
their recommenda-
ion Associalion)
alar
Craft"
FOR
OPERATORS
Man
y of the preceding safelY lips and warnings are repeated
in your Operators Manu al along wilh olher cautions and
notes to highlight critical information.
caref
ull
pr
oce
dures.
ENGINE
Preparations to instaJl an engine should begin wilh a thor-
ough
exam
(AB YC) slandards. These slandards are a combination
sources including the USCG and the NFPA.
Secti
ons
H-2 Venlilalion
P-I Exhausl syslems
P-4 Inboard engines
E-9
All insla
Regulalions (FCR
MANUAL
Re
ad your manual
y.
mainlain your equipment. and follow all safely
INSTALLATIONS
ination
of
the American Boat and Yacht Council 's
of
the
ABYC
slandard s
DC
Electrical sys lems
ll
alions mUSl comply with the Federal Code
).
of
particular inleresl are:
of
of
Engines & Generators
iii
Page 6
INSTALLATION
When installing WESTERBEKE engines and generators
attention
CODES
Strict federal regulations. ABYC guidelines. and safety codes must
wh
SIPHON·
For in
or
break
minimum
the ex
raw water damage to the engine
If
to
siphon-break.
NOTE:
operation.
eng
EXHAUST
The exhaust hose must
prevent
of the vessels hull.
be
paid
to
the
en
AND
instal
following info
REGULATIONS
lin
g en
gines and genera
rmation
tors
BREAK
stallatio
will
haust manifold injection port
you have any doubt about the position
the
in
e dama
ns
where
the
exhaust
be below
in
the raw water supply hose
vessel's
A
siphon-break.
the
vessel's wate
of
20
"
above
the
vessel's
waterline
Failure
ge.
Consult the siphon-break
under
requires periodic inspection and cleaning
10
properly maimain a siphon-break
manifold/water
rlin
e.
to
the exhaust elbow. This hose must
waterline
is
and
possible flooding
the
vessel's
SYSTEM
be
certified for marine use. The system must
water
from
entering
the
exhaust
:
in a marine
provisions
. Failure to use a siphon-break when
at
or below the load waterline will result in
of
the water-injected exhaust elbow relative
various
m.anufa
under
any
it
is important that strict
environment.
injected
must
operati
cturer for proper
sea
exhaust
be
made
of
the boat.
ng
conditions
can
result
condilio
to
ns
be
complied with
elbow is close to
to
install a siphon-
be
looped a
, install a
ensure
proper
in
catastrophic
m.aintenance.
be
designed to
and
al any
angle
A
detailed
diesel, engines
dealer.
40
page
and
Marine
Installation
generators, is
Engines & Generators
available
iv
Manual
from
covering
your
WESTERBEKE
gasoline
and
Page 7
SERVICE
MANUAL
44A
FOUR
and
35C
THREE
MARINE
DIESEL
ENGINES
8.0KW-60Hz
6.0KW-50Hz
BTDA
10.0KW-60Hz
7.5KW-50Hz
BTDA
12.5KW-60Hz
9.4KW-50Hz
BTDB
15.0KW-60Hz
12.0KW-50Hz
BTDC
Single
and
Three
Phase
MARINE
DIESEL
GENERATORS
PUBLICATION NO.45100
FIRST EDITION
March 2001
,~
WESTERBEKE
WESTERBEKE
CORPORATION·
MYLES
STANDISH
INDUSTRIAL
PARK
150
JOHN
HANCOCK
ROAD,
TAUNTON,
MA
02780-7319.
TEL
1-508-823-7677
FAX
1·508
884·9688·
WEBSITE:
WVtW.WESTERBEKE.COM
..,""~,.".
NMMA
Member National Marine Manu/acturers Association
~..,,,..,
Page 8
CALIFORNIA
PROPOSITION
65
WARNING
Diesel engine exhaust and some
of
its constituents are known to
the
State of California
to
cause
cancer, birth defects, and other
reproductive harm.
A
WARNING:
Exhaust
gasses
contain
Carbon
Monoxide,
an
odorless
and
colorless
gas.
Carbon
Monoxide
Is
poisonous
and
can
cause
unconsciousness
and
death.
Symptoms
of
Carbon
Monoxide
exposure
can
Include:
o
Dizziness
o
Nausea
o
Headache
o
Throbbing
In
Temples
o
Muscular
TWitching
o
Vomiting
o
Weakness
and
Sleepiness o Inability
to
Think
Coherently
IF
YOU
OR
ANYONE
ELSE
EXPERIENCE
ANY
OF
THESE
SYMPTOMS,
GET
OUT
INTO
THE
FRESH
AIR
IMMEDIATELY.
If
symptoms
persIst,
seek
medical
attention.
Shut
down
the
unit
and
do
not
restart
until
It
has
been
Inspected
and
repaired.
This
WARNING
DECAL
is
provided
by
WESTERBEKE
and
should
be
fixed
to
a
bulkhead
near
your
engine
or
generator.
~S1FRBEKEalso
recommends
installing
CARBON
MONOXIOE
DE1FCTORS
in
the
living/sleeping
quarters
of
your
vessel.
They
are
inexpensive
and
easily
obtainable
at
your
local
marine
store.
Page 9
TABLE
OF
CONTENTS
Parts
Identification/Engines
...
..............................
2
Service
Data-Standards
And
Iimits
...................
52
Parts
Identification/Generators
............................
3
Special
Tools -Engine
.......................................
54
Introduction
............................................................. 4 Wiring
Diagram -Engines
.................................
56
Engine
Troubleshooting
.......................................
5
Wiring
Schematic -Engines
..............................
57
Testing
For
Overhaul
...........................................
9
Specifications -44A
FOUR
................................
58
Engine
Disassembly
...........................................
l 0
Specifications -35C
THREE
............................
.59
Inspection
..........................................................
16
DC
Electrical
System
(Alternator)
.....................
60
Assembly
............................................................
27
Mando
Alternator
Service
.................................
62
Exhaust
Manifold/Heat
Exchanger
....................
35
Generator
Wiring
Diagram
.................................
69
Fuel
Injection
Pump
..........................................
36
Governor
............................................................. 38
Fuel
Injection
Timing
........................................
39
Fuel
Injectors ...................................................
.40
Glow
Plug
Testing
.............................................
.41
Starter
Motor
....................................................
.42
Generator
Wiring
Schematic
.............................
70
Remote
Panel
Schematic
..................................
71
Specifications -Generator
................................
72
BT
Generator
Single/Three
Phase
.....................
76
12
Stud Internal Wiring Schematic ................ 77
Component Resistance Values ........................ 77
Internal Wiring Schematic 6
Stud .................. 78
Raw
Water
Pump
..............................................
.46
BT
Generator
Voltage
Regulator
.......................
79
Engine
Adjustments
............................................
.47
BT
Generator
Troubleshooting
..........................
80
Valve Clearance Adjustment .........................
.47
Testing Engine Compression .........................
.48
Generator Frequency Adjustment... ...............
.49
Fuel Run Solenoid ........................................
.49
Special
Tools -Generator
..................................
89
Standard
Hardware
...........................................
90
Metric
Conversions
..........................................
91
Oil Pressure .................................................... 50
Metric
Conversions
[Chartj
...............................
92
Adjusting Idle Speed ......................................
51
Drive Belt Adjustment. ................................... 50
Engines & Generators
1
Page 10
PARTS
IDENTIFICATION
44A/35C
THREE
WATER
INJECTED
EXHAUST
20A
CIRCUIT
REAR
ZINC
ANODE
OPTIONAL
V-ORIVE
TRANSMISSION
ILLUSTRATED
RIGHT
SIDE
OIL
FRONT
DC
ALTERNATOR
RAW
WATER
UNIT
1.0_
START
PRESSURE
CAP
THERMOSTAT
WATER
HEATER
FRONT
OIL
FILL
COOLER
AIR
INTAKE/AIR
FILTER
_F'REfIEAT
SOLENOIO
LIFT
PUMP
~ffB~~i;~(;?-""""'~---FUEL
FILTER
REAR
HEAT
EXCHIANGER
LEFT
SIDE
'ATF
DRAIN
Engines & Generators
2
Page 11
PARTS
IDENTIFICATION/GENERATORS
DC
AITI'RN,ATOIL
HEAT
BACK·END
20
CIRCUIT
BREAKER
I
OIL
PREHEAT
BREAKER
OIL
REAR
LEFT
SIDE
OIL
PAN
RIGHT
SIDE
OIL
PRESSURE
GENERATOR
EMERGENCY
STOP
SWITCH
CONNECTION
TO
_o"nu"
BREAK
,-,qt---+---EXHA.UST
ELBOW
"""'r----++---S"rART
SOLENOID
MANIFOLD
PRESSURE
CAP
"UULA~I
FILL
~:STAF!TER
MOTOR
REAR
OIL
FILL
ASSEMBLY
AIR
INTAKE
SILENCER & FILTER
PUMP
OIL
FILL
ENGINE
BLOCK
DRAIN
PLUG
OIL
DRAIN
HOSE
FILTER
Engines & Generators
3
Page 12
INTRODUCTION
PRODUCT
SOFTWARE
Product software, (technical data, parts lists, manuals,
brochures and catalogs), provided from sources other than
WESTERBEKE
are not within
WESTERBEKE'S
control.
WESTERBEKE CANNOT BE RESPONSIBLE
FOR
THE
CONTENT OF SUCH SOFTWARE, MAKES
NO
WAR,
RANTIES OR REPRESENTATIONS WITH RESPECT
THERETO, INCLUDING ACCURACY, TIMELINESS
OR
COMPLETENESS THEREOF AND WILL IN
NO
EVENT
BE LIABLE FOR
ANY
TYPE OF DAMAGE
OR
INJURY
INCURRED IN CONNECTION WITH
OR
ARISING OUT
OF
THE FURNISHING
OR
USE OF SUCH SOFTWARE.
WESTERBEKE
customers should keep in mind the time
span between printings
of
WESTERBEKE
product software
and the unavoidable existence
of
earlier
WESTERBEKE
product software.
The
product software provided with
WESTERBEKE
products, whether from
WESTERBEKE
or
other suppliers, must not and cannot be relied upon exclusively as the definitive authority on the respective product.
It
not only makes good sense but is imperative that appropriate
representatives
of
WESTERBEKE
or the supplier
in
question
be consulted to determine the accuracy and currentness
of
the
product software being consulted by the customer.
NOTES,
CAUTIONS
AND
WARNINGS
As this manual takes you through the operating procedures,
maintenance schedules, and troubleshooting
of
your marine
engine, critical information will be highlighted by NOTES,
CAUTIONS,
and WARNINGS. An explanation follows:
NOTE:
An operating procedure essential to
note.
it.
CAUTION:
Procedures
which,
if
not
strictly
observed,
can
result
in
the
damage
or
destruction
of
your
engine.
it.
WARNING:
Procedures
which,
if
not
properly
followed,
can
result
in
personal
injury
or
loss
of life.
ORDERING
PARTS
Whenever replacement parts are needed, always provide the
engine
model
number
and
serial
number
as
they
appear
on
the silver and black nameplate located on the manifold.
You
must provide us with this information so we may properly
identify your engine.
In
addition, include a complete part
description and part number for each part needed (see the
separately furnished Parts List). Insist upon
WESTERBEKE
packaged parts because will fit
or
generic parts are frequently
not made to the same specifications as original equipment.
CustDmer
IdentificatiDn
Card
L
",.,,/WESTERBEKE
I
Engines & Generators
Customer Identification
MR. GENERATOR
OWNER
MAIN
STREET
HOMETOWN,
USA
Model44A
Expires 2/5/200 I
Ser. #UOOOO,EI02
The
WESTERBEKE
serial number is an alphanumeric
number that can assist in determining the date
of
manufac-
ture
of
your WESTERBEKE engine
or
generator.
The
manu-
facturer's date code
is
placed at the end
of
the engine serial
number and consists
of
a character followed by three num-
bers.
The
character indicates the decade (A=1960s, B=1970s,
C=1980s, D=1990s
E=2000s), the first number represents the
year
in
the decade, and the second and third numbers repre-
sent the month
of
manufacture.
SERIAL
NUMBER
LOCATION
The
engine's serial number can be found stamped into the
engine block
just
out
board
of
the injection pump. An
identification plate on the engine manifold also displays the
engine model and serial number.
The
generator serial number
is
stamped on the left side
of
the
generator housing and on the flat surface above the rotary
carrier bearings.
ENGINE
SERIAL
NUMBER
ENGINE
OVERHAUL
The
following sections contain detailed information
relating to the proper operation characteristics
of
the major
components and systems
of
the engine. Included are
disassembly, inspection and reassembly instructions for the
guidance
of
suitable equipped and staffed marine engine
service and rebuilding facilities.
The
necessary procedures
should
be
taken only by such facilities.
Additional detailed information and specifications are
provided
in
other sections
of
this manual, covering the
generator, alternator, starter motor, engine adjustments,
cooling pumps, etc.
WESTERBEKE
Engines & Generators
4
Page 13
ENGINE
TROUBLESHOOTING
The following troubleshooting chart describes certain
problems relating to engine service, the probable causes
of
these problems, and the recommendations to overcome
these problems.This chart may be of assistance in
determin~
ing the need for an engine overhaul.
PROBLEM
PROBABLE
CAUSE
HARD
STARTING
LOW
CRANKING
SPEED
1.
Engine
oil
viscosity
too
high.
2.
Run-down
battery,
3.
Worn
battery.
4.
Battery
terminals
loosely
connected.
5.
Defective
starter.
6.
Defective
main
drive
section.
DEFECTIVE
INJECTION
SYSTEM
1.
Air
trapped
in
fuel
passage.
2.
Clogged
fuel
filter.
3.
Low
injection
pressure.
4.
Inadequate
spray.
5.
Injection
pump
delivering
insufficient
fuel
6.
Injection
too
early.
MAIN
ENGINE
TROUBLES
1.
Low
compression.
a.
Incorrect
valve
clearance.
b.
Inadequate
contact
of
valve
seat.
c.
Valve
stem
seized.
d.
Broken
valve
spring.
NOTE:
The engine's electrical system is protected by a 20-
ampere manual reset circuit breaker. The preheat solenoid
is
mounted on the same bracket.
VERIFICATION/REMEDY
1.
Replace
engine
oil
with
less
viscous
oil
2.
Recharge
battery.
3.
Replace
battery.
4.
Clean
terminals
and
correct
cables.
5.
Repair
or
replace
starter.
6.
Check
clutch
for
disengagement.
1.
Bleed
air
from
fuel
system.
2.
Clean
or
replace
filter.
3.
Adjust
injection
pressure.
4.
Clean
or
replace
nozzle.
5.
Repair
or
replace
injection
pump.
6.
Adjust
injection
timing.
a.
Adjust
valve
clearance.
b.
Lap
valve.
c.
Replace
valve
and
valve
guide.
d.
Replace
valve
spring.
e.
Compression
leaks
through
cylinder
head
gasket.
e.
Replace
gasket.
f.
Piston
ring
seized.
f.
Replace
piston
and
piston
ring.
g.
Worn
piston
ring
and
cylinder.
g.
Overhaul
engine.
2.
Burnt
glow
plug.
2.
Replace
glow
plug.
3.
Faulty
glow
plug
operation.
3.
Correct
lead
wire
connection.
4.
Incorrect
governor
lever
position.
4.
Set
lever
to
starting
position.
5.
Governor
spring
out
of
POSITION
5.
Correct
spring
LOW
OUTPUT
LOW
COMPRESSION
See
HARD
STARTING
INJECTION
SYSTEM
OUT
OF
ADJUSTMENT
1.
Incorrect
injection
timing.
1.
Adjust
injection
timing.
2.
Insufficient
injection.
2.
Repair
or
replace
injection
pump.
3.
Low
injection
pressure.
3.
Check
injection
nozzle
and
adjust
pressure.
INSUFFICIENT
FUEL
1.
Air
trapped
in
fuel
system.
1.
Check
and
retighten
connector.
2.
Clogged
filter.
2.
Clean
or
replace
filter.
3.
Contaminated
fuel
tank.
3.
Clean
tank.
INSUFFICIENT
INTAKE
AIR
1.
Clogged
air
cleaner.
1.
Clean
or
replace
air
cleaner.
(continued)
Engines & Generators
5
I
Page 14
ENGINE
TROUBLESHOOTING
PROBLEM
PROBABLE
CAUSE
VERIFICATION/REMEDY
LOW
OUTPUT
(cont.)
OVERHEATING
1.
Low
coolant
level.
1.
Add
coolant.
2.
Loose
V-belt.
2.
Adjust
or
replace
V-belt.
3.
Incorrect
injection
timing.
3.
Adjust
injection
timing.
4.
Low
engine
oil
level.
6.
Add
engine
oil.
EXCESSIVE
OIL OIL
LEAKAGE
CONSUMPTION
1.
Defective
oil
seals.
1.
Replace
oil
seals.
2.
Broken
gear
case
gasket.
2.
Replace
gasket.
I
3.
Loose
gear
case
attaching
bolts.
3.
Retighten
bolts.
I
4.
Loose
drain
plug.
4.
Retighten
plug.
!
5.
Loose
oil
pipe
connector.
5.
Retighten
oil
connections.
6.
Broken
rocker
cover
gasket.
6.
Replace
gasket.
7.
Loose
rocker
cover
attaching
bolts.
7.
Retighten
attaching
bolts.
OIL
LEVEL
RISING
1.
Worn
piston
ring
..
1.
Replace
ring.
2.
Worn
piston
or
cylinder.
2.
Replace
piston
and
rebore
cylinder.
3.
Incorrectly
positioned
piston
ring
gaps.
3.
Correct
ring
gap
positions.
4.
Displaced
or
twisted
connecting
rod.
4.
Replace
connecting
rod.
OIL
LEVEL
FALLING
1.
Defective
stem
seal.
1.
Replace
stem
seal.
2.
Worn
valve
and
valve
guide.
4.
Replace a valve
and
valve
guide.
EXCESSIVE
FUEL
ENGINE
BODY
TROUBLES
I
CONSUMPTION
1.
Noisy
knocking.
1.
See
KNOCKING.
2.
Srnoky
exhaust.
2.
See
SMOKY
EXHAUST.
3.
Moving
parts
nearly
seized
or
excessively
worn.
3.
Repair
or
replace.
4.
Poor
compression.
4.
See
LOW
COMPRESSION:
HARD
STARTING.
5.
Improper
valve
timing.
5.
Adjust.
I
6.
Improper
valve
clearance.
6.
Adjust.
INSUFFICIENT
INTAKE
AIR
1.
Air
intake
obstructed.
1.
Remove
obstruction.
NOZZLE
TROUBLES
1.
Seized
nozzle.
1.
Replace.
2.
Worn
nozzle.
2.
Replace.
IMPROPER
FUEL
Replace
with
proper
fuel.
FUEL
LEAKS
Find
fuel
leaks.
SMOKY
EXHAUST
WHITISH
OR
PURPLISH
1.
Excessive
engine
oil.
1.
Correct
oil
level.
2.
Excessive
rise
of
oil
into
combustion
chamber.
I
a.
Poor
piston
contact.
a.
Check.
b.
Seized
piston
ring.
b.
Replace
or
clean.
c.
Excessive
piston-to-cylinder
clearance.
c.
Replace
or
correct.
(contmued)
WESTERBEKE
Engines & Generators
6
Page 15
ENGINE
TROUBLESHOOTING
PROBLEM
PROBABLE
CAUSE
VERIFICATION/REMEOY
SMOKY
EXHAUST
(coni.)
WHITISH
OR
PURPLISH
(cont.)
d.
Worn
valve
stern
and
valve
guide.
d.
Replace.
e.
Low
engine
oil
viscosity.
e.
Replace.
f.
Excessive
oil
pressure.
f.
Correct.
I
3.
Injection
timing
is
too
late.
3.
Adjust.
4.
Insufficient
cornpression.
4.
See
LOW
COMPRESSION;
HARD
STARTING.
BLACKISH
OR
DARK
GRAYISH
1.
Engine
body
troubles.
a.
Poor
cornpression.
a.
See
LOW
COMPRESSION;
HARD
STARTING.
b.
Irnproper
valve
clearance.
b.
Adjust.
2.
Insufficient
intake
air
(air
cleaner
clogged).
2.
Clean
air
cleaner.
3.
Irnproper
fuel.
3.
Replace
with
proper
fuel.
ABNORMAL
SOUNO
CRANKSHAFT
ANO
MAIN
BEARING
OR
NOISE
1.
Badly
worn
bearing.
1.
Replace
bearing
and
grind
crankshaft.
2.
Badly
worn
crankshaft.
2.
Grind
crankshaft
3.
Melted
bearing.
3.
Replace
bearing
and
check
lubrication
system.
CONNECTING
ROO
ANO
CONNECTING
ROO
BEARING
I
1.
Worn
connecting
rod
big
end
bearing.
1.
Replace
bearing.
2.
Worn
crankpin.
2.
Grind
crankshaft.
3.
Bent
connecting
rod.
3.
Correct
bend
or
replace.
PISTON,
PISTON
PIN,
AND
PISTON
RING
1.
Worn
cylinder.
1.
Rebore
cylinder
to
oversize
and replace
piston.
2.
Worn
piston
pin.
2.
Replace
piston.
3.
Piston
seized.
3.
Replace
piston
and
reb
ore
cylinder.
4.
Piston
seized
and
ring
worn
or
damaged.
4.
Replace
piston
and
rings.
VALVE
MECHANISM
1.
Worn
camshaft.
1.
Replace.
I
2.
Excessive
valve
clearance.
2.
Adjust.
3.
Worn
timing
gear.
3.
Replace.
4.
Worn
fan
pulley
bearing.
4.
Replace.
I
ROUGH
OPERATION
INJECTION
PUMP
SYSTEM
1.
Uneven
injection.
1.
Adjust
injection
or
replace
parts.
2.
Control
rack
malfunctioning.
2.
Disassemble,
check
and
correct
injection
pump.
3.
Worn
delivery
valve.
3.
Replace.
4.
Inadequate
injection
nozzle
spray.
4.
Replace
injection
nozzle.
GOVERNING
SYSTEM
1.
Governor
lever
malfunctioning.
1.
Check
governor
shaft
and
correct
operation.
2.
Fatigued
governor
spring.
2.
Replace.
( contmued)
Engines & Generators
7
Page 16
ENGINE
TROUBLESHOOTING
PROBLEM
PROBABLE
CAUSE
VERIFICATION/REMEDY
KNOCKING
ENGINE
KNOCKS
WITHOUT
MUCH
SMOKE
1.
Main
engine
troubles.
a.
Overheated
cylinder.
a.
See
OVERHEATING;
LOW
OUTPUT
b.
Carbon
deposits
in
cylinder.
b.
Clean.
2.
Too
early
injection
timing.
2.
Correct.
3.
Too
high
injection
pressure.
3.
Correct.
4.
Improper
fuel.
4.
Replace
with
proper
fuel.
KNOCKING
WITH
DARK
SMOKE
1.
Poor
compression.
1.
See
LOW
COMPRESSION,
HARD
STARTING.
2.
Injection
pump
malfunctioning.
2.
AdjusVRepair
I
3.
Improper
nozzle.
a.
Poor
spray.
a.
Clean
or
replace
nozzle.
b.
Poor
chattering.
b.
Repair
or
replace
nozzle.
c.
After-injection
drip.
c.
Repair
or
replace
nozzle.
d.
Nozzle
needle
valve
seized.
d.
Replace.
INTERMITIENT
1.
Fuel
filter
clogged.
1.
Clean
or
replace.
EXHAUST
SOUND
2.
Fuel
pipe
sucks
air.
2.
Retighten
pipe
joints
or
replace
pipe.
3.
Water
mixed
in
fuel
3.
Replace
fuel.
OVERHEATING
1.
V-belt
slackening
or
slippery
with
oil.
1.
Adjust,
replace
or
clean.
2.
Damaged
water
pump.
2.
Replace.
3.
Lack
of
coolant.
3.
Add.
4.
Low
oil
level
or
poor
oil
quality.
4.
Add
or
change.
5.
Knocking.
5.
See
KNOCKING.
6.
Moving
parts
seized
or
damaged.
6.
Replace.
7.
Defective
thermostat.
7.
Replace.
LOW
OIL
PRESSURE
1.
Worn
Bearings.
1.
Engine
overhaul
replace
bearings.
2.
Relief
valve
malfunction.
2.
Overhaul
oil
pump.
3.
Clogged
oil
cooler.
3.
Repair.
4.
Diesel
dilution
of
the
oil.
4.
Injection
pump
repair.
Engines & Generators
8
Page 17
TESTING
FOR
OVERHAUL
HOW
TO
DETERMINE
ENGINE
OVERHAUL
PERIOD
Cause
of
Low
Compression
Generally, the time at which an engine should
be
overhauled
is detennined by various conditions such as lowered engine
power output, decreased compression pressure, and increased
fuel and oil consumption.
The
lowered engine power output
is not necessarily due to trouble with the engine itself, but is
sometimes caused by injector nozzle wear
Or
injection pump
wear.
The
decrease
in
compression pressure is caused by
many factors. It is, therefore, necessary to
detennine
a cause
or causes on the basis
of
data produced by periodic
inspection and maintenance.
Oil analysis
on
a seasonal basis
is a good means
of
monitoring engine internal wear. When
caused
by
worn cylinders or piston rings, the following
symptoms will occur:
1 Low engine
power
output
2 Increased fuel consumption
3 Increased oil consumption
4
Hard
engine starting
5 Noisy engine operation
These symptoms often appear together. Symptoms 2 and 4
can result also from excessive fuel injection, improper
injec~
tion timing, and wear
of
the injectors. They are caused also
by defective electrical devices such as the battery, alternator,
starter and glow plugs. Therefore it is desirable to judge the
optimum engine overhaul time by the lowered compression
pressure caused by worn cylinders and pistons plus increased
oil consumption. Satisfactory combustion is obtained only
under sufficient compression pressure.
If
an engine lacks
compression pressure, incomplete combustion
of
fuel will
take place even
if
other parts
of
the engine are operating
properly.
To
deteITI1ine
the period
of
engine overhaul, it is
important to measure the engine compression pressure regularly. At the same time, the engine speed
at
which the mea-
surement
of
compression pressure is made should be checked
because the compression pressure varies with engine rpm.
The
engine rpm can be measured
at
the front end
of
the
crankshaft.
NOTE:
To test engine compression see the ENGINE
ADJUSTMENT section
of
this manuaL
ASSEMBLY
L Wash all parts, except for oil seals, O-rings, rubber sheets,
etc., with cleaning solvent and dry them with pressure air.
2. Always use tools that are in good condition and
be
sure
you understand how to use them before performing any
job.
3. Use only good quality lubricants.
Be
sure to apply a coat
of
oil, grease
or
sealant to parts as specified
..
4.
Be
sure to use a torque wrench to tighten parts for which
torques are specified.
5.
Ant
time the engine is assembled. new gaskets and
O-rings must
be
installed.
OVERHAUL
CONDITIONS
Compression pressure tends to increase a little in a new
engine until piston rings and valve seats have been broken in.
Thereafter, it decreases gradually with the progress
of
wear
of
these parts.
When decrease
of
compression pressure reaches the repair
limit, the engine must be overhauled.
The
engine requires overhaul when oil consumption
is
high,
blowby evident, and compression values are at minimum or
below. Engine compression should be
30
kg!cm',
427
psi at
290
rpm. The maximum difference betvveen cylinders must
not exceed 10%.
DISASSEMBLY
1.
Before disassembly and cleaning, carefully check for
defects which cannot be found after disassembly and
cleaning.
2, Drain water, fuel and oil before disassembly.
3. Clean or wash the engine exterior.
4. Do not remove or disassemble the parts that require no
disassembly.
5. Perform disassembly
in
a proper order using proper tools.
Keep disassembled parts in order. Apply oil when necessary. Take special care
to
keep the fuel system parts from
intrusion
of
dust and dirt.
6. Parts must
be
restored
to
their respective components from
which they were removed at disassembly. This means that
all
parts must
be
set aside separately in groups, each marked
for
its component, so that the same combination or set can
be
reproduced at assembly.
7.
Pay attention to marks on assemblies, components and
parts for their positions
or
directions. Put on marks, if
necessary,
to
aid assembly
..
8.
Carefully check each part
or
component fore any sign
of
faulty condition during removal
or
cleaning.
The
part will
tell you how it acted
or
what was abnormal about it more
accurately during removal or cleaning.
ALTERNATOR
INSPECTION
When rebuilding the engine, the alternator should be cleaned
and inspected.
The
housing
can
be wiped off with a solvent
and the alternator tenninal studs should
be
cleaned with a
wire brush. Make certain the studs are tight and clean the
wiring connections that connect to the wiring harness.
Turn the rotor pulley by hand. It should
tum
smoothly.
Depending on when the alternator was last serviced, the
brushes may need replacing.
If
the alternator is at all suspect,
send
it
to a service shop for testing and overhaul.
For additional information
on
alternators refer to the
ALTERNATOR TROUBLESHOOTING and
MANDO
SERVICE
in
this manual.
Engines
& Generators
9
Page 18
ENGINE
DISASSEMBLY
GENERATOR
Disconnect the AC wiring and unplug the engine's
DC
wiring harness at the generator control paneL Remove the
battery cables from the engine and tape over the tenninals.
NOTE:
Label any lines, hoses
or
cables
as
you separate them.
Separate the exhaust hose at the water injected elbow and
disconnect the fuel supply and return lines.
Drain the engine oil and the coolant from the engine.
Carefully support and then unbolt the generator backend
from the engine.
See SPECIAL TOOLS in this manual.
Additional generator information
wi11
be found
in
the
GENERATOR section
of
this manual.
PROPULSION
ENGINE
Switch off the batteries and disconnect the battery cables
from the engine and tape over the tenninals.
Drain
or
pump out all the engine oil and drain the coolant
from the engine and engine hoses.
Unplug the instrument panel wiring harness. Drain the
transmission fluid and the transmission oil cooler hoses,
Detach the oil cooler hoses and unbolt the transmission from
the engine.
NOTE:
Label any lines, hoses
or
cables
as
you separate them.
OIL
DRAIN
PLUG
TRANSMISSION
If
the transmission is not being rebuilt it should be visually
inspected. Flush out and pressure test the oil cooler and
replace the coolant hoses. Inspect and lubricate the gear shift
linkage and the propeller shaft coupling.
Clean and repaint
the transmission and change the transmission fluid.
For transmission service and maintenance
refer to your
transmission manual. To rebuild a transmission contact your
\VESTERBEKE dealer or an authorized transmission service
center.
DAMPER
PLATE
DAMPER
PLATE
BOLTS
ENGINE
DISASSEMBLY
Take the following precautions:
•
Clean
the
exterior
of
the
engine
of
any
deposits
of
dirt
and
oil.
•
Be
careful
not
to
damage
the
disassembled
parts.
•
Arrange
parts
in
the
order
of
disassembly.
Mark
or
label parts as needed to insure proper mating and
reassembly.
Keep
parts
clean.
• Mount the engine on a suitable engine stand for
disassembly.
With the transmission separated from the engine, begin the
following step by step procedure to disassemble the engine.
l.Remove the transmission damper plate from the
engine
flywheel.
2.
Remove the engine oil cooler and oil hoses. Note
oil
hose connections from the oil cooler to the engine.
3.
Remove
the
engine
heat
exchanger.
If
possible. leave
one end
of
each hose connected to the part being removed.
4.
Remove
the
bell
housing
and
the
circuit
breaker/
preheat solenoid mounting bracket.
5.
Remove
the
engine
back
plate.
6. Remove the start motor, drive belt and the alternator.
Label the wires and cables.
7. Remove the engine mounted raw water pump,
complete
with
its
adapter
mounting
plate. See RAW
WATER
PUMP
for parts breakdown.
S.
With the hoses disconnected, remove the thermostat
housing and housing gasket,
leaving the temperature
sender in place.
9.
Remove the coolant circulating pump. Refer to
COOlANT
CIRCULATING PUMP ASSEMBLY.
10.Remove
the
air
intake
silencer
and
the
intake
manifold.
1l.Remove
the
oil filter
and
the
mounting
bracket
from
the
engine
block.
12.UnboIt
the
elbows
and
remove
the
exhaust
manifold
in
its
entirety.
13.Remove
the
fuel injection
pump.
Disconnect the fuel
injection pipes and
fuelleak·off
pipe from the fuel injection
pump and nozzles.
NOTE:
Put plugs
or
caps on the openings
of
the injection pump
and
n012ie connectors.
Golf
tees work well as plugs.
14.Remove the fuel injection nozzle
..
Loosen the fuel
injection nozzles with a wrench. Remove the nozzles and
gaskets from the cylinder head.
NOTE:
Remove the gaskets from the cylinder head with a
gasket scraper. Discard the gaskets.
Engines
& Generators
10
Page 19
ENGINE
DISASSEMBLY
15. Remove goven-lOr assembly.
a. Remove the tie rod cover.
h.
Remove the spring from the tic rod with pliers
to
disconnect the tie rod from the fuel injection pump.
c.
Remove the governor assembly.
16. Remove
governor
weight.
a. Remove the sliding sleeve.
b. Remove the sliding sleeve shaft and governor weights.
17. Fuel injection
pump
removal.
a. Remove the tie rod cover.
h.
Remove the spring from the tie rod with pliers
to
disconnect the tie rod from the fuel injection pump.
18. Remove the fuel injection
pump.
NOTE:
Keep a record
of
the thichtess
of
the
shim'
for
installation.
19. Remove
the
pressure
relief valve
from
the cylinder
block.
8'
WCATEDJUST
UNDER
THE
i
~
FUEL
INJECTION
; m
PUMP
ON
THE
'.
ENGINE
BLOCK.
20. Remove
the
rocker
shaft
assembly.
a. Remove the bolts that hold the rocker stays
in
position
and remove the rocker shaft assembly.
b.
Remove the valve caps.
DISASSEMBLING
THE
ROCKER
SHAFT
ASSEMBLY
21. Disassemble
the
rocker
shaft
assembly. Put idcntifica·
tion on each rocker arm
as
to its location on the rocker
shaft.
22. Remove
the
cylinder
head
bolt. Loosen the cylinder
head bolts
In
two or three steps in the sequence shown.
NOTE:
If
an)' parts on the cylinder head are faulty. check
the cylinder head bolts
for
tightness with a torque wrench
be/ore loosening them.
01
1717
03
05
$12
001
.10
08
014
013
05
07
@10
08
011
06
CYLINDER
HEAD
BOLT
LOOSENING
SEQUENCE
4
CYLINDER
3
CYLINDER
23. Remove tbe cylinder
head
assembly. Lift the cylinder
head straight
up
with a hoist.
NOTE:
If
the gasket is seized
and
the cylinder head connor
be separated/rom the cylinder block, tap around the thick
side~partian
a/the
cylinder head with a plastic hammer
ORDER
OF
DISASSEMBLY
Engines & Generators
11
Page 20
ENGINE
DISASSEMBLY
VALVE
SPRING
REMOVAL
24. Remove the valve
and
valve spring.
3.
Compress the valve spring with a valve lifter and
remove the valve lock.
b. Remove the retainer, spring and valve.
NOTE:
The valves, retainers, springs and valve locks must
be set aside separately in groups, each tagged
for
cylinder number,
for
correct installation.
25. Remove
the
valve stern seals
with
pliers.
NOTE:
Do not reuse the valve stem seals.
26.
Remove
the
flywheel.
a. Have someone hold the crankshaft pulley with a
wrench to prevent the flywheel from rotating.
b. Remove one
of
the bolts that hold the flywheel
in position.
c.
Install a safety bar (M
12
x 1.25) into the threaded hole
in the flywheel from which the bolt was removed.
Remove the remaining bolts .
. d. Hold the flywheel
by
hand and withdraw it from the
crankshaft. Joggling the flywheel back and forth with
facilitate removal.
NUMBERS
INDICATE
THE
SUGGESTED
ORDER
OF
DISASSEMBLY
ORDER
OF
DISASSEMBLY
27. Remove
the
rear
plate. The rear plate
is
doweled
in
position. Pull the plate as straight
as
possible when
removing
it.
28. Remove
the
oil seal case. Remove the bolts that hold
the oil seal case in position. Remove the case from the
cylinder block with a screwdriver.
A
CAUTION:
Do
not
cause
damage
to
the
oil
seal.
29. Remove
the
tappet.
Remove the tappets from the
cylinder block with a valve push rod.
NOTE:
The tappets will fall into the oil pan if the camshaft
is removed before the tappets are removed.
REMOVING
THE
CRANKSHAFT
PULLEY
30. Remove
the
crankshaft
pulle)'.
BAR
a. Install two safety bars (M
12
x 1.25) into the threaded
holes in the rear end
of
the crankshaft. Put a bar
between the safety bars to hold the crankshaft to
prevent it from rotating.
b. Remove the crankshaft pulley.
A
WARNING:
When
removing
the
crankshaft
pulley,
be
prepared
to
stop
the
job
in
case
the
bar
slips
off
the
crankshaft
to
prevent
injury.
Engines
& Generators
12
Page 21
NUMBERS
INDICATE
THE
SUGGESTED
ORDER
OF
DISASSEMBLY
8
IDLER
GEAR
ENGINE
DISASSEMBLY
TIMING
GEARS
ORDER
OF
DISASSEMBLY
14
INJECTION
PUMP
CAMSHAFT
REMOVE
10
THRU
12
I
AS
AN
ASSEMBLY
I
I/I~
e
12
FUEL
INJECTION
PUMP
CAMSHAFT
GEAR
15
OIL
PUMP
GEAR
11
CAMSHAFT
7T1MING
GEAR
CASE
CRANKSHAFT
PULLEY
Engines & Generators
13
1 6
FRONT
PLATE
Page 22
ENGINE
DISASSEMBLY
31. Remove
the
timing
gear
case. Remove the bolts that
hold the timing gear case
in
position and remove the case.
A
WARNING:
The
front
plate is
bolted
inside
the
timing
gear
case.
00
not attempt
to
remove
this
plate
along
with
the
timing
gear
case
by
tapping.
MEASURING
TIMING
GEAR
BACKLASH
TIMING
GEAR
BACKLASH
CRANKSHAFT
GEAR
AND
IDLER
GEAR·
IDLER
GEAR
AND
CAMSHAFT
GEAR·
IDLER
GEAR
AND
FUEL
INJECTION
PUMP
CAMSHAFT
GEAR
CAMSHAFT
GEAR/P.T.O.
GEAR
STANDARD
0.0016·0.0047
in
(0.04·0.12mm)
0.0031
·0.0075
in
(0.08·0.19mm)
LIMIT
0.0118
in
(0.30mm)
0:0118
in
(0.30mm)
FUEL
INJECTION
PUMP
CAMSHAFT
0.0028·0.0079
in
0.0118
in
GEAR
AND
OIL
PUMP
GEAR
(0.07·
0.20mm)
(0.30mm)
33. Remove
the
idler
gear.
To
remove the idler gear, rotate
the gear in a direction
of
the helix
of
the teeth to pull it
out of mesh.
34. Remove
the
camshaft.
a. Remove the bolts that hold the thrust plate.
b.
Pull the camshaft out of the cylinder block.
A
CAUTION:
00
not
cause
damage
to
the
lobes
or
bearing
journals
when
removing
the
camshaft
35. Remove
the
fuel injection
pump
camshaft.
a. Remove the stopper bolt.
b. Tap the rear end
of
the camshaft with a copper bar to
push it out
of
the front side
of
the cylinder block.
36. Remove
the
gear ( when
required).
To
remove the
gears from the camshaft and fuel injection pump
camshaft, lise an arbor press.
37. Remove
the
oil
pump.
Remove the bolts that hold the oil
pump to the cylinder block and remove the pump.
38. Remove
the
front
plate. Remove four bolts that hold the
front plate in position. Tap the plate lightly with a plastic
hammer to separate the gasket.
39. Remove
the
oil
pan.
a. Tum the engine upside down.
b. Tap the bottom corners of the oil pan with a plastic
hammer to remove the oil
pan.
A
CAUTION:
00
not attempt
to
pry
off
the
oil
pan
by
inserting a screwdriver
or a chisel
between
the
oil
pan
and
the
cylinder
block.
Oamage
to
the
oil
pan
can
be
the
result.
40. Remove
the
oil screen. Loosen the nut that holds the oil
screen
in
position and remove the screen.
10
11-~
4~
.3~
o
NUMBERS
INDICATE
THE
SUGGESTED
ORDER
OF
DISASSEMBLY
CYLINDER
BLOCK
CRANKSHAFT
PISTONS
AND
OIL
PAN
ORDER
OF
DISASSEMBLY
15
Engines & Generators
14
Page 23
ENGINE
DISASSEMBLY
41.
Thrust
clearance
measurement
for connecting
rod
big
end.
Install the connecting rod to its crankpin and tighten
the cap nuts to the specified torque. Measure the thrust
clearance with a feeler gauge.
If
the clearance exceeds the
limit, replace the connecting rod.
THRUST
CLEARANCE
STANDARD:
0.0039·0.0138
in
(0.10·
0.35mm)
LIMIT:
0.0197
in
(0.50mm)
MEASURING
THRUST
CLEARANCE
FOR
CONNECTING
ROD
BIG
END
42. Remove the connecting
rod
cap.
a. Lay the
cy
linder block on its side.
h. Put identification on
each
connecting rod and cap
combination as to its location in the engine.
c. Remove the caps.
43. Remove
the
piston.
a. Turn the crankshaft until the piston is
at
top center.
b. Push the piston and connecting
rod
away from the
crankshaft with the handle
of a hammer
until the
piston rings are above the cylinder. Remove the piston
and connecting rod. Repeat steps a and b for the
removal
of
the other pistons.
o
REMOVING
THE
PISTON
44.
Measuring
the
crankshaft
end
play. Set a dial indicator
so that it will touch the end
of
the crankshaft and measure
the end play.
If
the end play exceeds the limit, replace the
flanged bearing.
CRANKSHAFT
END
PLAY
STANDARD:
0.00197·0.00689
in
(0.050·
0.175mm)
LIMIT:
0.01969
in
(0.500
mm)
45. Remove the
main
bearing
cap.
a. Lay the cylinder block with its bottom (oil pan)
side up.
b. Remove the bolts that hold the main bearing caps
in
position. Remove the caps.
c. Remove the front and rear bearing caps with a sliding
hammer.
46.
Remove
the
crankshaft.
A
CAUTION:
Do
not
cause
damage
to
the
bearings.
NOTE:
Put identification on each main bearing as
to
its
location
in
the engine.
47. Separate the piston
from
the
connecting rod.
a.
Use Piston Pin Setting Tool to separate the piston from
the connecting rod.
b. Insert the push rod
of
the tool into the bore
in
the
piston for the piston pin and, using an arbor press,
remove the piston pin.
c. Also use the Piston Pin Setting Tool to install the
connecting rod to the piston.
A
CAUTION:
Do
not
attempt
to
remove
the
piston
pin
by
tapping.
Replace
any
piston
pin
which
requires a greater
force
for
removal.
PISTON
~-",J'"
ROO
TOOL
CONNECTING
ROO
10
MARK
PISTON
-1;j~~~j
'CCINNECTilIG
ROO
'l""h11<---TDDL
BODY
~
WESTERBEKE
Engines & Generators
15
Page 24
INSPECTION
CYLINDER
HEAD
AND
VALVE
MECHANISM
CHECK
/THREADS
CHECK
OIL
HOLES
FOR
CLOGGING
~
I
INSPECT
END
FOR
WEAR
~~
'"
CHECK
FOR
WEAR
IN
BORE
CHECK
VALVE
SEATS
FOR
PROPER
CONTACT
AND
WEAR,
CHECK
VALVE
GUIDES
WEAR
INSPECT
FOR
WEAR
ANO
CONTACT
INSPECT
AND
TEST
SPRING
INSPECT
FOR
CRACKS,
OIL
OR
COOLANT
LEAKS.
CLEAN
OFF
SCALE
AND
CARBON
DEPOSITS
CHECK
FOR
GALLING
AND
WEAR
4-
__
-INSPECT
FOR
RIDGES
OR
DAMAGE
j+---INSPECT
FOR
BEND
CHECKENDS~
FOR
WEAR
AND
OAMAGE
"~
1.
Cylinder
head.
Using a heavy accurate straight edge and
a feeler gauge, check the bottom face for warpage
in
three
positions, lengthwise, two crosswise and two widthwise
as
shown
in
the illustration.
If
warpage exceeds the limit,
reface the bottom face
with a surface grinder.
WARPAGE -CYLINDER
HEAD
BOTTOM
FACE
STANOARD
0.0020
in
(0.05mm)
MAXIMUM
LIMIT
0.0039in
((0.10mm)
INSPECTING
THE
CYLINDER
HEAD
BOTTOM
FOR
WARPAGE
2.
Rocker
arms
and
rocker
shaft.
Measure the bore
in
the
rocker ann for the rocker shaft and the diameter of the
rocker shaft to find the clearance between the ann and the
shaft.
If
the clearance has reached the limit, replace the
rocker arm.
If
it
exceeds the limit. replace both arm and
shaft.
BORE
IN
ROCKER
ARM
FOR
SHAFT
STANDARD
0.74449 -0.74527
in
(18.910
-18.930mm)
DIAMETER
OF
SHAFT
FOR
ARM
STANDARD
0.74331 -0.74401
in
(18.880
-18.898mm)
CLEARANCE
BETWEEN
ROCKER
ARM
AND
SHAFT
STANDARD
0.00047 -0.00197
in
(0.012 -0.050mm)
LIMIT
0.00787
(0.200mm)
MEASURING
ROCKER
ARMS
AND
ROCKER
SHAFT
Engines & Generators
16
Page 25
INSPECTION
3. Valve springs. Check the squareness and free length.
If
the squareness and/or free length exceeds the limit,
replace the spring.
VALVE
SPRING
FREE
lENGTH
STANDARD
1.85
in
(47mm)
LIMIT
1.81
in
(46mm)
SPRING
SQUARE
NESS
STANDARD
1.5'
MAXIMUM
SPRING
TEST
FDRCE . lENGTH
UNDER
TEST
FDRCE
(1.54
in
(39.1mm)
STANDARD
30.6
± 1.5lb·n
13.9 ± 0.7
Kg
·1
LIMIT
·15%
VALVE
SPRING
TESTER
SPRING
FITIING
PRESSURE
MEASURING
FREE
LENGTH
4.
Valve
push
rods. Using V·blocks and a dial indicator.
check for bend.
Jf
the bend exceeds the limit, replace the
push rod.
BEND
(DiAlINDlCATDR
READING)
OF
VALVE
PUSH
ROD
LIMIT
0.012
in
(0.3mm)
MAXIMUM
INSPECTING
THE
BEND
OF
THE
PUSH
ROD
CHECKING
VALVE
STEM
WEAR
5. Valves, valve guides and valve seats.
MEASURING
DIRECTIONS
a.
Measure the diameter
of
the valve stern as shown
in
the i11ustration.
If
the stern is worn beyond the
limit
or
it
is
abnonnally worn, replace the valve.
VALVE
STEM
DIAMETER
(NDRMAl
SIZE
0.260
in
(6.6mm)
INLET
AND
EXHAUST)
INLET
VALVE:
STANDARD
0.25846·0.25905
in
(6.565·
6.580mm)
LIMIT
0.25591
in
(6.500mm)
EXHAUST:
STANDARD
0.25709·
0.25787
in
(6.530·
6.550mm)
LIMIT
0.25591
in
(6.500mm)
0.·./·.··
..
o
MEASURING
1.0.
OF
THE
VALVE
GUIDE
h. The valve guide wears more rapidly at
its
both ends
than any other parts. Measure the bore
in
the guide for
the stem at
its
ends with
an
inside micrometer caliper
to find the clearance between the stern and guide.
If
the
clearance exceeds the limit, replace the guide or valve
whichever is badly worn.
CLEARANCE
BETWEEN
THE
VALVE
STEM
AND
VALVE
GUIDE
INLET
VALVE:
STANDARD
0.008·0.0020
in
(0.02·
0.05mm)
LIMIT
0.0039
in
(0.1Dmm)
EXHAUST
VALVE:
STANDARD
D.0020·
0.00335
in
(0.05
·0.085mm)
LIMIT
0.0059
in
(0.15mm)
Engines & Generators
17
Page 26
INSPECTION
0.39±
0.020
in
(10±
0.5
mm)
VALVE
GUIDE-----....
l7r
-.".
____
.L
..r
L
CYLINDER
HEAD/
HEIGHT
TO
THE
TOP
OF
THE
VALVE
NORMAL
SIZE
0.39
in
(10mm)
c. Valve guide replacement.
~'-'r-
t
E
E
~
(1) Remove the guide from the cylinder head by
pushing
it
with a tool
and
an arbor press from the
bottom side
of
the head.
(2) Install a new guide into the cylinder head by
pushing
it
with an arbor press from the upper side
of
the head until the specified height to the top
of
the guide is obtained.
(3) Insert a new valve into the guide and make sure the
valve slides in the guide freely.
(4) After the valve guide has been replaced, check the
valve contact with its seat.
(5)
Put
a small
amount
of
Prussian blue or read lead on
the valve face. Hold the valve with a valve lapping
tool (commercially available) and press
it
against
the seat to check its contact.
LAPPING
THE
VALVE
IN
THE
SEAT
?>
'>=-~
o@
0
o
~
0
0
@
~
oc?v
~
0
'/
)
/
,
(6)
The
width
of
contact
must
be
uniform all the way
around both seat and valve.
If
the contact is bad,
reface the valve and seat.
(7)
If
the valve margin (valve lip thickness) exceeds the
limit, replace the valve.
VALVE
MARGIN
(LIP)
THICKNESS
STANDARD
0.039
in
(1.0mm)
LIMIT
0.020
in
(0.5mm)
(8)
If
the valve sinkage (the dimension from the top
of
a closed valve to the face
of
cylinder head)
exceeds the limit, recondition the valve seat
or
replace the cylinder head assembly.
VALVE
SINKAGE
STANDARD
LIMIT
0.020 ± 0.0098in
(0.5 ± 0.25mm)
0.059
in
(1.5mm)
GOOD
BAD
CONTACT
MUST
BE
UNIFORM
AROUND
THE
COMPLETE
CIRCUMFERENCE
.
'\
VALVE
AND
VALVE
SEAT
CONTACT
6,
Valve refacing.
VALVE
MARGIN
a.
Sct the valve
ref~cer
at an angle
of
45° and grind the
valve.
b.
The
valve margin
must
not be less than the limit. If the
margin seems to be less than the limit when the valve
is
refaced, replace the valve.
7.
Valve seat refacing,
a. Before refacing the valve seat, check the clearance
between the valve and guide, and replace the guide
if
necessary.
b.
Cut
the valve seat with a valve seat cutter
(commercially available),
or
grind it with a valve seat
grinder, and finish the width
of
valve scat and the angle
of
seat face to the correct values.
ANGLE
OF
SEAT
FACE:
STANDARD
45
0
WIDTH
OF
VALVE
SEAT
STANDARD
0.051
·0.071
in
(1.3
'1.8mm)
LIMIT
0.098
in
(2.5mm)
WESTERBEKE
Engines & Generators
18
Page 27
INSPECTION
REFACING
THE
,
VALVE~EATS
0
o@
o
~
0
orO;)
_
,-?
00
'00
~
'CY
0
'-"0
~
i;;)
~
~
r-;?f/O/
c.
After refacing the valve seat, put Japping compound
on
the valve face and lap the valve
in
the valve seat.
8. Valve
lapping.
Be sure to lap the valves
in
the seats after
refacing or replacing the valves or valve seats.
a. Put a
smal1
amount
of
lapping compound on the valve
seat
WIDTH
OF
VALVE
SEAT
f
0.051 . 0.071
IN
(1.3·
1,8MM)
,
,
VALVE
SEAT
WIDTH
AND
ANGLE
NOTE:
Do
not put lapping compound on the valve stem.
Use
a lapping compound
of
120 to 150 mesh for' initial
lapping and a compound
offmer
than 200 mesh
for
finish
lapping.
Mixing the compound with a small amount
of
engine oil will
help put the compound on the valve face unifonnly.
h. Using a lapping tool, hold the valve against the seat and
rotate it only a part
of
a turn, then raise the valve
off
its
seat, rotating it to a new position. Press the valve
against the seal for another part
of
a turn. Repeat this
operation until the compound wears and loses its
cutting property.
c.
Wash the valve and valve seat with dry cleaning
solvent.
d. Apply engine oil to the valve and lap it
in
the seat.
e.
Check the valve face for contact.
f-L.~~.nu.",u
BAR
~
____
COMBUSTION
JET
9.
Combustion
jet
replacement. Replace the combustion
jets only when they are cracked or defective.
a.
To
remove the jet, insert a 6mm (0.25io) diameter
round bar through the bore
in
the cylinder head for the
glow plug and tap around the jet.
b.
To
install a new jet, put the jet in position
in
the head
with
its
tangential orifice
in
alignment with the center
of the main chamber and tap
it
with a plastic hammer.
COMBUSTION
JET
LAPPING
VALVE
IN
SEAT
APPLYING
LAPPING
COMPOUND
Engines & Generators
19
Page 28
ENGINE
INSPECTION
TIMING
GEARS
AND
FLYWHEEL·
INSPECTION
POINTS
GASKET
REPLACE
INJECTION
PUMP
CAMSHAFT
BEARING
\
CHECK
FOR
NOISE
(SPINNING)
\
ANOWEAR
\
GEARS
\
CHECK
TEETH
FOR
WEAR,
BURRS,
OR
CHIP~S
,;
~
GASKET
~
REPLACE
CAMSHAFT
CHECK
FOR
BEND
OR
DAMAGE
TO
THE
LOBES
r<-------TIMING
GEAR
CASE
INSPECT
FOR
CRACKS/DISTORTION
o
GASKET
OIL
SEAL
FOR
DAMAGE/AGING
FLYWHEEL
CHECK
CONTACT
FACE
FOR
SCORING
OR
RIDGES,
CHECK
GEAR
FOR
OAMAGE~_
OR
WEAR
TO
TEETH,
~
Engines & Generators
20
Page 29
INSPECTION
10.
Camshaft
a. Measure the diameter
of
the journal and the bore in the
bushing for the shaft
to
find the clearance as shown in
the illustration.
If
the clearance exceeds the limit,
replace the bushing.
CLEARANCE
BETWEEN
THE
CAMSHAFT
JOURNAL
AND
BUSHING
STANDARD
0.0059
in
(0.15mm)
! , I
o
~6-
iii
, , .
MEASURING
THE
CAMSHAfT
JOURNAL
h. Use Camshaft Bushing Installer( special tool) for
camshaft bushing replacement.
(1) Remove the oil pan. Using a
"remover" end
of
the
cylinder, push out the bushing into the cylinder
block. Crush and take out the bushing from the
block.
FRONT
OF
CAMSHAFT
I
BUSHING
BLOCK
REMOVING
CAMSHAfT
BUSHING
CAMSHAFT
BUSHING
(2) Install a new bushing
in
position with its oil holes
in
alignment with those
of
the oil gallery.
-+---fI---
-_'~---iB[L
-J.J=--""'----JW
0.D4in
(1
mmr-JL
OIL
HOLES
INSTALLING
THE
CAMSHAFT
BUSHING
NOTCH
IN
BUSHING
--Jl_4---ENDS
OF
~~9;db1
BUSHING
(3) Measure the lobe height and base circle as shown
in the illustration. Subtract the base circle from the
lobe height to find the lobe lift.
If
the lobe lift
exceeds the limit, replace the camshaft.
LOBE
HEIGHT
OF
CAMSHAFT
STANDARD
1.4063
in
(35.72mm)
LIMIT
1.3669 in (34.72mm)
1.
A
~EASURING
_"'VDIRECTION
MEASURING
THE
LOBE
HEIGHT
OF
THE
CAMSHAFT
11.
Fuel
injection
pump
camshaft.
Measure the lobe height
and base circle as shown in the illustration. Subtract the
base circle from the lobe height to find the lobe lift.
If
the lobe lift exceeds the limit, replace the camshaft.
LOBE
HEIGHT
OF
FUEL
INJECTION
PUMP
CAMSHAFT
STANDARD
1.73
in
(44mm)
I '
LIMIT
I 1.69
in
143mm)
d
()
.;
I'Y
MEASURING
DIRECTION
12. Tappets.
a. Check the cam contact face
of
each tappet for abnormal
wear. Replace the tappet
if
the face is defective.
h. Measure the diameter
of
the tappet and the bore
in
the
cylinder block for the tappet to find the clearance.
If
the
clearance exceeds the limit, replace the tappet.
CLEARANCE
BETWEEN
THE
TAPPET
AND
THE
CYLINDER
BLOCK
STANDARD
0.0059
in
(O.15mm)
GOOD
BAD BAD
CAM
CONTACT
FACE
OF
THE
TAPPET
Engines & Generators
21
Page 30
INSPECTION
13.
Idler gear.
a. Measure the bore
in
the idler gear for the shaft and the
diameter
of
the shaft to find the clearance.
If
the
clearance exceeds the
limit. replace the gear
or
shaft
whichever
is
badly worn.
CLEARANCE
BETWEEN
THE
IDLER
GEAR
AND
THE
SHAFT
STANDARD
0.0012·0.0028
in
(0.03·
0.07mm)
LIMIT
0.0079
in
(0.20mm)
b. Install a new idler shaft to the cylinder block so that its
dimension from the face
of
the block
is
1.043:±: 0.020
in
(26.5 :±:0.5mm).
DIMENSION
OF
THE
IDLER
SHAFT
FROM
THE
BLOCK
FACE
14.
Flywheel
and
ring
gear
a. Put the flywheel on the surface plate. Set a dial
indicator at one side
of
the friction (clutch contact) face
and move
it
over to the opposite side
of
the face as
shown
in
the illustration to find flatness.
If
flatness
exceeds the
limit, grind the face.
FLATNESS
OF
THE
FLYWHEEL
STANDARD
0.0059
in
(0.15mm)
MAXIMUM
LIMIT
0.0197
in
(0.50mm)
MEASURING
FLYWHEEL
FLATNESS
h.
Check the ring gear and replace
it
if
its teeth are
abnormally worn
or
chipped.
(1) Removal
Heat the ring gear evenly with an acetylene torch.
Tap the ring gear all the way around with a bar and
a hammer as shown in the illustration to remove
it
from the flywheel.
(2) Installation
Heat a new ring up to a temperature
of
302or<
(150°C) with a piston heater and install it to the
flywheel with
its unchamfered side foremost.
REMOVING
THE
RING
GEAR
15. Pistons, piston rings and piston pins.
a. Measure the diameter
of
the piston at its skirt
in
a
direction transverse to the piston pin with a micrometer
as shown in the illustration.
If
the diameter exceeds the
limit, replace the piston.
Select a new piston so that the
difference between average weight
of
all pistons
in
one
engine does not exceed the standard.
OIAMETER
OF
PISTON
STANDARD
LIMIT
STANDARD
(NOMINAL
SIZE
3.0681 -3.0689
in
3.063
in
3.0709
in
(78.00mm)
(77.93 -77.95mm)
(77.80mm)
OVERSIZE
3.0779 • 3.0787
in
3.0728
in
0.0098
in
(0.25mm)
(78.18
-78.20mm)
(78.05mm)
(NOMINAL
SIZE
3.0807in
78.25mm)
OVERSIZE
0.0197
in
(0.50mm)
(NOMINAL
SIZE
3.0905in
78.50mm)
3.0878·3.0886
in
3.0827
in
(78.43·78.45mm)
(78.30mm)
MAXIMUM
PERMISSIBLE
DIFFERENCE
BETWEEN
AVERAGE
WEIGHT
OF
ALL
PISTONS
IN
ONE
ENGINE,
g(oz)
STANDARD
0.18
in
(5mm)
MEASURING
PISTON
DIAMETER
MEASURING
DIRECTION
h. Measure the clearance between the groove and piston
with a straight edge and a feeler gauge.
If
the clearance
exceeds the limit, replace the ring.
COMPRESSION
RING
CLEARANCE
STANDARD
LIMIT
0.0118
in
(0.30mm)
NO.1
COMPRESSION
0.0024 • 0.0039
in
RING
(0.06·
0.10mm)
NO.2
COMPRESSION
RING
OIL
RING
0.0020 -0.0035
in
0.0079
in
(0.05·0.9mm)
(0.20mm)
0.0012·0.0028
in
0.0079
in
(0.03·0.07mm)
(0.20mm)
c.
If
the clearance stilI exceeds the limit after new piston
rings have been installed, replace the piston.
NO.1
RING
CLEARANCE
COMPRESSION
RING
MEASURING
THE
CLEARANCE
BETWEEN
THE
PISTON
RING
AND
GROOVE
Engines & Generators
22
Page 31
ENGINE
INSPECTION
CYLINDER
BLOCK,
CRANKSHAFT,
PISTONS
AND
OIL
PAN·
INSPECTION
POINTS
CHECK
END
CLEARANCE
-='=-
PISTON
RINGS
@
AND
INSPECT
FOR
WEAR
83'
~-.,
AND
DAMAGE
I ,
,
~
e
:
PISTDN------)-
INSPECT
FOR
WEAR,
v/
\IS
SCORING,
CRACKS,
OVERHEATING
AND
~ ,
EXCESSIVE
WIDENING
OF
RING
GROOVES,
!
L---/
CONNECTING
RODS
~
CHECK
FOR
BEND
OR
TWIST
CHECK
BIG
END
THRUST
CLEARANCE
CRANKSHAFT
GEAR
INSPECT
GEAR
TEETH
FOR
DAMAGE
MAIN
BEARINGS
INSPECT
FOR
SCRATCHES
LOSS
OF
OVERLA~
CYLINDERS
INSPECT
FOR
CRACKS,
OvUNCO,
OR
RIDGES
AT
TOP
OF
;o--~:"
RING
TRAVEL,
CYLINDER
BLOCK
CHECK
FOR
WARPAGE
ON
TOP
FACE,
INSPECT
FOR
PLUGGED
OIL
HOLES.
CHECK
FOR
DAMAGE
TO
PLUGS
OR
DOWElS,
'\\
."..--~
CRANKSHAFT
Engines & Generators
23
CHECK
JOURNALS
AND
CRANKPINS
FOR
WEAR,
CRACKS,
AND
BENDS,
INSPECT
FOR
CLEAR
OIL
HOLES.
DO
NOT
USE
THIS
CRANKSHAFT
IF
THERE
IS
EVIDENCE
OF
OVERHEATING/BURNING.
MAIN
BEARINGS
~
INSPECTFOR
".
"-',/WSS
OF
OVERLAY
,
;.c,
'
\\""
,
INSPECT
FOR
DETERIORATION
INSPECT
FOR
SCRATCHES
Page 32
INSPECTION
d. Put the piston ring in a gauge
or
in the bore
in
a new
cylinder block and measure the clearance between the
ends
of
the ring with a feeler gauge as shown.
If
the
clearance exceeds the limit, replace all the rings.
INSIDE
DIAMETER
OF
GAUGE
STANDARD
3.07
Ml,CC,2
in
(78
.C.EOmm)
OVERSIZE
3.08
.o.Cn12
in
(78.25
.0.03
mm)
(0.009B
in
(0.25mm)
OVERSIZE
3.09.0·0012
in
(78.50
.0.03
mm)
0.0197
in
(0.50mm)
NOTE:
Put the piston ring in the gauge
or
cylinder squarely
with the piston.
MEASURING
PISTON
RING
GAP
CLEARANCE
BETWEEN
THE
ENDS
OF
THE
PISTON
RINGS
STANDARD
liMIT
NO.1
RING
0.0059 -0.011B
in
0.0591
in
(0.15 -0.30mm)
(1.50mm)
NO.2
RING
DlL
RING
0.0059 -0.013B
in
(0.15 -0.35mm)
0.0079 -0.0157
in
(0.20 -0.40mm)
R
MEASURING
PISTON
PIN
AND
BORE
0.00591
in
(1.50mm)
0.0591
in
(1.50mm)
e. Measure the diameter
of
the piston pin and the bore in
the piston for the pin to find the clearance.
If
the
clearance exceeds the limit, replace the piston or pin,
whichever is badly worn.
DIAMETER
OF
THE
PISTON
PIN
(NOMINAL
SIZE
0.91
in
(23mm))
STANDARD
0.90527 -0.90551
in
(22.994 -23.000mm)
CLEARANCE
BETWEEN
THE
PISTON
PIN
AND
PISTON
STANDARD
0.00024 -0.0071
in
(0.006 -0.01Bmm)
LIMIT
0.00197
in
(0.050mm)
f.
Check the connecting rod for bend
or
twist as follows:
(1) Measure
"C'. and
"k.
..
If
"C'. exceed 0.0020
in
(O.OSmm)
per 3.94 in (100mm)
of
':.Q
•••
straighten
the connecting rod with a press.
BENDING
OR
TWIST
OF
CONNECTING
ROD
STANDARD
0.0020
in
/3.94
maximum
(0.05!100mm)
LIMIT
0.0059
in
/3.94
maximum
(0.15!100mm)
(2) Generally, a connecting rod aligner
is
used to check
the connecting rod for bend or twist.
NOTE:
To
check the rod
for
bend. install the cap
to
the
connecting rod and tighten the cap nuts
to
the specified
torque.
t
C
r
.£ <
0.0020
(0.05)
,-Q.
3.94
(100)
:
,(
/
PISTON
PIN
BEND
USING
A
CONNECTING
ROD
ANGLER
TWIST
(3) To check the connecting rod fitted to the piston for
bend, put the connecting rod and piston on the
surface plate as shown, insert a round bar having a
diameter equal to that
of
the crankpin into the bore
in
the big end
of
the rod and measure "A" and "B"
with a dial indicator. Subtract "A·· from "B·' to find
the bend ("C'.).
CHECKING
CONNECTING
ROD
BEND
A
B
Engines & Generators
24
Page 33
INSPECTION
16.
Crankshaft
a. Clearance between crankpin and connecting rod
bearing.
(1) Install the bearing (upper and lower halves) and cap
to
the big end
of
the connecting rod and tighten the
cap nuts to the specified torque. Measure the bore
in
the bearing for crankpin as shown.
TIGHTENING
TORQUE
25.7
± 1.8Ib·ft
3.55 ± 0.25
Kg·f
34.8 ± 2.5
Nm
MEASURING
THE
BORE
IN
THE
CONNECTING
ROD
BEARINGS
MEASURING
DIRECTION
(2) Measure the diameter
of
the crankpin to find the
clearance between the crankpin and connecting rod
bearing.
:t~
DIRECTION
MEASURING
THE
DIAMETER
OF
THE
CRANKPIN
OIAMETER
OF
CRANKPIN
(NORMAL
SIZE
1.89
in
(48mm)
STANDARD
1.88779
·1.88838
in
(47.950·
47.965mm)
CLEARANCE
BETWEEN
THE
CRANKPIN
AND
THE
CONNECTING
ROD
BEARING
STANDARD
LIMIT
0.00098·
0.002B3
in
(0.025·
O.072mm)
0.00591
in
(0.150mm)
(3)
If
the clearance exceeds the limit, install a new
bearing and check the clearance again.
(4)
If
the clearance still exceeds the limit, grind the
crankpin to
0.25mm
(0.0098 in),
O.5Omm
(0.0197 in)
or 0.75mm (0.0295 in) undersize and use a undersize
connecting rod bearing.
CRANKPIN
UNDERSIZES
0.25mm
(0.0098
in)
FINISH
47.75
·C.050
mm
(1.8799
·O_QO;~J
in)
0.50mm
(0.0197
in)
FINISH
47.50
.o,oso
mm
(1.8701
·0.00\17
in)
0.75mm
(0.0295
in)
FINISH
47.25
_O.GSO
mm
(1.8602
·o,o~m
in)
A
CAUTION:
Grind
all
the
crankpins
of
one
crankshaft
to
the
same
undersize.
Finish
the
crankpin
fillets
to a radius
of
0.098
in
(2.5mm).
\I
0.098
in
(2.5
mm)
a. Inspect the clearance between the journal and the main
bearing.
(1) Install the main bearing (upper and lower halves)
and the
cap
to the cylinder block and tighten the
cap
bolts to the specified torque. Measure the
bore in the bearing for the journal.
TIGHTENING
TORQUE:
38
± 1.8Ib·ft
(5.25 ± 0.25
kg·m)
MEASURING
THE
BORE
IN
THE
MAIN
BEARING
(2) Measure the diameter
of
the journal as shown to
find the clearance between the journal and main
bearing.
DIAMETER
OF
JOURNAL
(STANDARD)
NOMINAL
SIZE
2.05
in
(52mm)
STANDARD
2.04665·2.04724
in
(51.985
·52.000mm)
CLEARANCE
BETWEEN
JOURNAL
AND
MAIN
BEARING
STANDARD
0.00118·0.00303
in
(0.030·
0.077mm)
LIMIT
0.00394
in
(0.100mm)
Jb-H
yH
MEASURING
THE
DIAMETER
OF
THE
JOURNAL
Engines & Generators
25
Page 34
INSPECTION
(3)
If
the clearance exceeds the limit, install a new
bearing and check the clearance again.
(4)
If
the clearance still exceeds the limit, grind the
journal to 0.25mm
(0.0098 in), 0.50mm (0.0197 in)
or 0.75mm (0.0295 in) undersize and use undersize
main bearing.
JOURNAL
UNDERSIZES
0.25mm
(0.0098
in)
FINISH
51.75
-0,01$
mm
(2.0374
·D,DCtl5~
in)
0.50mm
(0.0197
in)
FINISH
51.50
·0,015
mm
(2.0276
·D,DDC5~
in)
0.75mm
(0.0295
in)
FINISH
51.25
_D.DTS
mm
(2.0177
·0,00059
in)
JOURNAL
FILLET
RADIUS
0.098
in
(2.5
mm)
A
CAUTION:
Grind
all
the
crank
pins of
one
crankshaft
to
the
same
undersize.
Finish
the
crank
pin fillets
to a radius
of
0.08
in
(2.0mm).
(5) Support the crankshaft on its front and rear journals
in
V-blocks or in a lathe and check the runaut at the
center journal with a dial indicator. Depending on
the amount
of
mnaut, repair the crankshaft by
grinding or by straightening with a press.
If
mnaut
exceeds the limit, replace the crankshaft.
CRANKSHAFT
RUNOUT
STANDARD
0.00098
in
(0.025mm)
LIMIT
0.0020
in
(0.05mm)
•
•
•
•
•
•
(6) Use a gear puller to remove the gear
fTom
the
crankshaft.
NOTE:
Do not remove the gear unless the gear
or
crankshaft
is defective.
(7) Installation
of
the crankshaft gear. Install the
key
in
position on the crankshaft. Install the gear in
position with its keyway in alignment with the
key.
~\)
\')
17.
Cylinder
Block
3.
Measure the bore at the top, middle and bottom points
on axes A and B with a cylinder bore gauge. If any
one
of
the cylinders exceeds the limit, hone out
all
the
bores for oversize pistons.
PISTON
AND
PISTON
RING
BORE
STANDARD
3.07
in
.0.DDt/
CDDE:
STD
(78mm
.''')
OVERSIZE
0.0098
in
(0.25mm)
CODE:
25
DVERSIZE
0.0197
in
(0.50mm)
CODE:
50
3.0807
in .0.0011
(78.25mm
"")
3.0905
in
.0.0012
(78.50mm
.C.Ol)
~
MEASURING
'\:I7
DIRECTION
LIMIT
+0.0008
in
(+0.2mm)
+0.0008
in
(+0.2mm)
+0.0008
in
(+0.2mm)
MEASURING
BORE
IN
THE
CYLINDER
BLOCK
h. Using a heavy accurate straight edge and a feeler
gauge, check the top face
for
warpage
in
two positions
lengthwise, two crosswise and two widthwise.
If
warpage exceeds the limit, reface the top face with a
surface grinder.
MEASURING
DIRECTION
WARPAGE
OF
CYLINDER
BLOCK
TOP
FACE
STANDARD
0.0020
in
(0.05mm)
LIMIT
0.0039
in
(0.10mm)
(?q
o
00
J
illl
atl'i1l
l.
J~
--='4'
1-:9f/
/
18. Manifold inspection. Using a straight edge and a feeler
gauge, check the flange faces
of
the manifold for
warpage.
If
warpage exceeds the limit, recondition or
replace the manifold.
WARPAGE
OFTHE
FLANGE:
0.0059
in
(0.15mm)
Engines & Generators
26
Page 35
ASSEMBLY
CYLINDER
BLOCK,
CRANKSHAFT,
PISTONS
AND
OIL
PAN
PISTON
COAT
THE
ENTIRE
SURFACE
WITH
ENGINE
OIL
BEARINGS
"
LUBRICATE
THE
INSIDE
/'
SURFACES
WITH
ENGINE
OIL
~
f;\~
~
®
CONNECTING
ROO
~.
CAP
NUTS
TORQUE
TO:
3.55
±
0.25
Kg-m
34.8 ± 2.5
Nm
OIL
PAN
COAT
THE
ENTIRE
SURFACE
WITH
HI-TACK
GASKET
SEALER
o
CAMSHAFT
~
APPLY
ENGINE
OIL
TO
~
JOURNALS
AND
LOBES
'"
/ (
Engines & Generators
27
~""
BEARINGS
~
LUBRICATE
THE
INSIDE
~
SURFACES
WITH
ENGINE
OIL
,-+-----
OIL
PAN
BOLTS
CAP
NUTS
TORQUE
TO:
3.55
±
0.25
Kg-m
34.8 ± 2.5
Nm
Page 36
ASSEMBLY
1.
Main
bearing installation.
a. Install the upper halves
of
the main bearings
in
the
cylinder block
and
the lower halves in the main
bearing caps
so
their tabs
fit
into the notches in the
cylinder block and the main bearing caps
..
b. Install the flanged bearing in the No.3 journal.
c. Lightly lubricate the inside surfaces
of
the bearings
with engine oil.
2.
Crankshaft
installation.
a. Clean the crankshaft with cleaning solvent and blow
dry with compressed air.
b. Fasten a hoist to the crankshaft and hold it
in
horizontal
position. Carefully put the crankshaft in position in the
cylinder block.
c. Lightly lubricate the crankshaft journals with engine oil.
3.
Main
bearing
cap
installation.
a. Coat the mating surfaces
of
the rear bearing cap and
cylindcr block with Loctite
Ultra Blue.
b. Install the main bearing caps in position.
Make
sure the
number (arrow head) on the main bearing cap is toward
the front
of
the engine.
c. Tighten the main bearing cap bolts finger tight only.
A
CAUTION:
Install
the
front
and
rear
bearing
caps
in
position
so
their
end
faces
are
even
with
the
end
faces
of
the
cylinder
block.
d. Tighten the bolts holding the
main
bearing caps
in
steps
to the specified torque.
TORQUE:
38
± 2
Ib·«
(5.25 ± 0.25
Kgf·m)
e. Make sure the crankshaft rotates freely without binding
or catching.
f. Measure the end play for the crankshaft. Make
reference to
End
play measurement for crankshaft.
If
the end play
is
incorrect. loosen the bolts holding the
main bearing caps once and tighten them again.
4. Side
seal
installation.
a. Coat the side seals with Loctite Ultra Blue.
b. Insert the side seals between the cylinder block and the
front and rear caps and push them
in
by hand
as
far as
possible, with their rounded side toward the outside
of
the cylinder block.
c. Using a fiat plate, push the seals into position, taking
care not to bend them.
~
SIDE
SEALS
~
ROUNDEO
SIDE
1
~
ROUNDED
SIDE
00
: 0 0 0 !
~o
° ,:
i~~,:\Jo
0
5.
Piston
assembling
to
connecting
rod.
3.
Set Piston Setting Tool (special tool) in a hydraulic
,I)
in
press.
b. Put the connecting rod on the Tool and lubricate the
bore in the rod for the piston pin with engine oil.
c. Put the piston
in
position on the connecting rod, making
sure the model identification on the rod
is
on the
same
side as the arrow head on the top
of
the piston. Put the
piston pin in position.
d.
Insert the push rod
of
the Tool into the bore in the
piston for the piston pin and press the pin with the
press.
A
CAUTION:
Observe
the
indicator of
the
press
when
pressing
the
piston
pin.
If
the
force
of
the
press
is
ready
to
exceed
50kfg
(110
Ibf)
[490N},
stop
pressing
the
pin
and
check
the
bores
in
the
piston
and
connecting
rod
for
alignment.
e. After assembling the piston and connecting rod, make
sure the connecting rod moves freely.
6.
Using a piston ring pliers, install the piston rings on the
piston.
NOTE:
The piston rings must be installed with the side that
has the
mark
"T"
toward the top
of
the piston.
The oil ring must be installed with the coil ring
end gap 18(J'
apart from the coil spring Joint.
INSTALLING
THE
PISTON
RINGS
Engines & Generators
28
Page 37
ASSEMBLY
~\
~B
""~--
---r
~
~NO.1
COMPRESSION
~
~NO.2RING
CHECK
THE
PISTON
RING
GAPS
WITH
CARE.
NEW
RINGS
ARE
PACKAGED
/~
COMPRESSION
OIL
RING
RING
WITH
DETAILED
INSTRUCTIONS
I
THAT
OFTEN
SUPERSEDE
i
GOIL
SPRING
JOINT
THE
SERVICE
MANUA/~
OIL
RING,?
1/
g----------', .
FRONT
OF
,
ENGINE
~
RING
SIDE
CLEARANCE
NO.1
<:s'--
,1/
/
COMPRESSION'
-
///
RING
~
'NO.2
COMPRESSION
RING
AND
OIL
RING
COIL
SPRING
JOINT
7.
Piston
and
connecting
rod
installation.
a. Lubricate the piston and piston rings with engine oil.
b. Move the piston rings on the piston so that the end gaps
are apart from a direction parallel
to, or traverse to, the
piston pin.
c. Install the connecting rod bearing (upper half) to the
rod, making sure the tab
in
the back
of
the bearing
is
in
the notch
of
the connecting rod.
d.Turn the crankshaft until the crankpin for the piston and
connecting rod to be installed is at the top center.
e. Hold thc piston and connecting rod with
"FRONT'
mark
(arrow head) on the top
of
the piston toward the
front (timing
gear
case side)
of
the engine.
f.
Using a piston guide (commercially available), put the
piston and connecting rod into the cylinder from the
top
of
the cylinder block.
A
CAUTION:
Do
not
use a hammer
when
installing
the
piston
and
connecting
rod
as
this
will
damage
the
piston
rings
and
crank
pin.
8. Connecting
rod
cap installation.
a. Push the piston into position until the big end
of
the
connecting rod
is
put into position over the crankpin.
Then
turn the crankshaft 1800 while pushing on the top
of
the piston.
b. Install the lower half
of
the connecting rod bearing
in
the connecting rod cap, making sure the tab
in
the back
of
the bearing
is
in the notch
of
the cap.
c. Install the bearing cap to the connecting rod.
NOTE:
Make sure the number on the cap
is
the same
as
the
number on the connecting rod
In
case
of a nevI.!
connecting
rod having
no cylinder number, install the cap to the rod with
the notches on the same side.
d. Tighten the connecting rod cap nuts
in
steps to the
specified torque.
TORQUE:
25.7 ± 21b-H
(3.55 ± 0.25
Kgf-m)
e. Check the thrust clearance for the connecting rod big
end.
I!
\
1~~
NOTCHES
9_
Oil
screen
installation.
CYLINDER
NO.
a.
Lay the cylinder block with the bottom (oil pan side) up.
h.
Install the oil screen in position.
NOTE:
The oil screen must be installed in position
so
that it is
below the oil level line and away from the
oil pan.
IO.Oil
pan
installation.
Clean the mating surfaces
of
the oil
pan and cylinder block and coat them with Hi-Tack Gasker
Sealer. Tighten the bolts that hold the oil pan to the
cylinder block in a crisscross pattern to the specified
torque.
TORQUE:
8.3 ± 1.1
Ib-fl
(1.15 ± 0.15
Kgf-m)
OIL
PAN
4
CYL
>.
'CUT
NOZZLE
HERE
NOTE:
Squeeze out a 4mm (0.2 in) thick bar
of
sealing com-
pound Hi-Tack Gasker sealer from the tube and put
it
on the
flange
of
the oil pan as shown.
To
squeeze out a 4mm (0.2 in)
thick
bar,
cut the nozzle
of
the tube as shown.
Engines & Generators
29
Page 38
OIL
SEAL
LUBRICATE
WITH
ENGINE
OIL
\
THRUST
PLATE
BOLT
TORQUE
TO:
1.1
±
o.
1
Kg-m
10.8
± 1
Nm
ASSEMBLY
TIMING
GEARS
AND
FLYWHEEL
NEW
GASKET
'~
'\CAMSHAFT
NEW
GASKET
APPLY
ENGINE
OIL
TO
JOURNALS
AND
LOBES
GASKET
REPLACE
GASKET
Engines & Generators
30
BACK
PLATE
BOLT
.
IIJ;IIJI"
TO:
6.5
± 1
Kg-m
64
±
10
Nm
OIL
SEAL
APPLY
ENGINE
OIL
.TO
SEAL
LIP
~tiJ:,
0
',:,~
o ,
'C@'~
FLYWHEE:
BOLT/
TORQUE
TO:
13.5 ± 0.5
Kg-m
132±
5Nm
Page 39
ASSEMBLY
11.
Front
plate
installation.
a. Scrape the gasket from the cylinder block and front
plate.
b.
Coat
the gasket contact surface
of
the cylinder block
with adhesive and put a new gasket in position, making
sure the holes
in
the gasket are all
in
alignment with
the holes in the cylinder block.
c.
Put the front plate
in
position. Install four bolts and
tighten them.
12.
Oil
pump
installation.
a. Make sure the packing has been put in position on the
oil pump.
b.
Put the oil pump in position on the ey linder block.
Install the bolts and tighten them evenly.
c. Make sure the oil pump gear rotates freely.
13.
Engine
turning.
a. Install two bolts (M12 x 1.25) in the flywheel bolts
holes
in
the crankshaft.
b.
Put a bar between the bolts
and
turn the crankshaft to
bring No.1 piston to the top center as shown in the
illustration.
)~)
(,
INSTALLED
BOLTS
C
'
~CRANKSHAFT
, \ l '
. U (
BAR
14.
Fuel
injection
pump
camshaft
installation.
a.
Put the camshaft (with bearing and gear)
in
position
in
the
cy
linder block.
h. Hit the gear with a plastic hammer to
fit
the bearing in
position.
c. Make sure the camshaft rotates freely.
d. Tighten the stopper bolt.
15.
Camshaft
installation.
a. Lubricate the lobes and journals
with engine
oiL
b. Put the camshaft (with gear) in position
in
the cylinder
block.
A
CAUTION:
Do
not
cause
damage
to
the
lobes
and
journals
when
the
camshaft
is
installed.
c.
Tighten the bolts that hold the thrust plate to the
specified torque.
TORQUE:
8 ± 0.7Ib·ft
(1.1 ± 0.1
Kgf·m)
d. Make sure the camshaft rotates freely. Check the end
play for the camshaft.
a.
Lubricate the idler gear with engine oil.
h. Install the idler gear in position with its
"3", "2" and
"11" marks in alignment with the the
"33"
mark on the
fuel injection pump camshaft gear, the
"22" mark on
the camshaft gear and
the"
1" mark on the crankshaft
gear respectively.
c. Check the backlash
of
the gears. Make reference to
Timing gear backlash measurement.
17.
Timing
gear
case installation.
a.
Coat the gasket with adhesive and put it in position on
the front plate.
h. Lubricate the oil seal with engine oil.
c. Tighten the bolts that hold the timing gear case.
18.
Crankshaft
pulley
nut
tightening.
a. Install two bolts (M
12
x 1.25) in the flywheel bolt holes
in
the crankshaft and hold the crankshaft.
b. Tighten thc crankshaft pulley nut to the specified
torque.
TORQUE:
127
± 181b·ft
(17.5 ± 2.5
Kgf·m)
A
WARNING:
Check
the
strength
of
the
bolts
and
bar
used
for
holding
the
crankshaft.
19. P.T.O.
gear
installation. Install the
PTO.
gear
in
position in the timing gear case with the side that has
no
oil hole toward the rear
of
the engine.
20.
Tappet
installation. Lubricate the tappets with engine oil
and put them
in
position
in
the cylinder block.
21.
Oil
seal case installation.
a.
Put a new gasket in position on the oil seal case.
h. Lubricate the oil seal with engine oil and install the oil
seal in position in the cylinder block.
22.
Rear
plate
installation.
a. Put a new gasket in position on the rear plate.
b.
Put the rear plate
in
position on the cylinder block with
its dowel holes
in
alignment with the dowels. Tighten
the bolts that hold the rear plate to the specified torque.
TORQUE:
47
± 7 Ib·ft
(6.5
± 1
Kgf·m)
NOTE:
Install the starter
to
the rear plate before installing the
plate
to
the cylinder block for convenience
of
rear plate
instal/ation.
WESTERBEKE
Engines & Generators
31
Page 40
ASSEMBLY
23.
Flywheel
installation.
a. Install a safety bar (M12x 1.25) in the rear end
of
the
crankshaft.
b.
Put the flywheel in position in alignment with the
safety bar.
c. Install three
of
four bolts
in
the flywheel and tighten
them finger tight only.
d.
Remove the safety bar. Install the last bolt in the
fly
wheel and tighten it finger tight only.
e. Have someone hold the crankshaft pulley with a wrench
to prevent the flywheel from rotating.
f. Tighten the four bolts that hold the flywheel to the
specified torque.
TORQUE:
98
± 4 Ib·«
(13.5 ± 0.5
Kgf-m)
.A
WARNING:
Always
signal
to
each
other
to
prevent
possible
personal
injury.
INSTALL
A
GASKET
CYLINDER
HEAD
AND
VALVE
MECHANISM
LUBRICATE
STEM
WITH
ENGINE
OIL
--
__
_+_
:1.15±
0.15
Kg-m
(11.3 ± 1.5
Nm)
TORQUE:
1.5
±
0.5
Kg-m
(14.7 ± 5
Nm)
INSTALL
A
NEW
GASKET----~~~~~g
24.
Cylinder
head
bottom
face
cleaning. Scrape the gasket
from the bottom face
of
the cylinder head.
NOTE:
After scraping the gasket, rub
off
gasket remnants
from the face with an oilstone smeared with engine oil
and
thoroughly clean the face.
REMOVING
THE
CYLINDER
HEAD
GASKET
WHITE
ENAMEL-
INSTALLING
THE
VALVE
SPRING
I
25. Valve
stem
seal
installation.
Install the valve stem seal
in
position in the valve guide. After installation, make
sure the seal is in its correct position.
NOTE:
Improper stem seal installation can cause a failure
to
seal against downward flow
of
oil along the stem.
26.
Install
the
valve
spring
with
the
white
enameled
end
up.
27. Valve
block
installation.
Put compression on the valve
spring with a valve lifter and install the block in position
on the valve top.
A
CAUTION:
Do
not
put
excessive
compression
on
the
valve
spring.
This
can
cause
the
retainer
to
hit
and
damage
the
stem
seal.
28.
Cylinder
head
gasket
installation.
a. Thoroughly clean the top faces
of
the cylinder block
and pistons,
b. Install two guide bolts
(M10 x 1.25)
in
the bolt holes
in
the cylinder block.
c. Put a new cylinder head gasket in position on the
cylinder block, making sure the guide bolts are all
in
alignment with their respective holes
in
the gasket..
A
CAUTION:
Do
not
use
any
gasket
adhesive
or
other
substances
on
the top
face
of
the
cylinder
block.
Engines & Generators
32
Page 41
ASSEMBLY
29.
Installation
of
the
cylinder
head.
Place the cylinder
head
in
position on the cylinder block, making sure the
guide bolts are all in alignment with their respective bolt
holes
in
the head.
30.
Cylinder
head
bolt
tightening
a. Remove the guide bolts and install the bolts that hold
the cylinder head to the cylinder block.
h. Tighten the bolts
in
number sequence
in
two
or
three
steps to the specified torque.
TORQUE:
65
± 4 Ib·ff
(9 ± 0.5
Kgf·m)
010
04
02
05
07
•
4
CYLINDER
OB
06
01
OJ
09
014
012
011
013
FRONT
OB
04
Q2
at
3
CYLINDER
01
03
010
09
011
31. Valve
push
rod
installation.
a. Put the valve push rod into position through the bore
in
the cylinder head.
b. Make sure the ball end
of
the push rod has been put
into position over the top
of
the
tappet
32.
Rocker
shaft
assembly.
a. Install the ,rocker
arms,
brackets and springs on the
rocker shaft. Secure the brackets to the shaft by
tightening the bolts.
h. Make sure the rocker arms move freely.
33.
Rocker
shaft
assembly
installation.
a. Install the valve caps in position on the top
of
the
valves.
h. Put the rocker shaft assembly in position on the
cylinder head. Tighten the bolts that hold the rocker
shaft assembly to the specified torque.
TORQUE:
11
± 4lb·ft
(1.5 ± 0.5
Kgf·m)
c.
Adjust the valve clearance, see VALVE CLEARANCE in
this manual.
34.
Rocker
cover
installation.
a. Make sure the gasket is assembled to the rocker cover,
b. Tighten the bolts that hold the rocker cover to the
specified torque.
TORQUE:
8.3
± 1.1Ib·ft(11.5 ±
0.15
Kgf'm)
35.
Tighten
the
bolts
that
hold
the
air
intake
to
the
specified
torque.
TORQUE:
13.4
± 2.5Ib·ft
(1.85 ± 0.35
KgI·m)
36.
Tighten
the
bolts
that
hold
the
exhaust
manifold
to
the
specified
torque.
TORQUE:
13.4
± 2.5Ib·ft
(1.85 ± 0.35
Kgf·m)
37.
Fuel
injection nozzle installation.
a.
Put the gasket on the nozzle.
h.
Put the nozzle assembly in position in the cylinder head
and tighten
it
to the specified torque.
TORQUE:
40
± 4 Ib·ft
(5.5 ± 0.5
Kgf'm)
38.
Put
the
fuel
injection
pump
in
position
on
the
cylinder
block
and
tighten
the
bolts
that
hold
the
pump
to
the
specified
torque.
39.
Put
the
flywheel
assembly
in position on
the
rear
end
of
the
fuel
injection
pump
camshaft
and
tighten
the
sliding sleeve
shaft
to
the
specified
torque.
TORQUE:
26 ± 4.3
Ib·ft (3.6 ±
0.6
Kgf·m)
40.
Install
the
sliding
sleeve
on
the
sliding
sleeve
shaft
and
make
sure
the
sleeve moves freely.
41.
Fuel
injection
nozzle installation.
a. Install the governor assembly
in
position while putting
the tie rod and spring into position in the injection
pump.
b. Install the tie rod to the pin
of
the control rack and
secure it
with the tie rod spring.
c. Install the tie rod cover in position.
42.
Fuel
injection line installation.
a.
Put the fuel leak·off in position and connect it to the
fuel injection nozzles.
h.
Put the fuel injection lines in position and connect them
to the fuel injection pump. Install the clamps.
43.
Pressure
relief valve installation. Put the relief valve
in
position on the cylinder block and tighten
it
to the
specified torque.
TORQUE:
36
± 4 Ib·n
(5 ± 0.5
Kgf·m)
44.
Install
the
oil filter. Lightly lubricate the gasket with
engine oil and install the new filter element
by
hand.
When the gasket contacts the base, tighten one more turn.
45.
Coolant
pump.
Check the impeller and shaft for rotation.
If
they do not rotate freely or have noise, replace the
coolant pump assembly.
46.
Put a new
gasket
in
position
on
the
water
pump
flange. Install the water pump onto the cylinder block.
GASKET
COOLANT
PUMP
Engines & Generators
33
Page 42
ASSEMBLY
52.
Fuel
run
solenoid installation [if applicable].
THERMOSTAT
HOUSING
47. Install
the
thermostat.
Put the thermostat in the
thennostat housing
with a new gasket and install the
thermostat housing in position on the cylinder head.
48.
Oil
pump.
Visually
check
the
pump
for
rough
rotation
or
other
defects. Replace the pump assembly
if
defective.
49.
Oil
pressure
relief valve. Check the valve seat for
contact and check the spring for damage. Measure the oil
pressure at which the relief valve opens (the oil pressure
with the engine running at the rated rpm).
If
the pressure
is not correct, remove the cap nut and increase or
decrease the amount
of
shims.
The
engine oil pressure
tap
is
located on the right side
of
the engine.
RELIEF
VALVE
OPENING
PRESSURE:
50
± 7
psi
(3.5 ± 0.5
Kgf·m)
t
N~T
.
LOCATED
JUST
UNDER
THE
•
FUEL
INJECTION
PUMP
ON
THE
ENGINE
BLOCK
50.
Install
the
glow plugs
in
position
in
the
precombustion
chamber
and
tighten
them
to
the
specified
torque.
For
testing,
refer
to
GLOW
PLUGS
in
this
manual.
TORQUE:
12.7 ± 1.8
psi
(1.75 ± 0.25
Kgf·m)
51.
Alternator
installation.
a.
Put the alternator in position. Install the adjusting
bolt in position to hold the alternator in position.
b.
Put the belt
in
position on the pulley. Move the
alternator away from the engine to make an adjustment
to the belt.
c. Tighten the bolts.
d. Make sure the tension
of
the belt is correct, about
1I2"deftection at the center with pressure.
a. Remove the tie rod cover.
b. Coat the threads
of
the stop solenoid with thread sealant
(TIrree Bond 1212). Coat the length
of
the threads to be
turned in the governor case.
c. Temporarily install the shutoff solenoid and nut in the
governor case.
d. Move the injection pump control rack
all
the way to the
non-injection (shutoff) position.
e. Turn the shutoff solenoid in the governor case while
pushing the plunger toward the control rack until
the
shaft is in touch with the tie rod. At this time, clearance
C must be
0 mm. (Under this condition, the plunger
will be rotated by the shutoff solenoid being turned in).
f.
Back off the shutoff solenoid 30° to 45° turn (the
clearance between the control rack and plunger will be
0.15 to 0.20
mm
(0.0059 to
0.OO79in)
and tighten the
nut to the specified torque.
g. Start the engine and make sure the
er..gine stops when
the plunger
is
pushed all the way.
h. Stop the engine and make certain the engine stops
when the start key is turned to the
off
position.
i. Install the rubber cap in position with the arrow head
toward up (with the side that has a water drain hole
down).
PLUNGER
TO
RACK
CLEARANCE
0.0059·0.007
in
(0.15·0.20
mm)
WESTERBEKE
Engines & Generators
34
Page 43
EXHAUST
MANIFOLD / HEAT
EXCHANGER
EXHAUST
MANIFOLD
The exhaust manifold, which was disassembled from the
cylinder head, should be inspected before reassembly.
1. Remove the exhaust elbows from the
lower
surface
of
the
manifold.
Clean
and inspect for cracks
and
defects.
Replace as needed.
2. Remove the exhaust nipples, elbows
and
plugs from the
manifold.
3. Remove
water
connectors from the ends
of
the manifold.
Be sure to note the proper location and arrangement
of
each for proper alignment.
4, Examine all parts for defects, corrosion and
wear
and
replace as needed.
5. Flush out the manifolds interior with a liquid cleaner and
rinse thoroughly with fresh water.
6.
Use a pipe cleaner to clear the passage that connects the
coolant recovery tank tubing.
7. Flush out the coolant recovery tank and it's connecting
tube.
ASSEMBLY
1.
If
the manifold was removed as an assembly
and
left
intact, it
can
be replaced on the cylinder head in the
reverse order
of
removal.
Do
not
reuse the gaskets; install
new ones.
Manifold
Mounting
Bolts
Torque
Values
20 -24
ft-Ib
(2.7 -3.3
m-kg)
2.
If
the manifold has been disassembled, follow the steps
below.
a. Loosely attach the elbows to the cylinder head and the
manifold using new gaskets. Do not use any gasket
sealant
b.
Gradually tighten each fitting to make sure
of
proper
alignment
of
all the parts. This should be
done
in three
steps.
Manifold
Mounting
Bolls
Torque
Values
20 -24
ft-Ib
(2.7 -3.3
m-kg)
c. Reinstall the exhaust connections and plugs into the
manifold using Loctite-Anti-Seize on the threads.
Check
the
manifold
pressure cap. Open the valve by pulling
it and
make
sure
it closes when released. Make certain the
upper
and
lower
seals are in good condition.
If
any
doubt,
replace the cap.
CHECKING
THE
PRESSURE
CAP
HEAT
EXCHANGER
The
heat
exchanger
should
be
inspected
and
serviced during
an
engine
overhauL
1.
Disconnect
the
hoses and remove the
hose
fittings,
petcock, drain plugs and zinc anode. Also, remove the
end
fittings
and
gaskets.
2.
Inspect
the tube (casing) for
wear
and
dents,
if
at all
suspect
replace the heat exchanger.
3.
Clean
out
any zinc debris
and
pressure test the coolant
and
raw
water
passages.
4.
When
reassembling, install
new
gaskets
and
O-rings.
Apply
some lubricant to the
new
gaskets
and
to the
petcocks
and fittings as you install them.
5.
Install a new zinc anode.
NOTE:
All
of
the above can be accomplished by sending the
heat exchanger
to a heat exchanger service shop. They will
also service transmission and engine oil coolers.
6.
Repaint
the assembled heat
exchanger
with Westerbeke
resistant spray enamel.
HEAT
EXCHANGER
CLEAN
OUT
DEBRIS
ANODE
AFTER
COMPLETED
ENGINE
ASSEMBLY
7. Reconnect all hoses, replacing them as needed.
8. Refill the
system
with coolant as detailed above.
9.
Pressure test system and check for leaks.
HEAT
EXCHANGER
Engines & Generators
35
Page 44
FUEL
INJECTION
PUMP
NOTE:
Injector
pump
servicing should be
peifonned
by a
qualified injector shop.
Disassembly
Procedure
1.
Tappet
removal.
a. Hold the injection pump
in
a vise with the side that has
the tappets
up.
b. Straighten the lock plate away from the tappet guide
pin with a screwdriver.
c. Rotate the tappet guide pin
1800 to
unlock it from the
housing.
d. Remove the tappet guide pin with a needle-nose pliers
while pushing down on the tappet. Remove the tappet.
e. Do Steps (b) through (d) again for the remainder of the
tappets.
A
CAUTION:
The
tappet
can
be
thrown
from
the
housing
when
the
tappet
guide
pin
is
removed.
Hold
the
tappet
to
prevent
it
from
falling.
2.
Plunger
removal.
a. Remove
the
tappet adjusting shim.
h.
Remove the lower spring seat and plunger with a
tweezers.
c. Remove the plunger spring.
d.
Remove the upper spring seat and control sleeve.
e. Do Steps (b) through (d) again for the remainder
of
the
plungers.
f.
Remove the control rack.
3. Delivery valve removal.
a.
Turn the injection pump upside down and hold it
in
a
VIse.
b. Remove the delivery valve holder.
c. Remove the delivery valve spring.
d.
Remove the delivery valve gasket.
e. Remove the delivery valve with a tweezers.
f. Do Steps (b) through (e) again for the remainder
of
the
delivery valves.
g. Remove the barrels from the housing.
NOTE:
When replacing the plungers
and
barrels
or
delivery
valves, do nOlloosen the adjusting plates between the
pumping elements,
After
these parts have been replaced, the injection
quantity
mLlst
be measured. A Pump Tester Cam Box
is
needed
for
the measurement
of
the injection quantity.
Keep the disassembled injection pump parts
in
clean
diesel fuel.
5
~~~
CHECK
TAPPET
3~~
I
~"-....9
FOR
WEAR
~
U I
~8
SEQUENCE
!
AND
INSPECTION
POINTS
~
~
CHECK
PLUNGER
FOR
WEAR,
SCORING.
AND
RUST
DISASSEMBLY
I
1---':7
~
CHECK
THE
SPRING
FOR
FATIGUE
A
CAUTION:
The
delivery
valves,
plungers
and
barrels
are
finely
finished
parts.
Keep
them
as
clean
as
possible.
Keep
the
plungers
with
their
respective
barrels
for
installation.
Do
not
use
plungers
or
barrels
with
other
barrels
or
plungers.
Assembly
procedure
1.
Put each barrel
in
position
in
the housing with its slot
in
alignment with the dowel of the housing and put it
straight down into the bore.
NOTE:
If
the slot
in
the barrel is not aligned with the dowel
of
the housing, the O-ring will not seat correctly (still visible)
after the delivery valve holder
has
been installed.
2.
Install the delivery valve, gasket, spring and O-ring on
the barrel and tighten the delivery valve holder finger
tight. Do this step for the remainder
of
the delivery
valves.
A
CAUTION:
Anytime
the
injection
pump
is
disassembled, a new
O-ring
must
be
instal/ed.
Make
sure
the
threads
of
the
delivery
valve
holder
do
not
cause
damage
to
the
O-rings
.
....v"
WESTERBEKE
Engines & Generators
36
Page 45
FUEL
INJECTION
PUMP
3. Install each control sleeve with the center tooth in
alignment
with the line mark
of
the control rack. Put
the plungers in position in the barrels.
A
CAUTION:
Make
sure
the
notch
in
the
plunger
is
toward
the
adjusting
plate
4.
Tappet
installation. Move the control rack back and forth
while pushing down on each tappet to align the slot in the
tappet
with the hole
in
the housing for the tappet guide
pin. Install the lock plates and tappet guide pins
in
position.
A
CAUTION:
Anytime
the
injection
pump
is
disassembled,
new
lock
plates
must
be
used.
5.
Put
the
delivery valve
holders
in
position
and
tighten
them
to
the
specified
torque.
A
CAUTION:
Do
not
overtighten
the
delivery
valve
holders.
This
can
put
end
force
on
the
barrels,
resulting
in a failure
of
the
plungers
to
move
freely.
If
the
holders
are
not
tightened
to
the
specified
torque,
engine
oil
would
leak
in
the
injection
pump.
DELIVERY
VALVE
HOLDER
TORQUE
4.5 ± 0.5
Kg-m
(44
± 5
Nm)
6. Inspection
after
assembly.
3.
After the injection pump has been assembled, check to
see
if the control rack moves freely without any
. binding or catching.
b.
If
the control rack fails to move freely. the possible
causes are:
• Pumping element(s) sticking.
• Foreign particles lodged between control rack and
sleeves.
• Overtightening
of
delivery valve holder(s).
Disassemble and check the injection pump to locate
the cause
of
the trouble.
c. After the injection pump has been finally assembled.
check the injection timing.
Engines & Generators
37
Page 46
GOVERNOR
DISASSEMBLY
SEQUENCE
AND
INSPECTION
4
SPRING
PIN
"1-<<--
__
0
SPEED
CONTROL
LEVER
6
CHECK
SHAFT
FOR
DEFECTS
AND
WEAR
TORQUE
SPRING
SET
1.
Assembly.
a.
Install the levers in position.
SPEED
CONTROL
LEVER
--------..,
b. Put the O-ring on the governor shaft.
c.
Put the governor shaft in position in the governor case
and put the levers on the governor shaft.
d.
Install the grooved pin and spring pin in position with a
hammer.
e. Install the tie rod and tie rod spring
in
position.
2. Torque spring set installation.
The torque spring set is to
be
installed and adjusted after
an adjustment
is
made to the low idle speed and high idle
speed,
with the engine at a standstilL
a. Remove the tie rod cover.
h. Move the speed control lever
to the high idle position
and hold it there.
c.
Pull the tie rod
in
the direction
of
arrow head to the
point where a slight resistance is encountered. In this
position, the tie rod does not pull on the governor
spnng.
d. Turn in the torque spring set while lightly pulling the
tie rod until the line mark on the control rack
is
aligned
with the line mark on the pump body.
e.
With these line marks aligned, lock the torque spring
set in position
by tightening the special nut.
GOVERNOR
SPRING
SEALING
CAP
GOVERNOR
LEVER
-<------2
TIE
ROD
o
o
LINE
MARK
ON
CONTROL
RACK
INSTALLING
THE
TORQUE
SPRING
SPECIAL
NUT
f.
Install the sealing cap over the torque spring set and
stake the cap
in
position.
SEALING
CAP
FOR
TORQUE
SPRING
SET
Engines & Generators
38
Page 47
FUEL
INJECTION
TIMING
Preparation
a.
Close
the fuel shut-off valve.
b. Disconnect the No.1 fuel injection pipe from the
cylinder
head
and injection pump.
c. Remove
No.l
delivery valve holder from the injection
pump.
Remove
the delivery valve
and
spring from the
holder. Restore the delivery valve holder only to the
injection pump.
d.Connect
the fuel injection pipe to the injection pump.
e. Hold the speed control lever in the low speed position.
(Generator) remove the fuel shut-off solenoid.
Inspection
[fuel
flow
method]
a.
Open
the fuel shut-off valve.
Tum
the
key
switch to the
ON
position and press preheat.
In the fuel flow method. the delivery valve has to be removed.
As a result, there is a
good
chance for dirt particles to get
inside the fuel injection pump. In this alternate method, however, it is not necessary to remove the delivery valve.
a. Disconnect No.1 fuel injection pipe at the fuel
injection nozzle (cylinder head).
b.
Prime the fuel system.
c.
Slowly
tum
the crankshaft clockwise until fuel
just
swells at the free
end
of
the injection pipe and, at that
instant,
check
the position
of
the
IT
mark with respect
to the
mark
on the gear case. This timing
is
approximately
I'
retarded. Take this
I'
retardation
into account when making a shim adjustment.
Adjustment
a.
If
the fuel injection timing is incorrect, change the
thickness
of
shims under the fuel injection pump. An
increase
or
decrease
of
the shims by 0.1
mm
(0.004 in)
will vary the timing
by
1°.
b. Increase the thickness
of
the shims to retard the timing
or decrease it
to
advance the timing.
ADJUSTMENT
RANGE:
STANDARD
± 1.5'
Four
kinds
of
shims are available in thicknesses
0.2mmm
(0.0079 in), O.3mm (0.0118 in), OAmm
(0.0157 in) and
0.8mm
(0.0315 in). These shims have
no identification, measure the thickness
of
each shim
with calipers before using it.
A
CAUTION:
Apply
sealant
to
both
faces
of
each
shim
to
prevent
oil
leaks.
c. After the timing has been adjusted, make sure it
is
COrrect.
d. Close the fuel filter valve
and
restore the delivery valve
and injection pipe to the original state.
TDC
MARK
ANGLE
BY
WHICH
FUEL
INJECTION
TlMING1?(
'''''MGJ
,
9)
17' 19'
~
20'
23'
ANGLE
BY
WHICH
FUEL
INJECTION
TIMING
0
ISADVANCEX,
--0'
~
INCREASE
SHIM
THICKNESS
DECREASE
SHIM
THICKNESS
r---L-I---'--./
~~~1~.
ADVANCED
/
Engines & Generators
39
Page 48
FUEL
INJECTORS
REMOVING
THE
INJECTORS
NOTE:
Injector must be serviced in a "clean room"
environment.
1.
Disconnect the high pressure lines from the injectors and
loosen the lines at their attachment to the injection pump
and move them out
of
the way
of
the injectors. Avoid
bending the lines.
2. Remove the fuel return line in
its entirety from the top
of
the injectors. Take care not to lose the sealing washers
and banjo bolt that attaches the fuel return line to each
injector.
3. Unscrew the injector from the cylinder head using a
suitable deep socket.
NOTE:
Clean the area around the base
of
the injector
prior
to lifting it out
of
the cylinder
head
to help prevent
any rust
or
debris from falling down into the injector
hole.
If the injector will
not
lift
out
easily
and
is held
in
by
carbon build up
or
the like, work the injector side to
side with the
aid
of
the socket wrench to free it
and
then
lift
it
out.
4. The injector seats
in
the cylinder head on a copper
sealing washer.
Ths
washer should be removed with the
injector and replaced with a new washer when the
injector
is
reinstalled.
NOTE:
Greatest possible care should be taken
in
handling
the nozzles as they are precisely machined. The nozzle
and
the needle valve are matched parts. Do not mix their
original combinations. Disassemble
and
wash each noz-
zle assembly separately.
Carbon deposits on the
nozzle body must be removed
with
a piece
of
hard wood. Howevef; it would be advis-
able not to clean the surrounding area
of
the nozzle ori-
fice to avoid possible damage to the orifice.
INJECTION
TESTING/ADJUSTMENT
1.
Using the nozzle tester, check the spray pattern and
injection starting pressure
of
nozzle and, if
it
exceeds the
limit. adjust or replace the nozzle. When using nozzle
tester, take the following precautions:
A
CAUTION:
The
spray
injected
from
the
nozzle
is
of
such
velocity that
it
may
penetrate
deeply
into
the
skin
of
fingers
and
hands,
destroying
tissue.
If
it
enters
the
bloodstream,
it
may
cause
blood
poisoning.
Y2~7?
i!!~':
,1,ltI!\'I\\'
b
.)V
i
GOOD
NOZZLE
~
RECONDITION / REPLACE
-----'----'
a.
If
the diesel fuel
of
the nozzle tester
is
discolored,
replace
it. At the same time, clean or replace the fuel
filter.
b.
Mount the nozzle and nozzle holder
on
the nozzle tester.
c. Operate the hand lever of nozzle tester several times to
bleed the air
in
the nozzle line, then move the hand lever
at intervals
of
one stroke per second while reading the
injection starting pressure.
INJECTOR
STARTING
PRESSURE
1991'"
psi
(140"
kgf·cm)
d.If
the fuel injection starting pressure
is
not within the
specification, it can be adjusted by removing or adding
shims
in
the injector body to achieve proper pressure.
NOTE:
An
increase
or
decrease
of
shirn thickness
by
0.004 in (O.lmm) will vary the injection pressure by 142
psi
( 1 0 kgf-cm).
Ten
shims are available in thickness
from 1.25
mm
to 170
mm
(0.0492 in
to
0.0669 in) in
increments
0/0.0020
in (0.05 mm).
e. When replacing the shim, grip the retaining nut
in
a
vise and remove the body with a wrench. Tighten the
retaining nut to the specified torque.
NOZZLE
BOOYTORQUE
27 ± 1.8
lb·"
(3.75 ± 0.25
kgf·m)
INJECTOR
~
TORQUE:
40
± 4
Ib
• II
® / (5.5K5Kgf·m)
1
/
;4Nm
TEST
SPRING
FOR
,~
TENSION
AND
SQUARENESS
6
~
<
INSPECT
FOR
WEAR
CHECK
FOR
WEAR
~.
~
( 5
AND
DAMAGE
"'"
'"
.. 4
~-----
CHECKFORCARBON~~
3
IN
OR
AROUND
'"
2
NOZZLE
ORIFACE
;~TORQUE:27
±
1.8Ib-"
•
(3.75
K 0.25Kgf·
m)
37Nm
"'
1
DISASSEMBLY
AND
INSPECTION
1.
Clamp the nozzle holder in a vise, remove the nozzle nut
and disassemble the nozzle body, spring.and needle.
2. Clean the disassembled parts with clean diesel fuel.
INSTALLING
1.
Install in the reverse order
of
removal.
NOTE:
The copper washers should not be reused. Replace
with new washers.
2.
Tighten the nozzle on the cylinder head to the specified
torque.
NOZZLETORQUE
40
± 4Ib-"
(5.5 ± 0.5
kgf·m)
....v'
WESTERBEKE
Engines & Generators
40
Page 49
GLOW
PLUG
TESTING
GLOW
PLUGS
The glow plugs are wired through the preheat solenoid.
When
PREHEAT is pressed at the control panel this solenoid
should
"click" on and the glow plug should begin to get hot.
a.
To
inspect the plug, remove the electrical terminal connections, then unscrew or unclamp each plug from the
cylinder head. Thoroughly clean each plug's tip and
threads with a soft brush and cleaning solution to remove
all the carbon and oil deposits. While cleaning, examine
the tip for wear and bum erosion; if it has eroded too
much, replace the plug.
b. An accurate way to test glow plugs is with an
ohmmeter.
Touch one prod to the glow plug's wire connection, and
the other to the body
of
the glow plug, as shown. A good
glow plug
will
have a 0.4 - 0.6 ohm resistance. This
method can be used with the plug in
or
out
of
the engine.
You can also use
an
ammeter
to
test the power drain
(5
-
6 amps per plug).
A
WARNING:
These
glow
plugs
will
become
very
hot
to
the
touch.
Be
careful
not
to
burn
your
fingers
when
testing
the
plugs.
c. Re-install the plugs
in
the engine and test them again.
The plugs should get very hot (at the terminal end) within
7 to
15
seconds.
If
the plugs
don't
heal up quickly, check
for a short circuit. When reinstalling the glow plugs, use
anti-seize compound on the threads.
A
WARNING:
00
not
keep
a glow
plug
on
for
more
than
30
seconds.
GLOW
PLUG
TIGHTENING
TORQUE
7 -
11
ft-Ib
(1.0
-1.5
m-kg)
TESTING A GLOW
PLUG
WITH
AN
OHMMETER
TESTING A GLOW
PLUG
USING A -TEST
LIGHT
\ I I
,
TERMINAL
END
TIP
+
Engines & Generators
41
Page 50
STARTER
MOTOR
DESCRIPTION
The starter can be roughly divided into the following sections:
• A motor section which generates a drive power.
•
An
overrunning clutch section which transmits an arma-
ture torque, preventing motor overrun after starting.
• A switch section (solenoid) which
is
operated when actuating the overrunning clutch through a lever and which
supplies load current
to
the motor.
The starter
is
a new type, small, light-weight and
is
called a
high-speed internal-reduction starter. The pinion shaft
is
sep-
arate from the motor shaft; the pinion slides only
on
the pin-
ion shaft. A reduction gear
is
installed between the motor
shaft and a pinion shaft.
The
pinion sliding part is not
exposed outside the starter so that the pinion may slide
smoothly without becoming fouled with dust and grease.
The
motor shaft is supported at both ends on ball bearings. The
lever mechanism, switch and overrunning clutch inner circuit
are identical to conventional ones.
ADJUSTMENT
AND
REPAIR
If
any abnormality
is
found
by
the following tests, the starter
should be disassembled and repaired.
Pinion
Gap
Inspection
1.
Connect a battery (12V) between the starter terminal S
and the starter body, and the pinion drive should rotate
out and stop.
A
CAUTION:
Never
apply
battery
voltage
for
over
10
seconds
continuously.
2. Lightly push the pinion back and measure the return
stroke (called pinion gap).
3.
If
the pinion gap is not within the standard range, 0.0197
-
0.0788in (0.5 to 2.0mm), adjust it by increasing or
decreasing the number
of
shims
on
the solenoid.
The
gap
is
decreased
as
the number
of
shims increases.
GENTLY
PUSH
BACK
_~r--,I
0.5·
2.0
mm
PINION
GAP
No-Load
Test
1. Connect the ammeter, voltmeter, and battery to the starter
as
illustrated.
2. When the switch is closed, the pinion must protrude and
the starter must run smoothly
Cat
3000 rpm or morc). If
the current or starter speed
is
out
of
specification, disas-
semble the starter and repair
it.
AMMETER
A
CAUTION:
Use
thick
wires
as
much
as
possible
and
tighten
every
terminal
securely.
This
is a
solenoid
shift-
type
starter
which
makes
a rotating
sound
louder
than
that of a
direct-drive
type
starter.
When
detecting
starter
rotatIon
at
the
pinion
tip,
be
careful not
to
come
in contact
with
the
pinion
gear
when
it
protrudes.
SOLENOID
Perform the following tests.
If
any test result
is
not
satisfactory, replace the solenoid assembly.
1.
Inspect the solenoid for continuity between terminals
(+) and (-) and bctween terminals
S and the body and
M and the body. There should be no continuity found
between terminals
Sand
M. Continuity will be found
between terminals
S and the body and tenninal M and
the body.
SOLENOID
MULTIMETER
NOTE:
Disconnect the wire from tenninal
M.
2.
Conncct a battery to the solenoid's tenninal S for
C+)
and M for (-). Have a switch
in
the + lead and close
it.
The pinion drive should extend fully out.
A
CAUTION:
Do
not
apply
battery
current
for
more
than
10
seconds
when
testing
the
solenoid.
Engines & Generators
42
Page 51
STARTER
MOTOR
ATTRACTION TEST
~-:-.._~:--
qs;;:~~
CONNECTOR
OFF
3.
Holding
test.
With a battery to the solenoid
terminal S (+) and to the starter body, manually pull out
the pinion fully.
The
pinion must remain at that position
even when released from holding with your hand.
HOLDING
TEST
STARTER
ASSEMBLY
1.
Disconnect the wire from the solenoid terminal M (-).
2. Loosen the two screws fastening the solenoid. Remove
the solenoid assembly.
3. Remove the two long through bolts and
two
screws
fastening the brush holder.
Remove
the rear bracket.
4. With the brushes pulled away from the armature,
remove the yoke and brush holder assembly. Then pull
the armature out.
5.
Remove the cover, pry the
snap
ring 6ut, and remove
the washer.
6.
Unscr~w
the bolts and remove the center bracket. At the
same
time, the washers for the pinion shaft end play
adjustment will
come
ofr.
Inspect
lor
wear & chipping.
STARTER
MOTOR
PINION
4:
Retum test: With a battery connected to the solenoid ter-
minal M (-) and to the starter body, manually pull out the
pinion
fully.
The
pinion
must
return
to
its
original
position
when
released
from
holding
by
hand.
RETURN
TEST
7. Pull out the reduction gear lever and lever spring from the
n'ont bracket.
8.
On the pinion side, pry the snap ring out, and pull out the
pinion and pinion shaft.
9.
At each end
of
the armature, remove the ball bearing with
a bearing puller.
It
is impossible
to
replace the ball bear-
ing press-fitted
in
the front bracket. If that bearing has
worn off, replace the front bracket assembly.
BRUSH
HOLDER
ASSEMBLY
NOTE:
Inspect, clean and
(if
necessary) replace the brush,
commutator, solenoid, armature,
etc. See the following pages.
Engines & Generators
43
Page 52
STARTER
MOTOR
STARTER
INSPECTION
Solenoid
Inspect the solenoid for continuity between tenninals
Sand
M and ·between tenninals S and body. No continuity should
be found between
Sand
M. Continuity should be found
between S and the body and M and the body.
CONTINUITY
CHECK
Inspecting
The
Armature
1.
Check the armature with a growler tester.
If
it
is
short
circuited, replace the armature. Also check for insulation
between the commutator and its shaft.
If
poorly
insulated, replace the armature.
ARMATURE
CHECK
2.
Measure the commutator O.D. and the depth
of
undercut.
Repair
or
replace it if the service limit
is
exceeded. Also,
check the commutator outside surface for dirtiness and
roughness.
If
rough, polish the commutator with fine
crocus cloth.
COMMUTATOR
0.0.
COMMUTATOR
OUTSIOE
DIAMETER
STANDARD
1.26
in
(32
mm)
LIMIT
1.22
in
(31
mm)
Brush
and
Brush
Holder
Insllec1lion
1.
Check the brushes.
If
worn out beyond the service limit,
replace the brushes.
BRUSH
4----·-SERVIIGE
LIMIT
2. Check the brush spring tension. A weak
or
defective
spring
will cause excessive brush wear; replace the
springs
if suspect.
BRUSH
HEIGHT
STANDARD
6.6
Ibt
(3.0
kgt)
LIMIT
4.0
Ibt
(1.B
kgt)
BRUSH
HOLDER
ASSEMBLY
~~~C~
~if
CHECKING
BRUSHES
3. Check for insulation between the positive brush holder
and holder base.
If
poorly insulated, replace the holder
assembly. Also check the brush holders for proper staking.
Engines & Generators
44
Page 53
STARTER
MOTOR
COMMUTATOR
MICA
UNDERCUT
Measure the undercut
of
mica insulation between the adja-
cent segments.
If
undercut exceeds the limit, recondition the
mica
or
replace the armature.
STANDARD
0.020
in
(0.5
mm)
HACKSAW
LIMIT
0.008
in
(0.2
mm
BLADE
~
fn(
~
COMMUTATOR
--
UNDERCUT
--
MICA
GOOD
Field
Coil
Inspection
1.
Check for insulation between one end (brush)
of
the
coil and yoke.
2
Check
for continuity between both ends (brushes)
of
the
coil.
3. Check the poles and coil for tightness.
MULTIMETER
FIELD
COIL
TEST
STARTER
ADJUSTMENT
AND
REASSEMBLY
A
CAUTION:
Before
installing,
thoroughly
clean
the
starter
flange
and
mounting
surfaces,
remove
all oil,
old
paint,
and
rust.
Starter
perfonnance
largely
depends
on
the
quality
of
the
wiring.
Use
wire
of
sufficient
size
and
grade
between
the
battery
and
starter
and
fully
tighten
to
the
terminal.
Reassemble the starter assembly
in
the reverse order
of
disassembly, making sure
of
the following:
1.
Pinion
shaft
end
play
adjustment.
Set the end play
(thrust gap) to
between.O.5 to
2mm
by inserting an
adjusting washer between the center bracket and the
reduction gear.
a.
Fit
the pinion shaft, reduction gear washer and snap
ring to the center bracket.
h. Measure end play
by moving the pinion shaft in the
axial direction.
If
the end play exceeds O.5mm,
increase the number
of
adjusting washers inserted.
WASHER
SNAP
RING
---3~~~-
0.5
mm
MAX
2.
Greasing.
Whenever the starter has been overhauled
1
apply grease to the following parts:
a. Armature shaft gear and reduction gear.
b. All bearings.
c. Bearing shaft washers and snap rings.
d. Bearing sleeves.
e.
Pinion.
f.
Sliding portion
of
lever.
Gently
push
back.
A
CAUTION:
Never
smear
the
starter fitting
surface,
terminals,
brushes,
or
commutator
with
grease.
3. After reassembly, check by conducting a no-load
test again.
Engines
& Generators
45
Page 54
RAW
WATER
PUMP
Disassembly
The pump, as removed from the engine,
will
have
hose
attachment nipples threaded into its inlet and outlet ports.
They may be left in place
or
removed
if
they interfere with
the
pump
disassembly.
Note
the port location
and
positioning
if removed.
1. Remove the six
cover
plate screws, cover plate,
and
the
cover plate gasket.
NOTE:
Replacement
of
the cover plate gasket is recom-
mended; hawever, if you are going to reuse
it,
keep the
gasket submerged
in water until the pump is reassembled.
If
it's allowed to dry, the gasket will shrink
and
not
be
reusable.
2.
Remove the impeller with its drive screw from the
pump
housing.
3. Remove the screw
and
sealing washer and
remove
the
cam
from the
pump
housing.
4. Remove
the
retttining ring.
S.
Support the
pump
housing,
at
the mounting flange end,
on an arbor press,
and
with a drift, press
out
the
shaft and
bearings from the
pump
housing.
6. With the
pump
housing
supported, push the seals
out
of
the
pump
housing.
Push
the impeller side seal
out
the
impeller side, then lift the spacer out. Then
push
the
bearing side seal
out
the bearing side.
7. Supporting
the
bearing's
inner race, push the shaft out
of
the bearings.
Inspection
Inspect all parts and replace those showing
wear
or
corrosion.
Reassembly
1.
Install
the
seals
and
spacer
in the
pump
housing.
Push
the
impeller side seal into the housing. Rotate the
pump
and
install the spacer against
the
seal face. Push the bearing
side
·seal into the housing from
the
bearing side.
NOTE:
The seals' fiat surfaces that have printing
and
numbers face toward each other.
SHAFT
2. Install
the
shaft into the bearings. Support the bearings at
their center races. Push the shaft into the bearings, pushing
at the impeller drive slot
end
using the base
of
the
drive slot.
Push
the
shaft through
both
of
the bearings,
flush against
each
other so the flat-sided end
of
the shaft
extends
beyond
the second bearing
center
race
19/32
in
(15
mm)
±
1132
in (.5 mm).
3.
Support
the
pump
housing at the impeller side.
Apply a small
amount
of
petroleum jelly to the seal's
inner lips
and
to the impeller shaft. Carefully install the
shaft, rotating
it through the seals until the bearings
contact the housing from the bearing end.
Use
a pushing
tool
that will push this shaft
and
the bearing assembly
into the
pump
housing by applying pressure against the
outer
bearing race.
Push
the assembly into the housing
until the bearings
seat
fully in the housing. Install the
retaining ring.
4.
Position the
cam
in the housing and secure it in place
with the screw
and
sealing washer.
NOTE:
Use a small amount
of
Permatex
#1
on
the inner
cam
sUrface
and
screYV
threads. Renwve any excess from
the impeller housing.
S.
Apply
a light film
of
silicone
or
petroleum jelly
to
the
inner surface
of
the housing for the impeller.
NOTE:
Coat only the surface, do not over-apply. Install
the impeller with the drive
screYV.
Push the assembly into
the housing with the drive screw mating
in
the slot
of
the
drive shaft.
6. Install
the
cover
gasket
and
cover,
and
secure them with
the
six cover screws.
7. Reposition
and
tighten the hose nipples. Assemble the
pump
to the engine,
and
attach the hoses.
SNAP
RING
PUMP
HOUSING
Clean
and
repaint
housing.
Check
for
cracks.
Replace
at
overhaul.
Lubricate
at
assembly.
RAW
WATER
PUMP
Lubricate
at
assembly.
PLATE
Engines & Generators
46
Page 55
ENGINE
ADJUSTMENTS
VALVE
CLEARANCE
ADJUSTMENT
Make the following adjustments when the engine
is
cold.
a. Remove the cylinder head cover.
b. Slightly loosen the cylinder head bolts
and
retighten them
to the specified torque in the
number
sequence shown
below.
TIGHTENING
TORQUE
65
± 4lb·ft
(88
± 5
Nm)
010
04
02
05
O?
•
4
CYLINDER
OS
06
01
03
014
012
011
013
FOUR
FRONT
04
02
07
3
CYLINDER
010
01
09
03
THREE
c. Find top dead center compression position for No.1
piston
by llsing the procedure that follows:
d.
Turn the crankshaft until IDe
mark
on the crankshaft
pulley
is
aligned with the mark on the timing gear case.
TOC
(TOP
DEAD
CENTER)
MARK
FOR
NO.1
AND
NO.4
PISTONS
,\,
\
~
,
\
,I
~
..
~
TOC
MARK
FOR
NO.2
AND
NO.3
PISTONS
TIMING
GEAR
CASE
MARK
e. With No.1 piston at top dead center on the compression
stroke, the rocker arms will
not
be
moved when the crank
shaft
is
turned approximately 20° in both directions.
f.
If
the rocker rums move, No.1 piston
is
at top dead center
on the intake or exhaust stroke. In such a case, turn the
crankshaft
360
0
in the direction
of
engine rotation again.
No.1 piston
is
now at top dead center on the compression
stroke.
g.
Loosen the locknut for the adjusting screw. With a feeler
gauge inserted between the rocker arm and valve cap,
adjust the valve clearance by turning the adjusting screw.
Make
certain to adjust all the valves.
I
%;\''''''~i1
:
O.25rnm
-----1C
(0.0098
INCHES)
-
~
INTAKE & EXHAUST
h.
Hold
the adjusting screw and tighten the locknut.
i. After the valve clearance on the valves for No.1 cylinder
has been adjusted. turn the crankshaft
180'
in the
direction
of
engine rotation
and
adjust the valve clearance
on the valves for the remainder
of
the cylinders in firing
order (injection sequence),
INJECTION
SEQUENCE:
3 1·3·2
2400 CRANKSHAFT
ROTATION
4 1.3-4-21800 CRANKSHAFT
ROTATION
j.
After the valve clearance on the valves for all the
cylinders have been adjusted,
tum
the crankshaft two or
three times and make certain the clearance is correct.
k. Install the cylinder head cover.
HEAD
COVER
BOLT
TORQUE
2·3
ft·lb
(0.3 . 0.45
m·kg)
Engines & Generators
47
Page 56
ENGINE
ADJUSTMENTS
TESTING
ENGINE
COMPRESSION
Make
certain the oil level (dipstick) is at the correct level
and the air intake filter is clean. The battery
and
starter
motor
must also be in good condition.
a. Warm the engine to normal operating temperature.
b. Move the control lever to a position for shutting off the
fuel. (Disconnect the wires
if a fuel shutdown solenoid
is
used).
c. Remove all the glow plugs from the engine and install
the compression gauge/adapter combination to the
cylinder on which the compression
is
to
be measured.
d. Close the raw water seacock (thru-hull).
e.
Crank
the engine and allow the
gauge
to reach a
maximum
reading, then record that reading.
f.
Repeat this process for
each
cylinder.
COMPRESSION
PRESSURE
427
psi
(30
kgf/cm2)
at
290
rpm.
MAXIMUM
PERMISSIBLE
DIFFERENCE
BETWEEN
CYLINDERS
42.7
psi
(3
kgf/cm2)
NOTE:
If the readings are below the limit, the engine needs
repair.
g.
Re-install the glow plugs (use anti-seize
compound
on
the threads) and reset the fuel shut-off to the run position.
h. Open the raw
water
seacock (thru-hull).
TESTING
ENGINE
COMPRESSION
LOW
COMPRESSION
ADAPTER
\\'hen
low compression is found, determine the cause
by
applying a small amount
of
oil in the cylinder thru the glow
plug hole. Allow the oil to settle.
Install the pressure gauge and repeat the above test.
If
the
compression reading rises dramatically, the fault is with the
rings.
If the compression valve does not rise, the problem is
with the valves.
A slight rise in compression would indicate a problem with
both the rings and the valves.
AIR
INTAKE
FILTER/SILENCER
INTAKE
&
FILTER
The
filter cartridge should
be
cleaned every 100 operating
hours. Tap the cartridge on a fiat surface
to
dislodge loose
dirt
or clean with compressed air.
If
the filter cartridge
is
badly contaminated or oily, replace it.
Engines & Generators
48
Page 57
ENGINE
ADJUSTMENTS
GENERATOR
FREQUENCY
ADJUSTMENT
(HERTZ)
Once the diesel generator set has been placed in operation,
there may be adjustments required for engine speed (Hertz)
during the engine's break-in period (first
50 hours) or after
this period. A no-load voltage adjustment may also be
required in conjunction with the engine's speed adjustment.
These are not warrantable adjustments
as
they relate to
nonnal break-in and maintenance.
Frequency
is
a direct result
of
engine/generator speed,
as
indicated
by
the following:
When the
generator
is
run
at
1800
rpm,
the AC voltage
output
frequency
is
60 Hertz.
When the
generator
is
run
at
1500
rpm,
the
AC
voltage
output frequency
is
50
Hertz.
Therefore to change the generator's frequency, the engine
speed must be changed.
To
accomplish the frequency change,
perform the following:
1.
With the engine stopped, connect the AC output leads to
the AC terminal block in accordance with the AC voltage
connections diagram specified for your generator set, and
change the Hertz circuit connection to the capacitor.
These connections are shown in the GENERATOR
section
of
this manual
A
WARNING:
Before
starting
the
engine
make
certain
that
everyone
is
clear of
moving
parts!
Keep
away
from
pulJeys
and
belts
during
test
procedures.
2.
Start the engine and adjust the engine's speed to obtain
the frequency corresponding to the voltage selected by
adjusting the stop bolts and positioning the throttle arm
against these stop bolts to either increase or decrease
engine no-load speed to adjust the Hertz produced.
3.
To
arrive at the appropriate frequency, either monitor
the speed
of
the engine/generator with a tachometer, or
monitor the frequency with a frequency meter, the latter
method being the more precise
of
the two.
FUEL
RUN
SOLENOID
The fuel run solenoid is mounted in a threaded hole on the
engine's block
just
aft
of
and below the engine's fuel injec-
tion pump.
Proceed
as
follows when installing a replacement
or new fuel run solenoid.
1.
Visual access to the fuel injection pump's fuel rack
is
needed.
To
obtain this, remove the small square side
cover and gasket
just
below the fuel injection pump.
2. Thread the locknut onto the solenoid and then apply
a
small amount of Teflon sealant to the threads
on
the
solenoid.
3. Thread the solenoid into the hole on the engine and
observe the solenoid plunger through the cover opening.
Allow the plunger to contact the fuel rack and move fully
into the injection pump. Do not thread further so
as
to
push the plunger into the solenoid.
4. Back the solenoid out
1/4
-
112
of a tum and secure it
in
position with the locknut.
LOCKNUT
TORQUE
VALUE
28.9 -36.2
H-Ib
(4.0 • 5.0
m-kg)
5. Properly connect the three electrical leads from the solenoid. Two
of
the connections plug into the engine harness
and the third grounds to the engine block
at
an
adjacent
inboard threaded hole with an 8mm bolt.
6. Reassemble the cover and gasket and test run the unit. Make
certain that the unit stops when the solenoid
is
de-energized.
/
FUEL
RUN
SOLENOID
"'=--:/~SPEED
ADJUSTMENT
[FACTORY
SETI
Engines & Generators
49
Page 58
ENGINE
ADJUSTMENTS
OIL
PRESSURE
The engine's oil pressure, during operation, is indicated
by
the oil pressure gauge on the instrument panel. During
nonna} operation, the oil pressure will range between
40 and
60 psi (2.8 and 4.2 kg/cm').
NOTE:
A newly started,
cold
engine can have an oil pressure
reading up to
60
psi
(4.2 kg!cm"), A
wanned
engine can have
an oil pressure reading
as
low as 35
psi
(2.5
kg/Cine
J.
These
readings
will vary depending upon the temperature
a/the
engine
and
the rpms.
OIL
PRESSURE
[GENERATOR]
Oil pressure at 1800 (or 1500) rpm should maintain a reading
of
50
psi.
TESTING
OIL
PRESSURE
To test the oil pressure, remove the oil pressure sender, then
install a mechanical oil pressure gauge in it's place. After
warming up the engine, set the engine speed at
1800 rpm and
read the oil pressure gauge.
OIL
PRESSURE
50
psi
at
1800
rpm.
SENDER
AND
SWITCH
TORQUE
9 -13
ft-Ib
11.2
-1.8 m -
kg).
OIL
PREi,SUFIE.
SEND
OR
OIL
~~.!'SSIUR!'-~:mH!I>o,;o1;
..
SWITCH
OIL
OIL
PRESSUIRE-~
VALVE
OIL
OIL
FLOW
DIAGRAM
OIL
DRAIN
HD~IE--;
LOW
OIL
PRESSURE
SUMP
The specified safe minimum oil pressure
is
4.3 +
1.4
psi (0.3
+
0.1
kg/cm2).
A gradual loss
of
oil pressure usually indicates
a worn bearings. For additional infonnation
on
low oil pres-
sure readings, see the ENGINE
TROUBLESHOOTING
chart.
OIL
PRESSURE
RELIEF
VALVE
An oil pressure relief valve is located on the engine block
just below the injection pump. This valve opens
at
appoximately
51)
psi [343 kpa] and maintains that pressure.
Engines & Generators
50
Page 59
ENGINE
ADJUSTMENTS
ADJUSTING
THE
IDLE
SPEED
a. Loosen the locknut on the idle adjustment bolt on the
fuel injection pump.
b.
Adjust the bolt so that the throttle control lever will
hold the engine at a quiet idle. [750
- 1000 RPM]
c.
Tighten the locknut.
d. Race the engine several times to ensure the idle speed
remains as set.
NOTE:
Should the engine rpm be
in
question. verify the
tachometer readings as
shown
at
the instrument panel
with
a mechanical
or
strobe-type tachometer
at
the engine
crankshaft·
IDLE
ADJUSTMENT
BOLT
THE
HIGH
SPEED
ADJUSTMENT
IS
FAC'TnllYt
SET.
STOP
CONTROL
CABLE
r<.,"".,<
STOP
.//I"'~
POSITION
CABLE
SO
THAT
THE
STOP
CONTROL
WILL
SHUT
THE
ENGINE
DOWN.
Fuel
Shutoff
Solenoid
[Optional]
The
optional fuel shutoff solenoid allows the engine to be
shut down using the instrument panel key switch. The
solenoid has been factory set and does not require
adjustment. Refer to the assembly procedure
of
the fuel
shutoff solenoid for the proper setting and clearance
of
the
plunger. See FUEL SHUTOFF SOLENOID INSTALLATION.
Drive
Belt
Adjustment
Proper inspection, service and maintenance of the drive belts
is
important for the efficient operation of your engine.
Drive belts must be properly tensioned. Loose drive belts
will not provide proper alternator charging and will
eventually damage the alternator. Drive belts that are too
tight will pull the alternator out
of
alignment andJor cause
the alternator to wear out prematurely. Excessive drive
belt tension can also cause rapid wear
of
the belt and
reduce the service life
of
the coolant pump's bearing. A
slack belt or the presence
of
oil on the belt can cause belt
slipping, resulting in high operating temperatures and
tachometer variations.
The drive belt is properly adjusted if the belt can be
deflected no less than
3/8
inch (lOmnn) and no more than
1/2
inch (12mm)
as
the belt
is
depressed with the thumb
at the midpoint between the two pulleys on the longest
span
of
the belt. A spare belt or belts should always be
carried on board.
A
WARNING:
Never
attempt
to
check
or
adjust
the
drive
belt's
tension
while
the
engine
is
in
operation.
Adjusting
Belt
Tension
a.
Loosen the alternator adjusting strap bolt and the base
mounting bolt.
b. With the belt loose, inspect for
wear,
cracks and frayed
edges.
c. Pivot the alternator on the base mounting bolt
to the
left or right
as
required, to loosen or tighten.
d. Tighten the base mounting bolt and the adjusting strap
bolt.
e.
Run the engine for about 5 minutes, then shut down
and recheck the belt tensions.
Engines & Generators
51
Page 60
SERVICE
DATA -STANDARDS
AND
LIMITS
Component
ENGINE
COMPONENTS
Standard
mm
(inches)
Repair
Limit
mm
(inches)
Compression
pressure
""",
.....
.427
psi
at
290
rpm
..............
384
psi
(30.0
kg/cm')
(27.0
kg/em')
2942
kPa
2648
kPa
Maximum
permissible
difference
between
average
compression
pressure
of
all
cylinders
Injection
timing
at
BTDG
...
....
42.7
psi
(3.0kg/cm')
294
kPa
..
.......
17"
Rocker
arm
bore
for
shaft
..........
18.910
-18.930
...
(0.74449 -0.74527)
Rocker
arm
shaft
0.0
.................
18.880
-18.898
..........................................
(0.74331 -0.7440)
Clearance
between
rocker
arm
and
shaft
(oil
clearance)
........
0.012 -0.050
..........................
0.200
0.00047 -0.00197
..................
(0.00787)
Valve
stem
0.0
................................
0.260
(6.6)
Height
of
valve
guide
..................
0.39
(10)
Valve
clearance
.............................
0.25
(0.0098)
Stem
to
guide
clearance
Intake
...........................
0.02 -0.05
(0.008 -0.0020)
......
0.10
(0.0039)
Exhaust
................
0.05 -0.085
(0.0020 -0.00335)
....
0.15
(0.0059)
Valve
margin
...................................
1.0
(0.039)
......................
0.5
(0.020)
(valve
lip
thickness)
Valve
sinkage
...................................
0.5 ± 0.25...
..
...............
1.5
(0.020 ± 0.0098)
....................
(0.059)
Valve
seat
Angle...
.
...........................
45
0
Width...
..
..........
1.3
-1.8
(0.051 -0.071)
............
2.5
(0.098)
Valve
spring
Free
length..
.
...........
..47
(1.85)
........................
.46
(1.81)
Length
under
test
force
...........
39.1
(1.54)
30.5
(1.20)
Testforce
39.1
(1.54)
.............. 13.9±0.7
..
.
(kgf(lbf)(N)]
30.6 ± 1.5
136
± 7
. .....
-15%
Test
force
30.5
(1.20)
..................
29
± 2
................................
-15%
[kgf
(lbf)(N)]
64 ± 4.4
284±
20
Warpage
of
cylinder
head
...
..
.....
0.05
..................................
0.10
(bottom
face)
(0.0020)
max
(0.0039)
Bend
(dial
reading)
of
valve
push
rod..
..
...
0.3
(0.012)
TIming
Gear
Backlash
Crankshaft
gearMler
gear
........
0.04 -0.12...
..
..........
0.30
(0.0016 -0.0047)
(0.0118)
Idler
gear/camshatt
gear
...........
0.04 -0.12
............................
0.30
(0.0016 -0.0047)
(0.0118)
Idler
gear~uel
injection
.............
0.04 -0.12
.............................
0.30
pump
camshaft
gear
(0.0016 -0.0047)
(0.0118)
Camshaft
gear/PTO.
gear
........
0.08 -0.19
...
(0.0031 -0.0075)
...0.30
(0.0118)
Fuel
injection
pump
camshaft , ..
0.07 -0.20
"."
..... " ..... " ..........
0.30
gear
and
oil
pump
gear
(0.0028 -0.0079)
(0.0118)
Lobe
height
of
camshaft
.............
35.72
(1.4063
..................
34.72
(13669)
Component
ENGINE
COMPONENTS
Lobe
height
of
fuel
injection
Standard
mm
(inches)
Repair
Limit
mm
(inches)
pump
camshaft
...............................
.44
(1.73)
........................
43
(1.3669)
Flatness
of
flywheel
.................
0.15
(0.0059)
max
...............
0.50
(0.0197)
Clearance
between
tappet
and
cylinder
block
.........................................................
0.15
(0.0059)
Clearance
between
camshaft
lournal
and
bushing
...............................................................
0.15
(0.0059)
Clearance
between
idler
..................
0.03 -0.07
.............................
0.20
gear
and
shaft
(0.0012 -0.0028)
(0.0079)
Warpage
of
cylinder
block
top
face
......................................
0.05
(0.0020)
max
............
0.10(0.0039)
Bore
in
cylinder
block
.............
78.0
.0.03
(3.07
.GOO11)
••..•.•••.....
78.2
(3.079)
Taper
and
out-of-
.......................
0.01
(0.0004)max
round
of
cylinder
Piston
Pin
0.0
.............................
22.944 -23.00
.......................
(0.90527 -0.90551)
Diameter
of
piston
Standard
..................................
77.93 -77.95
.......................
77.80
(3.0681 -3.0689)
(3.0630)
0.25
(0.0098)
..
Oversize
............
78.18
-78.20
..
(3.0779 -3.0787)
..
........
78.05
(3.0728)
0.50
(0.0197)
..........................
78.43
-78.45
..........................
78.30
Oversize
(3.0878 -3.0886)
(3.0827)
Clearance
between
piston
..........
0.006 -0.018.. . ..................
0.050
pin
and
piston
(0.00024 -0.00071)
(0.00197)
Clearance
between
piston
ring
and
groove
No.1
Compression
.....................
0.06 -0.10
............................
0.30
ring
(0.0024 -0.0039)
(0.0118)
No.2
Compression
....................
0.05 -0.09
..
.
..
......
0.20
(0.0079)
ring
(0.0020 -0.0035)
Oil
ring
.......................................
0.03 -0.7
.........................
0.20
(0.0012 -0.0028)
(0.0079)
Clearance
between
ends
of
piston
ring
No.1
Compression
.....................
0.15 -0.30
........................
1.50
ring
(0.0059 -0.0118)
(0.059)
No.2
Compression
..................
0.15 -0.35
.............................
1.50
ring
(0.0059 -0.0138)
(0.059)
Oil
ring
.....................................
0.20 -0.40
.........................
1.50
(0.0079 -0.0157)
(0.059)
Clearance
between
........................
0.035 -0.086
..........................
0.300
piston
and
cylinder
(0.00138 -0.00339)
(0.01181)
Clearance
between
crankpin
.........
0.025 -0.072
..........................
0.150
and
connecting
rod
bearing
(0.00098 -0.00283)
(0.00591)
Thrust
clearance
for
.....................
0.10 -0.35
.............................
0.50
connecting
rod
big
end
(0.0039 -0.0138)
(0.0197)
Connecting
rod
bend/twist
0.05/100
(0.0020/3.94
max.)
0.15/100
(0.0059/3.94
max.)
Engines & Generators
52
Page 61
SERVICE
DATA -STANDARDS
AND
LIMITS
Component
Specified
Value / Standard
inches(mm)
----------------
ENGINE
COMPONENTS
Crankshaft
Diameter
of
journal
..............
.51.985 -52.000
(2.04665 -2.04724)
Diameter
of
crankpin
47.950 -47.965
1.88779 -1.88838)
Repair
Limit
inches(mm)
RunouL
.................
0.025
..
. ......................
0.05
(0.00098)
(0.0020)
Clearance
between
journal
...
and
main
bearing
..
...
0.030 -0.077
.......................
0.100
(0.00118 -0.00303)
(0.00394)
Clearance
between
crankpin
.........
0.025 -0.072
..
. ..............
0.150
and
connecting
rod
bearing
(0.00098 -0.00283)
(0.00591)
End
play
...
................
0.050 -0.175.
(0.00197 -0.00689)
LUBRICATION
SYSTEM
Presure
relief
..
valve
setting
.
....
50
± 7
psi
3.5 ± 0.5
kgf/cm'
343 ± 49
kPa
Presure
difference
at
......................
.7
±
1.4
psi
which
oil
pressure
0.5 ± 0.1
kgf/cml
switch
is
closed
49
:!:
10
kPa
.. ..
0.500
(0.01969)
------~
-~--~-----
FUEL
SYSTEM
Injection
pressure
.....
(valve
opening
pressure)
STARTER
MOTOR
.....
1991
.7,
psi
140.5 kgf/cm'
13729
:~OO
kPa
Pinion
clearance.. . ....................
0.5 -2.0
No-load
characteristics
33G
Terminal
....
(0.20 -0.079)
..
.....
11.5V
Current
draw
..
Rpm
...
.
........
100A
maximum
.......
3000
minimum
No-load
characteristics
44A
Terminal
...
Current
draw
..
Rpm
...
..
....
.I1V
.
........
130A
maximum
.........
3850
minimum
Brush
length
..
.
........................
wear
limit
line
Brush
.
...3.0
kgf
spring
....
. ............
6.6Ibf
..
tension..
..
.........
29AN
.
Runout
of
commutator... . ............
0.03
.
(0.0012)
Diameter
of
commutator.
.... . .. " .....
32
..
(1.26)
Undercut
of
mica",
.........
0.5
.....
.
(0.020)
1.8
kgf
...
.4.0
Ibl
. ....................
I7.7N
..
................
0.10
(0.0039)
.....................
.31
(1.22)
..
............
0.2
(0008)
Component
THREAD
PARTS
Sealant
Mating
Part
Stop
solenOid...
. .
..........
loctite
#587
Ultra
Blue.
..
...
Governor
case
Water
drain
joint...... . ...
loctite
Gasket
Sealer
#2
........
Cylinder
block
or
High-Tack
Gasket
Sealer
Oil
pressure
switch..... . ...
loctite
Gasket
Sealer
#2
..........
Cylinder
block
or
High-Tack
Gasket
Sealer
Torque
spring
set
..... . ..
.loctite
#587
Ultra
Blue"
..........
Governor
case
PRESS
FIT
PARTS
Sealing
cap
....
.
.....
loctite
Gasket
Sealer
#2
..........
Cylinder
block
or
High-Tack
Gasket
Sealer
Sealing
cap
..
Sealing
cap
....
.............
loctite
Gasket
Sealer
#2... . .....
Gylinder
head
or
High-Tack
Gasket
Sealer
............ loctite
Gasket
Sealer
#2
...
Cylinder
head & block
or
High-Tack
Gasket
Sealer
Expansion
plug.. . ................
loctite
Gasket
Sealer
#2.. .
....
Governor
block
Dipstick
guide
....
OTHERS
Side
seal
..
or
High-Tack
Gasket
Sealer
..........
loctite
Gasket
Sealer
#2
or
High-Tack
Gasket
Sealer
.....
.loctite
#587
Ultra
Blue
.......
Gylinder
block
and
main
bearing
caps
Main
bearing
caps
.................
loctite
#587
Ultra
Blue
...........
Gylinder
block
(front
and
rear)
Oil
pan
..
..
...........
Loctite
#5699
Ultra
Gray
.........
Cylinder
block
or
High-Tack
Gasket
Sealer
Engines & Generators
53
Page 62
SPECIAL
TOOLS -ENGINE
PIN
SETTING
TOOL
[o33582J
FOR
PISTON
PIN
REMOVAL
AND
INSTALLATION
COMPRESSION
GAUGE
AOAPTER
[039254J
FOR
COMPRESSION
PRESSURE
MEASUREMENT
OIL
PRESSURE
SWITCH
SOCKET
WRENCH
TO
REMOVE
THE
OIL
PRESSURE
SWITCH
CAMSHAFT
BUSHING
INSTALLER
[033583J
FOR
REMOVING
AND
INSTAlliNG
THE
FRONT
CAMSHAFT
BUSHING
039254
033583
THE
ABDVE
TODLS
ARE
AVAILABLE
FROM
YOUR
WESTERBEKE
OR
MITSUBISHI
DEALER.
NOTE:
IN
ADDiTION
TO
THESE
TOOLS
THE
FOLLOWING
ADDiTIONAL
TOOLS
WDULD
BE
NEEDED:
BEARING
PULLER.
VALVE
SEAT
CUTTER
TOOL,
PROPER
DIAL
GAUGES.
VALVE
GUIDE
INSTAllER
TOOL,
VALVE
SPRING
COMPRESSOR.
SNAP
RING
PLIERS,
ETC.
ALSO
REFER
TO
SPECIAL
TOOLS -GENERATOR
IN
THIS
MANUAL
Engines & Generators
54
Page 63
44A
FOUR
AND
35C
THREE
TORQUE
SPECIFICATIONS
MAJOR
BOLTS
AND
NUTS
TORQUE
Width
Clamp
Bolt or Nut
Diameter Pitch
across flats
length
kg
-m
ft
- Ib
N-m
Alternator
Bracket
3.8-5.3
27-38
36.6
Back
Plate
3.3-4.8
24-35
32.5
Connecting
Rod
Cap
M9
1.0
14
3.55±0.25
27±72
34.8±2.5
Coolant
Pump
1.6±2A
12-17
17.2
Coolant
Pump
Pulley
1.6±2A
12-17
17.2
Coolant
Temperature
Sender
1.2±1.8
9-13
12.2
Coolant
Temperature
Switch
1.2±1.8
9-13
12.2
Crankshaft
Pulley
Nut
M18
1.5
27
17.5±2.5
127 ± 18
172±25
Cylinder
Head
Bolt
M10
1.25
14
87
9±0.5
65
± 4 88± 5
Damper
Plate
1.9±
2.7
14-20
8.9
Delivery
Valve
Holder
19
4.5±0.5
32±54
44± 5
Engine
Mounts
3.2±4.7
23-34
31.1
Exhaust
Manifold
1.6±2A
12-17
7.2
Flywheel
Bolt
M12
1.25
19
29
13.5±0.5
98±4
132±5
Fuel
Filter
Assembly
4.6±6.8
33-49
44.7
Fuel
Injection
Nozzle
Holder
M20
1.5
21
5.5±0.5
40±44
54±5
Fuel
Injection
Pipe
Nut
M12
1.5
3±0.5
22±4
29±5
Fuel
Leak-Off
Pipe
Nut
M12
1.5
18
2.75±0.25
20±
2 27±2.5
Fuel
Solenoid
Locknut
4.0±0.5 28.9±36.2
39.18
Glow
Plug
M10
1.25
12
60
1.75±0.25
12±72
17.2±2.5
Glow
Plug
Connection
Plate
M4
0.7
8
0.125 ± 0.025
0.9 ± 0.2
1.2±0.2
Intake
Manifold
1.6±2A
12-17
16.2
Main
Bearing
Cap
Bolt
M10
1.25
17
81
5.25±0.25
38±2
51.5
±2.5
Oil
Filter
M20
1.5
1.2±0.1
8.7 ± 0.7
12± 1
Oil
Pan
Bolt
M8
1.25
12
25
2.8±0.3
20.3
±2.2 27±5.3
Oil
Pan
Drain
Plug
M14
1.5
22
10
4.0±
0.5
29±4
39±5
Oil
Pressure
Sender
1.2±1.8
9-13
12.2
Oil
Pressure
Switch
PT1/8
26
11
1 ±0.2
7.2±1.4 10±2
Pressure
Refief
Valve
M22
1.5
22
33
5.0±0.5
36±4
49±5
Rear
Plate
Bolt
(stamping)
M8
1.25
12
16
1.15±0.15
8.3 ± 1.1
11.3±1.5
Rear
Plate
Bolt
(standard)
M12
1.25
17
28
6.5
±0.1
47±7
64±10
Retaining
Nut
for
Delivery
M16
0.75
19
3.75±0.25
27±2
37
±2.5
Valve
Holder
Body
Rocker
Cover
Bolt
M8
1.25
12
40
1.15±0.15
8.3 ± 1.1
11.3±1.5
Rocker
Shaft
Bracket
Bolt
M8
1.25
12
581
1.5±0.5
11
±4
14.7±5
Sliding
Sleeve
Shaft
M10
1.25
14
29.5
3.6±0.6
26±4
35±6
Special
Nut
for
M12
1.0
17
2±0.5
14±4
20±5
Torque
Spring
Set
Starter B Terminal
M8
1.25
12
1.1±0.1
80±7
10.8
± 1
Stop
Solenoid
M30
1.5
36
4.5±0.5
32±54
44±5
Thermostat
Housing
0.3-0.45
2-3
2.7
Thermoswitch
M16
1.5
17
31.5
2.3
±OA
16.6
± 3
22.6
± 4
Engines & Generators
55
Page 64
~'l"DC
D':
,
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44A
FOUR
135e
THREE
MARINE
ENGINE
WIRING
SCHEMATIC
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rOR
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Iflll-IlEED
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U'UADED
TO
AM a GAUGE
fRO+I
10
GAUtI(
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P~MP
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44A
FOUR
135e
THREE
MARINE
ENGINE
.~
'~'
, ,
,
,
-"
Nm:
An
on-off
switch
should
be
installed
in
this
circuit
to
disconnect
the
starter
from
the
battery
in
an
emergency
and
when
leaving
the
boat.
Twelve
volt
engine
starters
typically
draw
200
to
300
amps
when
cranking.
A
switch
with
a
continuous
raung
of
175
amps
at
12
vae
will
normally
serve
this
function,
but a switch
must
never
be
used
to
"make"
the
starter
circuit.
,
,
WIRING
DIAGRAM
#39144
"
tl0
~[O
,,~
"~
-,
------------------------------
Engines & Generators
57
ADM i RAL
PANEL
CAPTAIN
PANEL
j,..1.£'LLU,\o!.~
, '
-l-I--~
I
" I
I
!
Page 66
SPECIFICATIONS
44A
FOUR
ENGINE
SPECIFICATIONS
Engine
Type
Displacement
Aspiration
Combustion
Chamber
Bore & Stroke
Firing
Order
Direction
of
Rotation
Compression
Ratio
Dimensions -inches
(mm)
Engine
Only
Weight
Fuel
Consumption
inclination
Diesel,
four-cycle,
four-cylinder,
fresh
water-
cooled,
vertical
in-line
overhead
valve
mechanism
..
107.3
cubic
inches
(1.758
liter)
Naturally
aspirated.
Swirl
type.
3.07 x 3.62
inches
(78 x 92
mm)
1-3-4-2
Clockwise,
when
viewed
from
the
front
22:1
Height:
18.6
inches
(472.4
mm)
Width:
23.0
inches ( 584.2
mm)
Length:25.6
inches
(914.4
mm)
3311bs
(150
kgs)
without
t"'nsmission.
2.5
glhr
(9.7ltrlhr)
at
3600
rpm
Continuous
15<>
Temporary
25'
(not
to
exceed
30
min.)
TUNE-UP
SPECIFICATIONS
Compression
Pressure
Minimum
Valve
liming
Spilled
liming
(Static)
Valve
Seat
Angle
Engine
Speed
Valve
Seat
Angle
Injector
Pressure
Engine
Timing
427
psi
(30
kg/cm')
at
280
rpm
384
psi
(27
kg/cm')
Intake
Opens
Irtake
Closes
17'
(spill)
45'
3600
rpm
Intake
45'
Exhaust
30'
1991 + 71
-0
psi
(140
+ 5 - 0
kgflcm').
1JO
BTOC
General
Fuel
Fuel
Injection
Pump
Fuel
Injection
Timing
Nozzle
Fuel
Filter
Air
cleaner
Air
Flow
(engine
combustion)
Fuel
Lift
Pump
Starting
Battery
Battery
Capacity
DC
Charging
Altemator
Starting
Aid
Starter
General
Operating
Temperature
Fresh
Water
Pump
Raw
Water
Pump
System
Capacity
(Fresh
Water)
General
Oil
Filter
Sump
Capacity
(not
including
fliter)
Operating
Oil
Pressure
(engine
hot)
Oil
Grade
Engines & Generators
58
FUEL
SYSTEM
Open
flow.
self
priming.
No.2
diesel
oil
(cetane
rating
of
45
or
higher),
In-line
plunger
type
(BOSCH).
0'
TOC
(Top
Dead
Center).
Throttle
type.
Spin-on
replaceable
(PN#024363)
..
Replaceable
paper
filter
cartridge.
140
cfm
(3.9
cmm)
at
3600
rpm.
12
volt
DC
lift
capacity
of
5'
(1.5
mm)
solid
state
12
Volt, H negative
ground
400 -600
Cold
Cranking
Amps
(CCA)
51
Amp
rated,
belt-driven
Glow
plugs,
sheathed
type
12
Volt,
reduction
gear
COOLING
SYSTEM
Fresh
water-cooled
block,
thermostatically-
controlled
with
heat
exchanger.
170-1900 F
(77
-88'
C)
Centrifugal
type,
metal
impeller,
belt-driven.
Positive
displacement,
rubber
impeller,
belt-driven.
2.65
US
qts
(2.5
iiters)
Pressure
fed
system.
Full
flow,
paper
element.
spin-on
type,
4.5
U.S.
qts
(4.3
liters)
50 -60
psi
(3.5 -4.2
kg/cm')
API
Specification
CF
or
CG-4.
Page 67
SPECIFICATIONS
35C
THREE
ENGINE
SPECIFICATIONS
Engine
Type
Displacement
Aspiration
Combustion
Chamber
Bore & Stroke
Firing
Order
Direction
of
Rotation
Compression
Ratio
Dimensions v inches
(mm)
Engine
On~
Weight
Inclination
Diesel,
fourvcycle,
three-cylinder,
fresh
water-
cooled,
vertical
in-line
overhead
valve
mechanism
..
80A
cubic
inches
(1.318
liter)
Natural~
aspirated.
Swirl
type.
3.07 x 3.62
inches
(78 x 92
mm)
1 -3 -2
Clockwise,
when
viewed
from
the
front.
22:1
Height:
Width:
Length:
21.6
inches
20.1
inches
22.4inches
(540.6
mm)
(510.5
mm)
(596
mm)
2761bs
(276
kgs)
without
transmission.
Continuous
1S
Q
Temporar;
25°
(not
to
exceed
30
min.)
TUNE-UP
SPECIFICATIONS
Compression
Pressure
MiDimum
Valve
Timing
Spilled
liming
(Static)
Valve
Seat
Angle
Engine
Timing
Injector
Pressure
Valve
Seat
Angle
427
psi
(30
kg/cm')
at
280
rpm
384
psi
(27
kg/cm')
Intake
Opens
Intake
Closes
17°
(spill)
45°
17"
BTDC
1991 + 71
- 0
psi
(140
+ 5 -0
kgf/cm').
Intake
45°
Exhaust
30°
General
Fuel
Fuel
Injection
Pump
Fuel
Injection
Timing
Nozzle
Fuel
Filter
Air
cleaner
Air
Flow
(engine
combustion)
Fuel
Lift
Pump
FUEL
SYSTEM
Open
flow,
self
priming.
No.2
diesel
oil
(cetane
rating
of
45
or
higher).
In-line
plunger
type
(BOSCH).
0°
TOC
(Top
Dead
Center).
Throttle
type.
Spin-on
replaceable
(PN#024363)
..
Replaceable
paper
filter
cartridge.
140
cfm
(3.9
cmm)
at
3600
rpm.
12
volt
DC
lift
capacity
of
5'
(1.5
mm)
solid
state
ELECTRICAL
SYSTEM
Starting
Batter;
Batter;
Capacity
DC
Charging
Alternator
Starting
Aid
Starter
General
Operating
Temperature
Fresh
Water
Pump
Raw
Water
Pump
System
Capacity
(Fresh
Water)
12
Volt,
(-)
negative
ground
400 -600
Cold
Cranking
Amps
(CCA)
51
Amp
rated,
belt-driven
Glow
plugs,
sheathed
type
12
Volt,
reduction
gear
COOLING
SYSTEM
Fresh
water-cooled
block,
thermostatically-
controlled
with
heat
exchanger.
170
-190° F
(77 -88°
C)
Centrifugal
type,
metal
impeller,
belt-driven.
Positive
displacement.
rubber
impeller,
belt-driven.
1.9
US
qts
(1.8
liters)
LUBRICATION
SYSTEM
General
Oil
Filter
Sump
Capacity
(not
including
filter)
Operating
Oil
Pressure
(engine
hot)
Oil
Grade
Pressure
fed
system.
Fun
flow,
paper
element,
spin-on
type.
3.9
U.S.
qts
(3.7
liters)
50 -60
psi
(3.5 -4.2
kg/cm')
API
Specification
CF
or
CG-4,
Engines & Generators
59
Page 68
DC
ELECTRICAL
SYSTEM
ALTERNATOR
The charging system consists
of a DC
belt driven alternator
with a voltage regulator, an engine
DC
wiring harness, a
mounted DC circuit breaker and a battery
with connecting
cables. Because
of
the use
of
integrated circuits
(Ie's),
the
electronic voltage regulator
is
very compact and
is
mounted
internally
Or
on the
back
of
the alternator.
o
:
tt~':"::~i~!~~~~AMP
ALTERNATOR
814
I
~'ii=i=""
BROWN
."
SEE
WIRING
DIAGRAM
FOR
WIRE
CONNECTIONS
TO
OPTIONAL
ALTERNATORS
ALTERNATOR
TROUBLESHOOTING
Use this troubleshooting section to determine if a problem
exists
with the charging circuit
or
with the alternator.
If
it
is
determined that the alternator or voltage regulator is faulty,
have a qualified technician check it.
The
alternator charging circuit charges the starting battery and
the service battery. An isolator with a diode, a solenoid or a
battery selector switch is usually mounted
in
the circuit to isolate the batteries so the starting battery is not discharged along
with the service battery.
If
the alternator
is
charging the start-
ing battery but not the service battery, the problem is
in
the
service battery's charging circuit and not with the alternator.
Testing
the
Alternator
A
CAUTION:
Before
starting
the
engine
make
certain
i that
everyone
is
clear of
moving
parts!
Keep
away
from
I
sheaves
and
belts
during
test
procedures.
!
I A
WARNING:
When
testing
with a multimeter:
I
DC
and
AC
circuits
are
often
mixed
together
in
marine
applications.
Always
disconnect a shore
power
cord,
I isolate
DC
and
AC
converters,
and
shut
down
the
engine
i
before
performing
DC
testing.
No
AC
tests
should
be
I
made
without a proper
knowledge
of
AC
circuits.
1. Start the engine.
2. After the engine has run for a few minutes, measure the
starting battery voltage at the battery terminals using a
multimeter
set
on
DC
volts.
a.
If
the voltage is increasing toward 14 volts, the alterna-
tor
is
working; omit Steps 3 through 8 and go directly
to
"Checking the Service Battery" on the next page.
h.
If
the voltage remains around
12
volts, a problem
exists with either the alternator or the charging circuit;
continue with
Steps 3 through
8.
rnw
MULTIMETER
G
COM
e
<±>
ING
"1"
gg
gggg
r-
OR
TESTING
THE
START
BATIERY/ALTERNAT
(ENGINE
RUNNING)
~\r
"'-
--
-=
GROUND
1
--
STARTING
BATTERY
3. Turn off the engine. Inspect all wiring and connections.
Ensure that the battery terminals and the engine ground
connections are tight and clean.
A
CAUTION:
To
avoid
damage
to
the
battery
charging
circuit,
never
shut
off
the
engine
battery
switch
when
the
engine
is
running!
4.
If
a battery selector switch
is
in the charging circuit,
ensure that it
is
on the correct setting.
5. Turn on the ignition switch, but do not start the engine.
6. Check the battery voltage.
If
the battery is
in
good
condition, the reading should
be
12 to
!3
volts.
IR5J
~k
__
MULTIMETER
TESTING
THE
ALTERNATOR
VOLTAGE
~ea;;;§i~Fei~
(IGNITION
ON • ENGINE
OFF)
"'"'"
WESTERBEKE
~::::::::::::~ST~A~RT:"ING
BATTERY
Engines & Generators
-
GROUND
60
Page 69
DC
ELECTRICAL
SYSTEM
7. Now check the voltage between the alternator output tenninal (B+) and ground.
If
the circuit
is
good, the voltage
at the alternator will be the sarne as the battery, or
if
an
isolator
is
in the circuit the alternator voltage will be zero.
If
neither
of
the above
is
true, a problem exists in the
circuit between the alternator and the battery. Check all the
connections - look for
an
opening in the charging circuit.
TESTING
THE
STARTING
BATIERY/ALTERNATOR
(ENGINE
RUNNING)
MULTIMETER
GZlD
G
COM
---=~...J
ENGINE
~
GROUND
8. Start the engine again. Check the voltage between the
alternator output
and
ground.
The
voltage reading for a properly operating alternator
should
be
between 13.5 and 14.5 volts.
If
your alternator
is over-
or
under-charging, have it repaired
at
a reliable
service facility.
NOTE:
Before removing the alternator
for
repai/; use a
voltmeter
to ensure that 12 volts
DC
excitation is present
at
the EXC tenninal if the previous test showed only bat-
tery voltage at the B output terminal.
If
12
volts
is
not present at the EXC tenninal, trace the
wiring and look
for
breaks
and
poor
connections.
12
VOLT
DC
CONTROL
CIRCUIT
The
engine has a
12
volt
DC
electrical control circuit that
is
shown
on the wiring diagrams in this manual. Refer to these
diagrams when troubleshooting
or
when servicing the
DC
electrical system.
A
CAUTION:
To
avoid
damage
to
the
battery
charging
circuit,
never
shut
off
the
engine
battery
switch
while
the
engine
is
running.
Shut
off
the
engine
battery
switch,
however,
to
avoid
electrical
shorts
when
working
on
the
engine's
electrical circuit.
BATTERY
The
minimum recommended capacity
of
the battery used in
the engine's
12
volt
DC
control circuit is 600 -
900
Cold
Cranking Amps (CCA).
Checking
the
Service
Battery
Check the voltage
of
the service battery. This battery should
have a voltage between
13
and
14
volts when the engine
is
running.
If
not, there is a problem in the service battery
charging circuit. Troubleshoot the service battery charging
circuit by checking the wiring
and
connections, the solenoid,
isolator, battery switch, and the battery itself.
MULTIMETER
GROUND
SERVICE
BATTERY
TESTING
THE
SERVICE
BATTERY
(ENGINE
RUNNING)
A
CAUTION:
To
avoid
damaging
the
alternator
diodes,
do
not
use a high
voltage
tester
(i.e. a megger)
when
performing
tests
on
the
alternator
charging
circuit.
Battery
Care
Review the manufacturer's recommendations and then
establish a systematic maintenance schedule for
your
engine's starting batteries and house batteries.
o Monitor
your
voltmeter for proper charging during
engine operation.
o Check the electrolyte level and specific gravity with a
hydrometer.
o
Use
only distilled water to bring electrolytes to a proper
level.
o
Make
certain that battery cable connections are clean
and
tight to the battery posts (and to your engine).
C 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.
Engines & Generators
61
Page 70
WESTERBEKE
51 A MANOO
ALTERNATOR
DISASSEMBLY
AND
TESTING
PULLEY
FAN
'''''f~'''
EXCITER
TERMINAL
COVER
SENSING
TERMINAL
JUMPER
GROUNO
TERMINAL
E
JUMPER
TESTING
THE
OUTPUT
CIRCUIT
REAR
HOUSING
liSsiMBLYCOVER
AUXILIARY
L2
TERMINAL
P
OUTPUT
I B
1. Connect the positive voltmeter lead
to
the output
terminal B and connect the negative lead to the ground
terminal E on the alternator.
2.
Wiggle the engine wiring harness while observing the
voltmeter. The meter should indicate the approximate
battery voltage, and should not vary.
If
no reading is
obtained, or
if the reading varies, check the alternator
output circuit for loose or dirty connections
Qr
damaged wiring.
NOTE:
Prior to any altemator testing, inspect the entire
altemator
system wiring for defects. Check all connections
for
tightness
and
cleanliness, particularly battery cable
damps
and
bartery tenninals. Inspect the alternator drive
belt
for
excessive wear
and
replace if necessary. Also adjust
for
proper belt tension.
A
WARNING:
A failed
alternator
can
become
very
hot.
00
not
touch
until
the
alternator
has
cooled
down.
A
WARNING
Before
starting
the
engine,
make
certain
that
everyone
is
clear
of
moving
parts!
Keep
away
from
sheaves
and
belts
during
test
procedures.
A
WARNING
Multimeters
and
DC
Circuits
DC
and
AC
circuits
are
ofter
mixed
together
in
marine
applications.
Always
disconnect
shore
power
cords,
isolate
DC
and
AC
converters
and
shut
down
generators
before
performing
DC
testing.
No
AC
tests
should
be
made
without
proper
knowledge
of
AC
circuits.
REFER
TO
THE
WIRING
DIAGRAMS
FOR
THE
ABOVE
WIRING
HARNESS
CONNECTIONS
TESTING
THE
EXCITATION
CIRCUIT
1. Connect the positive (+) voltmeter lead to the excitation
terminal R on the alternator and the negative
(-)
lead to
the ground terminal E on the alternator.
2. Turn the ignition switch
to
the on position and note the
voltmeter reading. The reading should be
1.3
to
2.5
volts (see illustration).
3.
If
the
reading
is
between
.75
and
1.1 volts, the
rotor field circuit probably is shorted or grounded.
Disassemble the alternator and test the rotor as
described under
CLEAN
AND
TEST
ALTERNATOR
COMPONENTS
in this section.
4.
If
the
reading
is
between
6.0
and
7.0 volts, the rotor
field circuit probably is open. Remove the regulator
and inspect it for worn brushes or dirty slip rings.
Replace the brushes if they are less than
114in.
(6
mm)
long.
If
the brushes and slip rings are in good condi-
tion, disassemble the alternator and test the rotor,
as
outlined under
CLEAN
AND
TEST
ALTERNATOR
COMPONENTS
in this section.
WESTERBEKE
Engines & Generators
62
Page 71
MANDO
ALTERNATOR
SERVICE
TESTING
THE
EXCITER
LEAD
5.
If
no
reading
is
obtained,
an open exists in the
alternator-excitation lead
or
in the excitation circuit
of
the regulator. Disconnect the lead from exc terminal R
Connect the positive voltmeter lead to the excitation
lead and the negative voltmeter lead to ground terminal
E.
If
the voltmeter now indicates an approximate battery
voltage, the voltage regulator is defective and must be
replaced.
If
no voltage is indicated, check the excitation
circuit for loose
or
dirty connections
or
damaged wiring.
TEST
VOLTAGE
REGULATOR
Perform this test to determine if the voltage regulator is
operating correctly, using a
0 - 20 volt
DC
voltmeter.
NOTE:
The battery
must
be fully charged to obtain a proper
voltage reading
in
this test.
If
necessary, charge the battery
with a battelY chargeror allow the engine
to run a sufficient
length
of
time
to
fully charge the battery before taking a
reading.
1. Connect the positive (+) voltmeter lead to the positive
battery terminal and the negative
(-)
voltmeter lead to
the negative terminal.
2. Start the engine
and
run it at fast idle until the engine
reaches its normal operating temperature. Adjust the
engine speed to
1500 -
2000
rpm and observe the
voltmeter for the highest reading.
The
reading should
be between 13.7 and 14.7 volts.
3.
If
the reading is high,
check
for a loose
or
dirty
alternator
ground
lead connection.
If
the connection is
good, the voltage regulator is faulty and must be
replaced.
Be
sure to disconnect the battery cables before
attempting to remove the alternator.
4.
If
the reading is low:
a.
Stop the engine and remove the alternator wiring
connections.
b.
Remove the Phillips
cover
screw from the regulator
cover (see illustration).
c. Remove the nut from the output terminal and the
nut from the sensing terminal, and remove
Jumper
(A).
d.
Remove
another nut from the sensing terminal, and
the nut from the excitation terminal.
e. Remove the regulator cover.
f.
Temporarily re-install
Jumper
(A)
and all associated
nuts. Leave
Jumper
(B) installed.
g.
Remove
the plastic plug from the side
of
the
regulator.
h. Connect a
jumper
between the top brush lead
and the ground.
REGULATOR
---Il-.l..
COVER
SENSING
TERMINAL
OUTPUT
TERMINAL
CONNECT
'-
JUMPER
WIRE
\
\
\
REGULATOR
@
i.
Repeat steps 1 and 2.
B
BRUSHES
/
NOTE:
Do
not
let the voltage exceed
16
volts.
j.
If
a voltmeter reading
of
14.5 volts
or
above is
now obtained, the voltage regulator is faulty and
must be replaced.
If
the voltmeter reading
is
below
14.5 volts, inspect the brushes and slip rings for
wear, dirt
or
damage.
If
the brushes and slip rings
are good, the alternator is fault internally.
Disassemble the alternator
and
test the components,
as outlined in this section.
WESTERBEKE
Engines & Generators
63
Page 72
MANOO
ALTERNATOR
SERVICE
REMOVE
ALTERNATOR
1.
Disconnect the negative
(-)
battery ground cable.
2. Disconnect the wiring leads.
3. Loosen the screws. Holding the alternator, rotate it
toward the engine and lift the belt
off
the pulley.
4. Remove the screws and washers and remove the alternator.
TERMINAL
PHILLlPS,_A~:...Ji"":;;~~
SCREWS
REGULATOR
CAPACITOR
BRUSH/llEGliLAl
ASSEMBLY
COVER
~~~~~~
JUMPER
B
DISASSEMBLE
ALTERNATOR
1.
Remove the terminal nuts to remove the
jumper
(see
illustration).
2. Remove the remaining terminal nuts.
3. Remove the capacitor.
4. Remove the Phillips screw from the regulator cover.
5. Remove the brush/regulator-assembly cover.
6. Remove the nut from the terminal.
7.
Remove
the jumper.
S. Remove the terminal insulators.
9. Remove the two
Phillips screws and remove the
brush/regulator assembly.
PULLEY~
REMOVAL
V-BELT
10. Place an oversized V-belt around the pulley and fasten
the pulley in a vise.
11.
Use a 7/8 in. box wrench to loosen and remove the
pulley nut.
12.
Remove
the pulley nut. lockwasher, pulley, fan. and
spacer.
PULLEY~
FAN
PULLEY
AND
FAN
COMPONENTS
A
CAUTION:
DO
NOT
insert
screwdriver
blades
more
than
1/16
in.
(1.6
mm).
Damage
to
the
stator
winding
could result
from
deeper
penetration.
NOTE:
Score the stator,
and
the front and rear housings
so
the unit may be reassembled correctly.
13. Remove the four through-bolts
and
carefully pry the
front housing away from the rear housing using two
screwdrivers.
SCREW
DRIVER
110---
REAR
HOUSING
Ik---FHONT
HOUSING
HOUSING
AND
STATOR
REMOVAL
14. Carefully push the rotor assembly out
of
the front
housing
and
rear housing.
ROTOR
REMOVAL
NOTE:
If
the bearing is removed from the housing, a new
bearing must be installed.
15. After removing the three bearing locking screws, care
fully press the front bearing out
of
the housing. Press
against the inner race
of
the bearing.
Engines & Generators
64
Page 73
BEARING
DRIVER
FRONT
BEARING
16. Remove the rectifier assembly
screw and lifting out the al)sembly.
MANOO
FRONT
by
removing the Phillips
ALTERNATOR
BEARING
SCREWS
FRONT
BEARING
HOUSING
LOCKING
SERVICE
2. Inspect and test the diode-trio assembly:
a. Using a commercial diode tester, a 12-volt DC test
lamp or an ohmmeter, check the resistance between
of
each
light stud.
h.
Reverse the tester leads and repeat the resistance
checks.
c.
A very low resistance should be indicated in one
direction and a very high resistance should be indicated
d.
If
any diode appears
complete assembly. Do not attempt
individual diode.
3. Test the diode-rectifier bridge as follows:
a. Using a commercial diode tester, check for
continuity from each
ouput terminal.
the three diode terminals and the indicator
light stud
DIODE
TRIO
ASSEMBLY
in
the other direction if the diodes are normal.
to
be defective, replace the
to replace an
of
three terminals
to
the
RECTIFIER
CLEAN
1. Inspect and test the brush/regulator assembly. The
AND
TEST
ALTERNATOR
brush set may be reused
(6
mm) or longer.
cracked or grooved.
Test for continuity between 1 and
a test lamp or an ohmmeter. These checks will indicate
a good brush/regulator assembly; replace the complete
assembly, if necessary.
TESTING
The
BRUSH
REMOVAL
COMPONENTS
if
the brushes are
brushes must not be oil soaked,
2,
ASSEMBLY
114
in.
and 3 and 4 using
k':'''''
__
GROUND
TERMINAL
b. Reverse the tester leads and repeat Step a.
c. Continuity should exist in only one direction and
all diodes should check alike.
d.
PerfonTI the same continuity checks between the
three terminals and strap ground terminaL This
should show continuity in only one direction
through the diodes and all diodes should check
alike.
e.
If
any diode appears
rectifier assembly.
to
be
defective, replace the
A
......
_TERMINAL
OUTPUT
RECTIFIER
DIODES
Engines & Generators
65
Page 74
MANDO
ALTERNATOR
SERVICE
4. Clean and inspect the front and rear housings:
a. Inspect the rear housing for cracks
or
breaks
in
the
casting, stripped threads or a damaged bearing bore.
Replace the housing
if any
of
these conditions exist.
b. Inspect the front housing for cracks, stripped or
damaged threads
in
the adjusting ear,
or
an out-of-
round bore
in
the mounting foot.
If
possible,
correct slightly damaged threads using a tap.
Replace the housing,
if necessary.
c.
If
the housings are
to
be reused, clean them
in
solvent and dry with compressed
air.
5. Clean and inspect the rotor shaft bearings:
NOTE:
Do
not
use a solvent on the rear rotor bearing
since
it
is
serviced as a unit with the
rotor.
a. The bearings should be wiped clean with a lint-free
cloth containing a moderate amount
of
commercial
solvent. Do not immerse a bearing
in
solvent, or
use pressurized solvent or
air.
b. Check the bearings for obvious damage, looseness
or
rough rotation. Replace a bearing
if
any doubt
exists as
to
its condition.
NOTE:
If
the rear rotor bearing needs replacement,
replace the entire
rotOJ:
6.
Inspect the belt pulley for rough or badly worn belt
grooves or keyway, and for cracks or breaks. Remove
minor burrs and correct minor surface damage; replace
a badly worn or damaged pulley.
FRONT
HOUSING
FRONT
BEARING
REAR
HOUSING
7.
Test the stator windings
as
follows:
a. Using an ohmmeter or test lamp, check for
continuity between
all
three leads (I,
2,
and 3).
A low ohm reading or lit test lamp should be
observed.
b. Check the resistance from each lead
(1, 2, and 3)
to
the laminations (4). There should be
no
continuity
if
the insulation
is
good.
c. Inspect the stator windings for signs
of
discoloration.
A discolored winding should be replaced.
d.
If
a winding shows a high resistance or
an
open
circuit between any two
of
the three winding
terminals or indicates poor insulation between the
windings and the laminations, the stator must be
replaced.
8. Check the rotor assembly as follows:
NOTE:
If
slip rings
need
to
be replaced, you must
replace the entire
rolOJ:
a. Visually inspect for physical defects such as dam·
aged shaft threads, worn or damaged bearing areas,
burned
or
pitted slip rings or scuffed pole fingers.
h. Measure the winding resistance across the slip rings
(A).
Place the ohmmeter leads on the edges
of
the
slip rings, not on the brush contact surfaces. The
correct winding resistance at
70 - 80° F
(21
-
c.
d.
e.
27° C)
is
4.1
to
4.7 ohms.
Minor burning
or
pitting
of
the slip ring surfaces
can be removed using a crocus cloth. Thoroughly
wipe the slip rings clean after polishing, removing
all grit and dust.
Check for a grounded slip ring or rotor winding
by
measuring the resistance from each slip ring
to
the
rotor body or pole finger (B). An open circuit should
be indicated
in
both cases for a good rotor.
If
the windings are defective
or
physical damage
cannot be corrected, replace the rotor assembly.
9.
Use a commercial capacitor checker to test the
capacitor for capacity, shorts, leakage, and series
resistance.
P
B
lO.S.F
"""
(REG.)
L,
EXC
S
F
E
INTERNAL
CIRCUIT
WIRING
Engines & Generators
66
Page 75
MANDO
ALTERNATOR
SERVICE
FINGERS
SLIP
RINGS
TESTING
THE
ROTOR
ASSEMBLE
ALTERNATOR
1.
Carefully press the front bearing into the front housing,
pushing against the bearing's outer race using a bearing
driver. Lock the bearing in place with screws.
TORQUE:
25
-35/b-in
(2.8
-
4.0
Nm)
BEARING
OUTER
RACE
FRONT
BEARING
FRONT
BEARING
ASSEMBLY
HOUSING
BEARING
LOCKING
SCREWS
FRONT
BEARING
ASSEMBLING
THE
BEARINGS
2.
Place the rotor (pulley end up) on the bed
of
an arbor
press, on two steel blocks.
3.
Press the front housing and bearing assembly down
onto the rotor shaft. Press against the bearing's inner
race only, using a sleeve driver. Take care
to
insure that
the rotor leads clear the steel blocks.
SLEEVE
ORIVER
FRONT
HOUSING
AND
BEARING
ASSEMBLY
ROTOR
INSTALLING
THE
FRONT
HOUSING
ON
THE
ROTOR
ASSEMBLY
4. Install the rectifier assembly into the rear housing.
S.
Insert the Phillips screw and tighten it.
RECTIFIER
ASSEMBLY
6. Assemble the front and rear housings as follows:
a. Put the stator winding
in
the front housing with the
stator leads away from the front housing and the
notches in the stator laminations aligned with the
four through-bolt holes in the housing.
b. Align the scribe marks you made in the stator, and
front and rear housings during disassembly.
c. Slip the rear housing into place over the rotor shaft.
Align the mounting holes and put the stator leads
through the holes at the top
of
the rear housing.
d. Install the four bolts and tighten them.
TORQUE:
35
- 65/b-ft
(4.0
-
7.3
Nm)
NOTE:
If
the front housing is new. the through-bolt
will not be tapped.
Engines
& Generators
67
Page 76
MANDO
ALTERNATOR
SERVICE
7. Install the spacer and the fan. Then push the pulley,
lockwasher and nut onto the shaft. Turn the nut a few
turns.
8.
Place an oversized V-belt around the pulley and fasten
the pulley in a vise.
OVERSIZEO
INSTALLING
THE
PULLEY
AND
THE
FAN
NUT
9.
Use a torque wrench to the tighten the nut.
TORQUE:
35 -
50
Ib-It (47 -
68
Nm)
10, Carefully install the brush/regulator assembly on the
rear housing with the two mounting screws.
11.
Install the small terminal insulators.
12. Install the large terminal insulator.
13. Install the jumper.
14. Install the nut on the terminal.
15. Install the brushlregulator assembly cover.
16. Install the
Phillips screw for the brush/regulator
assembly cover.
TORQUE:
25
-
351b-1t
(2.8 -5.1
Nm)
17. Install the capacitor.
18. Install the terminal nuts.
19, Install the jumper.
20. Install the last terminal nut.
INSTALL
ALTERNATOR
1.
Install the alternator, screws and washers.
2.
Connect the wiring leads.
3.
Put the belt on the alternator, crankshaft and coolant
pump pulleys.
4.
Adjust the alternator belt's tension (see
DRIVE
BELT
ADJUSTMENT
under
ENGINE
ADJUSTMENTS).
MANDO
ALTERNATOR
SPECIFICATIONS
Battery
Voltage
12
Volt
Maximum
Speed
13500
RPM
Cut
in
Speed
Max.
2000
RPM
(at
exc)
Max.
1500
RPM
(at
L2)
Reg.
Set
Voltage
14.7
Volts
Ambient
Temp.
-20oG -1000G
Ground
Negative
~
WESTERBEKE
Engines & Generators
68
Page 77
GENERATOR
WIRING
DIAGRAM
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v 0"<>'
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NOTE:
An
should
be
circuit
to
starter
from
an
emergency
leaving
the
volt
engine
typically
draw
amps
when
switch
with a continuous
rating
of
175
VDC
will
normally
this
function,
must
never
"make"
the
MO;(:
I.
RElIOv(
JU~PH
,.
GROUMO
"I"
@
~
STARTER
on-off
switch
installed
disconnect
the
battery
and
when
boat.
Twelve
starters
200
to
cranking.
amps
serve
but a switch
be
used
starter
circuft.
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Engines & Generators
69
STOP
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Page 78
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Engines & Generators
70
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Page 79
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Engines & Generators
71
STOP
SWITCH
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REAR
VIEw
Page 80
SPECIFICATIONS
10.0KW/8.0KW
BTDA
Engine
Type
Displacement
Aspiration
Combustion
Chamber
Bore & Stroke
Firing
Order
GENERAL
Diesel,
four-cycle,
three-cylinder,
fresh
wateT-
cooled,
vertical
in-line
overhead
valve
mechanism.
80.4
cubic
inches
(1.318
liter)
Naturally
aspirated.
Swirl
type.
3.07 x 3.62
inches
(78 x 92
mm)
1-3-2
Clockwise,
when
viewed
from
the
front.
22:1
General
Fuel
Fuel
Injection
Pump
Nozzle
Fuel
Filter
Air
cleaner
Fuel
lift
Pump
FUEL
SYSTEM
Open
flow,
self
priming.
No.2
diesel
oil
(cetane
rating
of
45
or
higher).
In-line
plunger
type
(BOSCH).
Throttle
type.
Spin-on
replaceable
(PN#D24363).
Replaceable
paper
filter
cartridge.
12
volt
DC
lift
capacity
of
5'
(1.5
mm)
solid
state
Direction
of
Rotation
Compression
Ratio
Weight
(Engine
Only)
Inclination
2761bs
(276
kgs)
without
transmission.
Continuous
15°
ELECTRICAL
SYSTEM
Temporary
25°
(not
to
exceed
30
min.)
TUNE-UP
SPECIFICATIONS
Compression
Pressure
Minimum
Spilled
TIming
(Static)
Valve
Seat
Angle
Engine
Timing
Injector
Pressure
Valve
Seat
Angle
Valve
Clearance
(engine
cold)
427
psi
(30
kg/cm')
at
280
rpm
384
psi
(27
kg/cm')
17"
(spill)
45'
17'
BTDC
1991 + 71
-0
psi
(140
+ 5 -0
kgf/cm').
Intake
45'
Exhaust
30'
0.25mm
(0.0098in)
LUBRICATION
SYSTEM
General
Oil
Filter
Sump
Capacity
(not
including
filter)
Operating
Oil
Pressure
(engine
hot)
Oil
Grade
Pressure
fed
system.
Full
flow,
paper
element,
spin-on
type.
3.9
U.S.
qts
(3.7
liters)
50 -60
psi
(3.5 -4.2
kg/cm')
API
Specification
CF
or
CG-4,
SAE
30,
10W-30,
15W-40
Starting
Battery
Battery
Capacity
DC
Charging
Alternator
Starting
Aid
Starter
Engine
Combustion
Air
Requirements @ 60Hz
1800
rpm
General
Operating
Temperature
Fresh
Water
Pump
Raw
Water
Pump
Raw
Water
Flow
at
1800
rpm.
(Measured
before
discharging
into
exhaust
elbow).
System
Capacity
(Fresh
Water)
~
WESTERBEKE
Engines & Generators
72
12
Volt,
(-)
negative
ground
400 -600
Cold
Cranking
Amps
(CCA)
51
Arnp
rated,
belt-driven
Glow
plugs,
sheathed
type
12
Volt,
reduction
gear
41
cfm
(1.16
cmm)
COOLING
SYSTEM
Fresh
water-cooled
block,
thermostatically-
controlled
with
heat
exchanger.
170
-190' F (77
- 88'
C)
Centrifugal
type,
metal
irnpeller,
belt-driven.
Positive
displacement,
rubber
impeller,
belt-driven.
7-8
gpm
(25.9 -29.6
Ipm).
5.0
US
qts
(4.7
liters)
REVISED MAY 2002
Page 81
SPECIFICATIONS
10.0KW
BTDA
AC
GENERATOR
(Single
Phase)
Sing
Ie
Phase
Brushless,
four-pole,
revolving
field.
Pre-lubricated,
single-bearing
design.
Reconnectable,
single-phase
transformer
regulation
(optional
sOlid-state
voltage
regulation)
Voltage
120
or
1201240
Volts -60
Hertz
220
Volts -50
Hertz
Voltage
regulation:
±5%
no
load
to
fu!1load
Frequency
regulation:
±3
Hertz
(5%)
no
load
to
full
load
Rating
(Volts
AC)
60
Hertz
(1800
rpm)
120
Volts
83.3
Amps
10.0KW
1201240
Volts
83.3141.6
Amps
50
Hertz
(1500
rpm)
220
Volts
34.1
Amps
7.5KW
Generator
Cooling
225 -250
efm
(5.66 -6.37
emm)
Air
Requirements
(60
Hertz)
at
1800
rpm
NOTE:
Increase
air
supply
15%
for
50
Hertz
operation
(1500
rpm).
SPECIFICATIONS
8.0KW
BTDA
AC
GENERATOR
(Single
Phase)
Single
Phase
Voltage
Voltage
regulation:
Frequency
regulation:
Rating
(Volts
AC)
60
Hertz
(1800
rpm)
8.0KW
50
Hertz
(1500
rpm)
6.0KW
Generator
Cooling
Air
Requirements
(60
Hertz)
at
1800
rpm
Engine
Combustion
Air
Requirements
(60
Hertz),
at
1800
rpm
Engine
Compartment
Cooling
Requirements
Brushless,
four-pole,
revolving
field.
Pre-lubricated,
single-bearing
design.
Reconnectable,
single-phase
transfonner
regulation
(optional
solid-state
voltage
regulation)
120
or
1201240
Volts -60
Hertz
220
Volts -50
Hertz
±5%
no
load
to
full
load
±3
Hertz
(5%)
no
load
to
fuUload
120
Volts
1201240
Volts
220
Volts
66
Amps
66133
Amps
27
Amps
175 -200
efm
(4.95 -5.66
emm)
NOTE:
Increase
air
supply
15%
for
50
Hertz
operation
(1500
rpm).
32
cfm
(.906
emm)
100-200
efm
(2.83-5.66
emm)
AC
GENERATOR
(3
Phase)
Three
Phase
Brushless,
six-pole,
revolving
field.
Sealed
10.0
Kw -60
Hertz
lubricated,
single-bearing
design.
12
Lead
7.5
Kw -50
Hertz
reconnectable
for
low
voltage
WYE,
high
voltage
Delta.
Solid
state
voltage
regulator
with
protection
circuitry
Voltage
- 3
phase
60
Hertz
Low
Voltage
WYE
208
Volts
High
Voltage
WYE
480
Volts
DELTA
240
Volts
Voltage
- 3
Phase
50
Hertz
High
Voltage
WYE
380
Volts
DELTA
220
Volts
Amperage
-
Low
Voltage
WYE
35
Amps
3
phase
60
Hertz
High
Voltage
WYE
15
Amps
DELTA
30
Amps
Amperage
-
High
Voltage
WYE
14
Amps
3
phase
50
Hertz
DELTA
24
Amps
Engine
Combustion
32
efm
(.906
emm)
Air
Requirements
(60
Hertz),
at
1800
rpm
Engine
Compartment
100-200
efm
(2.83-5.66
emm)
Cooling
Requirements
Engines & Generators
73
Page 82
SPECIFICATIONS
15KW
BTDCI12.5KW
BTDB
Engine
Type
Displacement
Aspiration
Combustion
Chamber
Bore & Stroke
Firing
Order
Direction
of
Rotation
Compression
Ratio
Dimensions ~ inches
(mm)
Engine
Only
Weight
(dry)
Fuel
Consumption
HP@1800
RPM
GENERAL
Diesel,
four~cycJe,
four-cylinder,
fresh
water-
cooled,
vertical
in-line
overhead
valve
mechanism.
107.3
cubic
inches
(1.758
liter)
Naturally
aspirated.
Swirl
type.
3.07 x 3.62
inches
(78 x 92
mm)
1-3-4-2
Clockwise,
when
viewed
from
the
front
22:1
Height:
24.0
inches
(609.6
mm)
Width:
19.0
inches
(482.6
mm)
Length:
34.6
inches
(878.8
mm)
5691bs
(258.10
kgs)
1.42
glhr
(5.38Itrlhr)
at
1800
rpm
25
HP
TUNE-UP
SPECIFICATIONS
Compression
Pressure
Minimum
Spilled
TIming
(StatiC)
Valve
Seat
Angle
Engine
Speed
Valve
Seat
Angle
Valve
Clearance
Injector
Pressure
Engine
Timing
427
psi
(30
kg/cm')
at
280
rpm
384
psi
(27
kg/cm')
1]0
(spill)
Intake
45'
Exhaust
30°
1800
rpm
(60Hz)
1500
rpm
(50Hz)
Intake
45'
Exhaust
30'
0.25mm
(0.0098in)
1991 + 71
-0
psi
(140
+ 5 - 0
kgflcm').
17'
BTDC
ELECTRICAL
SYSTEM
Starting
Battery
Battery
Capacity
DC
Charging
Alternator
Starting
Aid
Starter
12
Volt,
(-)
negative
ground
400 -600
Cold
Cranking
Amps
(CCA)
51
Amp
rated,
belt-driven
Glow
plugs,
sheathed
type
12
Volt,
reduction
gear
General
Fuel
Fuel
Injection
Pump
Nozzle
Fuel
Filter
Air
cleaner
Fuel
Lift
Pump
General
Operating
Temperature
Fresh
Water
Pump
Raw
Water
Pump
System
Capacity
(Fresh
Water)
Raw
Water
Flow
at
1800
rpm.
(Measured
before
discharging
into
exhaust
elbow).
Engine
Combustion
Air
Requirements @ 60Hz
1800
rpm
FUEL
SYSTEM
Open
flow,
self
priming.
No.2
diesel
oil
(cetane
rating
of
45
or
higher).
In-line
plunger
type
(BOSCH).
Throttle
type.
Spin-on
replaceable
(PN#024363)
..
Replaceable
paper
filter
cartridge.
12
volt
DC
lift
capacity
of
5'
(1.5
mm)
solid
state
COOLING
SYSTEM
Fresh
water-cooled
block,
thermostatically-
controlled
with
heat
exchanger.
170
-190' F (77 -88"
C)
Centrifugal
type,
metal
impeller,
belt-driven.
Positive
displacement,
rubber
impeller,
belt-driven.
8.0
US
qts
(7.6
liters)
7-8
gpm
(25.9 -29.6Ipm).
41
cfm
(1.16
cmm)
LUBRICATION
SYSTEM
General
Oil
Filter
Sump
Capacity
(not
including
filter)
Operating
Oil
Pressure
(engine
hot)
Oil
Grade
Pressure
fed
system.
Full
flow,
paper
element,
spin-on
type.
4.5
U.S.
qts
(4.3
liters)
50 -60
psi
(3:5 -4.2
kg/cm')
API
Specification
CF
or
CG-4
REVISED
MAY
2002
Engines & Generators
74
Page 83
SPECIFICATIONS
15KW
BTOC
AC
GENERATOR
(Single
Phase)
AC
GENERATOR
(3
Phase)
Single
Phase
Voltage
Voltage
regulation:
Frequency
regulation:
Rating
(Volts
AC)
Generator
Cooling
Air
Requirements
(60
Hertz)
at
1800
rpm
Engine
Combustion
Air
Requirements
(60
Hertz),
at
1800
rjlm
Generator
Compartment
Ambient
Temperature
Recommendations
Brushless,
four-pole,
revolving
field.
Pre·lubricated,
single-bearing
design.
Reconnectable,
single-phase
transformer
regulation
(optional
solid-state
voltage
regulation)
120
or
120/240
Volts -60
Hertz
230
Volts -50
Hertz
±5%
no
load
to
full
load
3
Hertz
(5%)
no
load
to
fuilload.(
Electronic
Govemered)
Non-Electronic
±3
Hertz
60
Hertz
(1800
rpm)
120
Volts
125
Amps
120/240
Volts
125/625
Amps
50
Hertz
(1500
rpm)
230
Volts
60
Amps
225 -250
cfm
(6.37 -7.08
cmm)
NOTE:
Increase
air
supply
15%
for
50
Hertz
operation
(1500
rpm).
70
elm
(1.89
cmm)
104°F
(40°C)
maximum
NOTE:
Forced
ventilation
should
be
provided
to
maintain
generator
compartment
temperatums
be/ow
104°F
(40°C).
Three
Phase
Brushless,
six-pOle,
revolving
field.
Sealed
15.0
Kw -60
Hertz
lubricated,
single-bearing
design.
12
Lead
12.0
Kw -50
Hertz
reconnectable
for
low
voltage
WYE,
hiQh
voltage
Delta.
Solid
state
voltage
regulator
with
protection
circuitry
Voltage
-3
phase
50
Hertz
Low
Voltage
WYE
208
Volts
High
Voltage
WYE
480
Volts
DELTA
240
Volts
Voltage
-3
Phase
50
Hertz
High
Voltage
WYE
380
Volts
DELTA
230
Volts
Amperage
-
Low
Voltage
WYE
52Amps
3
phase
60
Hertz
High
Voltage
WYE
22
Amps
DELTA
45
Amps
Amperage
-
High
Voltage
WYE
22
Amps
3
phase
50
Hertz
DELTA
39
Amps
Generator
Compartment
104°F
(40°C)
maximum
Ambient
Temperature
Recommendations
NOTE:
Forced
ventilation
should
be
provided
to
maintain
generator
compartment
temperatums
below
t04°F
(40°C).
SPECIFICATIONS
12.5KW
BTOB
AC
GENERATOR
(Single
Phase)
AC
GENERATOR
(3
Phase)
Single
Phase
Brushless,
four~pole,
revolving
field.
Three
Phase
Brushless,
six~pole,
revolving
field.
Sealed
Pre~lubricated,
single-bearing
design.
12.5
Kw -60
Hertz
lubricated,
single~bearing
design.
12
Lead
Reconnectable,
single~phase
transformer
9.3
Kw -50
Hertz
reconnectable
for
low
voltage
WYE,
high
regulation
(optional
solid~state
voltage
voltage
Delta.
Solid
state
voltage
regulator
regulation)
with
protection
circuitry
Voltage
120
or
120/240
Volts -60
Hertz
Voltage
-3
phase
60
Hertz
Low
Voltage
WYE
208
Volts
220
Volts -50
Hertz
High
Voltage
WYE
480
Volts
DELTA
240
Volts
Voltage
regulation:
±5%
no
load
to
full
load
Voltage
-3
Phase
50
Hertz
High
Voltage
WYE
380
Volts
Frequency
regulation:
±3
Hertz
(5%)
no
load
to
full
load
DELTA
230
Volts
Rating
(VoHs
AC)
Amperage
-
Low
Voltage
WYE
43
Amps
60
Hertz
(1800
rjlm)
120
VoHs
104
Amps
3
phase
60
Hertz
High
Voltage
WYE
18
Amps
12.5KW
120/240
Volts
104/52
Amps
DELTA
37
Amps
50
Hertz
(1500
rjlm)
220
Volts
42.3
Amps
9.3KW
Amperage
-
High
Voltage
WYE
17
Amps
3
phase
50
Hertz
DELTA
30
Amps
Generator
Cooling
200 -225
elm
(6.37 -7.08
cmm)
Air
Requirements
Engine
Combustion
32
clm
(.906
cmm)
(60
Hertz)
at
1800
rpm
NOTE:
lncmase
air
suppl!
15%
for
50
Hertz
Air
ReqUirements
operation
(1500
rpm).
(60
Hertz),
at 1 BOO
rpm
Engine
Compartment
100-200
clm
(2.83-5.66
cmm)
Cooling
Requirements
"""
WES7ERBEKE
Engines & Generators
75
Page 84
BT
GENERATOR
SINGLE/THREE
PHASE
Ths
generator
is
a four-pole, brushless, self-excited generator
which requires only the driving force
of
the engine to pro-
duce
AC
output.
The
copper and laminated iron in the exciter
stator are responsible for the self-exciting feature
of
this gen-
erator.
The
magnetic field produced causes an AC voltage
to
be induced into the related exciter rotor windings during rotation. Diodes located in the exciter rotor rectify this voltage
to
DC
and
supply it to the windings
of
the rotating field. This
creates an electromagnetic field which rotates through the
windings
of
the main stator, inducing an AC voltage which is
supplied to a load. A step down transformer is connected
in
parallel to the
AC
output
of
the main stator. An AC voltage is
produced
in
the auxiliary windings
of
the transformer and the
main stator and is, in turn, supplied to a full-wave bridge rectifier.
The
rectifier produces a
DC
voltage to further excite
the exciter stator windings, enabling the generator to produce
a rated AC output.
An
optional solid-state voltage regulator
is
available to work in tandem with the transformer regulator to
produce a more stable AC output.
OPTIONAL
AVR
AVR
A circuit breaker is installed on all
WESTERBEKE
genera-
tors. This circuit breaker will automatically disconnect gener-
ator power in
case
of
an electrical overload. The circuit
breaker can
be
manually shut off when servicing the genera-
tor to ensure no
power
is coming into the boat.
NOTE:
This circuit breaker
is
available as a WESTERBEKE
add-on
kitfor
earlier model generations; contact your
WESTERBEKE dealer
CIRCUIT
BREAKER
PART
NUMBERS
15
KW -42710
12
KW -42709
/AUIJUSTINGSHIMS
AC
TERMINAL
BOARD
BT
GENERATOR
SINGLE
PHASE
[6
STUD]
SA
20A
~
WESTERBEKE
Engines & Generators
76
ELECTRONIC
VOLTAGE
BRIOGE
RECTlFIiER
BT
GENERATOR
THREE
PHASE
[12
STUD]
FUSE
TERMINAL
BOARO
Page 85
BT
GENERATOR
12
STUD
INTERNAL
WIRING
SCHEMATIC
NOTE:
Refer to the text and diagramsjor the proper method
of
testing
for
resistance and continuity.
A
+
r-------------..-,
: 1
AErO
S
:
i I : {>r 4
31
I 2 I
I I
L
_____________
J
G
ORANGE
+
AC
BLACK
6
5
9
3
2
7
8
-Kl-
L-
________
~~--~
AC~~~------------------------------~
GREEN
YelLOW
COMPONENT
RESISTANCE
VALUES
[OHMS]
A
EXCITER
STATOR
WINDINGS
10.0Q
8
AUXILIARY
ROTOR
WINDINGS
(A,8,C)
__
1.0-1.2Q
DIODES
(6)
11Q/infinite
ROTATING
FIELD
WINDINGS
7.0-8.0Q
POSI
RESISTOR)
infinite
C
MAIN
STATDR
WINDINGS
20-22Q
MAIN
STATOR
AUXILIARY
WINDlNGS_1.5-1.8Q
o
COMPOUND
TRANSFORMER
WINDlNGL.019-.021Q
COMPOUND
TRANSFORMER
AUXILIARY
WINDINGS
4.0-4.5Q
G
BRIDGE
RECTIFIER
BRIDGE
RECTIFIER
AC
TERMINAL
BOARO
CONNECTION
1-2+3
[VOLTAGE
HERTZ
CONNECTION]
-.Y"
WESTERBEKE
Engines & Generators
77
8T
GENERATOR
SINGLE
PHASE
12
STUD
COMPO
UNO
TRANSFORMER
'em,e"OT
BREAKER
'''''lem1"
TERMINAL
1 & 4
Page 86
BT
GENERATOR/SINGLE
PHASE
10KW·15KW
GENERATORS
r-------------------l
: 8 !
A I ,
+:
'00:
II
: * 4 i
: b l
: 1 2 3 1
~-----------------~
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G
I
"EO
.
SUD:
r-
~r
""''"
,
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....
,
GREEN
g
,
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+
..
\YEllOW
\i-
j ; ""'"
_1
__
"
YELLOW
S
A.V.R.
"'-"c,
_ PlUG
r----------l
D
150
Hz
:!f%f-
7
A.V.R.
AVR
PLUG
REOf
WHITE
(TO
HEFn7NOLTS BAR)
I
60c'yc.
50
eye.
(TO
PIN
#6TERM..
(TO SELECTOR
SWlTCH)
BLtJEIWHrTe
~SLACK/WHrrE'
BLUE
IWHITE S 0
YEu.cm
IWHITE
(TO
HERTZNOLT BAR) I '
(TO
SELECTOR
SWlTCH)
SLACK I WHITE
(TO
SRloc.e
REC'fIFIERl
Hz
TERMINAL
CIRCUIT
BREAKER
BT
GENERATOR/SINGLE
PHASE
10KW·15KW
GENERATORS
A.
EXCITER
STATOR
WINDINGS
1 & 2
A-1
and
A-2
Exciter
Stator
Windings
(Selector
in
COMP
position)
B.
EXCITER
ROTOR
and
FIELD
1.
Auxiliary
Windings
(a-b-c)
2.
Diodes
(6)
3.
Rotating
Field
Windings
4.
Posi
Resistor
C.
MAIN
STATOR
1.
Main
Stator
Windings
2.
Main
Stator
Windings
3.
Main
Stator
Auxiliary
Windings
D.
COMPOUND
TRANSFORMER
1.
Compound
Transformer
Windings
2.
Compound
Transformer
Windings
3.
Compound
Transformer
Auxiliary
Windings
Resistance
readings
and
voltage
checks
can
be
accessed
easily
for
the
components
in
the
exciter
circuit
A,
G,
C-3
and
0-3
by
locating
the
color
coded
wires
at
the
connection
points
shown
on
the
above
schematic.
When
checking
winding
resistance
values
be
sure
to
lift
both
of
the
component's
electrical
connections.
G.
BRIDGE
RECTIFIER
A.V.H.
Optional
Automatic
Voltage
Regulator
Plug
(6
Prong).
Engines & Generators
78
Page 87
BT
GENERATOR
VOLTAGE
REGULATOR
ADJUSTMENTS
Description
The voltage regulator is an advanced design which ensures
optimum
AC generator performance.
It
is equipped with
complete protection circuitry to guard against operating
conditions that could
be
detrimental to the
AC
generator.
VOLTAGE
REGULATOR
Volts
This potentiometer is
used
to adjust output voltage.
At
proper
engine operating
speed
the
output
voltage should
be
held
at
±l%
from a
no-load
condition
to a full rated generator output
and from power factor
1.0 -0.8
with engine drive speed
variations up to -6%. Prior to starting the engine, turn the
VOLT and STAB
trimmers
(using a mini phillips screw-
driver) fully in a
counter
clockwise (Minimum) direction
until you feel
them
hit
their stops.
Tum
the
AMP
and
HERTZ trimmers completely clockwise
(Maximum)
in the
same manner.
With
the
generator
running at no-load, at
normal speed,
and
with
VOLT
adjust
at
minimum, it is
possible that output voltage
will
oscillate. Slowly rotate the
VOLT adjust clockwise.
The
voltage output will increase
and
stabilize. Increase the voltage
to
the desired value. In this
situation, only the green
LED
will stay lit.
Stability
'This
potentiometer permits variation
of
the regulator's
response to generator
load
changes so as to limit overcom-
pensation and obtain a
minimum
recovery time to the normal
voltage output.
In
order
to
adjust the regulator stability the generator must be
running at no-load
and
the
output
must
be monitored.
Tum
the STAB adjust slowly clockwise until the voltage
starts to fluctuate.
At
this point rotate the STAB adjust coun-
terclockwise until the voltage
is stable within 1
or
2 tenths
of
a volt.
Hertz
Amp
Stab
Volt
VOLTAGE
REGULATOR
DIAGRAM
Amp-Hertz
These two adjustments are
used
in
conjunction with the two
protection circuits in the voltage regulator that are indicated
by the illumination
of
colored
LED
lights.
1.
Delayed overload protection (yellow LED).
2. Low speed protection (red
LED).
Both systems have an intervention threshold which
can
be
adjusted using the respective potentiometer.
Each
of
the two
circuits are able to cause an adequate reduction in excitor
voltage to safeguard the excitor windings and prevent their
overheating.
The
overload protection
system
has a delay which permits
temporary overloading
of
the generator during times such as
motor
start-up
or
other similar
load
surge demands.
The
regu-
lator also has a
third
LED
(green), that glows during genera-
tor operation to indicate correct operation
of
the regulator
with the generator.
Setting
the
Overload
Protection
In
order to set
the
AMP
overload
protection, the generator
must
be loaded to its full
output
rating.
1. Load the generator to its rating, then decrease the speed
of
the engine by 10.10%
(54
Hertz
on
60 hertz units, 45
hertz
on
50
hertz units).
2. Rotate the
AMP
adjustment counterclockwise until it hits
its stop. Wait about
15-20 seconds after which
the
AC out-
put
of
the generator
should
drop
and
the yellow
LED
light
should
come
on.
3. Slowly rotate the
AMP
adjustment clockwise until the
output voltage increases to approximately
97%
of
the volt-
age output at the start
of
the adjustment.
At
this
point
the
yellow
LED
light should
come
on.
4. Return to nominal speed, the yellow LED will turn
off
and the generator voltage will rise to
its
normal value.
Should this
not
happen,
repeat
the adjustment.
NOTE:
When changing from
60
hertz to
50
hertz operation,
remove the
60
hertz
jumper
bar
from the regulator board.
Setting
the
Underspeed
Protection
NOTE:
If
the unit is operating
at
60
Hertz ensure that the
jumper strap is in place
on
the regulator board between the
two
60
Hertz terminals. In order to adjust
the
underspeed
setting, the generator should be running at
no-load.
1.
To adjust the underspeed (low frequency) protection circuit,
lower the engine speed
at
90%
of
its normal running speed
(54 hertz on
60 hertz units, 45 hertz on 50 hertz units.
2. Rotate the
Hertz
adjustment counterclockwise slowly until
the generator's
AC
output
voltage starts to decrease and at
the same time the red
"LED"
light comes on.
3. Increase the engine
speed
to its
nonnal
speed (frequency).
The red
"LED"
light will go
out
and the AC voltage out-
put
will return to nonnal.
With the above adjustments
made,
the regulator should func-
tion normally.
-.,.yo
WESTERBEKE
Engines & Generators
79
Page 88
BT
GENERATOR
TROUBLESHOOTING
CHART
The following troubleshooting chart is designed to give
insight into problems which may be encountered with the
BT
brushless generators operating on compound transfonner regulation.
Owing to the simplicity
of
the equipment and controls, troubleshooting is relatively easy, once the relationship
between cause and effect is understood. Most potential problems are covered in the text
of
this manual
These are hand tools: an urnpprobe and a quality volt-ohm-
meter capable
of
reading less than one ohm due to the preci-
sion required
in
reading component winding resistances.
Keep
in
mind that a basic fundamental knowledge
of
electricity is required for this troubleshooting, and always remember
that lethal voltages are present in the circuitry; therefore,
extreme caution is essential when troubleshooting a generator.
Only a few basic tools are necessary for diagnosis and repair.
Before attempting any repairs. get a clear an explanation
of
the problem as possible, preferably from an individual witnessing the problem. In some cases, this may bring to light a
problem which is related to the method
of
operation rather
than equipment fault. Bring basic repair tools with you on the
initial trip to the problem equipment, such as: diodes and
bridge rectifier, so that
if
the problem should be found
in
one
of
these easily replaceable parts, the problem can
be
reme-
died early and efficiently.
NOTE:
l-Vhen
fault finding, troubleshoot components in the order indicated below.
COMPONENT
CHECKS
REFER
TO
THE
INTERNAL
WIRING
DIAGRAMS
1.
LOW
VOLTAGE
60-100
VOLTS
AC
F.
Selector
Switch
3.
ND
AC
VOLTAGE
OUTPUT -MAIN
STATOR/ROTOR
COMPONENTS/TRANSFORMER
C.
(1
+2)
Exciter
Stator
Windings
B.
Rotor
Components
B-2
Exciter
Rotor
Diodes
B-3
Rotor
Field
Windings
B-1
Exciteor
Rotor
Windings
a,b,
C
A.
(1-1
+2)
Exciter
Stator
Windings
2.
RESIDUAL
VOLTAGE -EXCITER
CIRCUIT
FAULTY
A.
(1-1
+2)
Exciter
Stator
Windings
G.
Bridge
Rectifier
D-3.Transformer
Auxiliary
Windings
B-4.Posi
Resistor
B-2.Diodes
(4-6
open/shortened)
D.
(1
+2)
Compound
Transformer
Windings
B-3.Rotor
Field
Windings
C-3.Main
Stator
Auxiliary
Windings
r----------1
r----------,
50
Hz
TERMINAL
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: 0 :
\
F.
Selector
Switch
j-------------------1
, B :
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, ,
+ ,
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("",--,WESTERBEKE
-,-Engines & Generators
80
. ,
6
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Page 89
BT
GENERATOR
TROUBLESHOOTING
Testing
Residual
Voltage
1. The amount
of
no-load voltage produced by the
generator can
be
an indicator
of
where in the generator
the problem/fault may lie.
Residual
Voltage
10-14
volls
AC
'This voltage is the AC voltage produced
by
the generator
from magnetism in the exciter stator field. This voltage is
measured between the
AC
Neutral and
Hot
leg(s) with
no-load on the generator running at
60
hertz.
The
presence
of
residual voltage is an indication that the
following generator components are OK. Refer to
INTERNAL WIRING SCHEMATICS.
a. Exciter Rotor (B-1
a.
b, & c) & (B-2);
b. Rotating Field (B-3);
c. Main
Stator
(C-I
& C-2); and
d. Compound Transformer
(D-I
& D-2).
The fault lies in one or more
of
the following components
in the exciter circuit:
a. Exciter Stator
(A-I
&A-2)
b. Bridge Rectifier (G)
c. Selector
Switch (F)
d. Main
Stator Auxiliary Windings (C-3)
e. Compound Transformer Auxiliary Winding (D-3)
2.
Twelve (12) volt
DC
excitation
of
the exciter stator wind-
ings should cause the generator to produce between 140 -
ISO
volts AC between each hot lead and the neutral (12
volts
DC
is
applied between the lifted (+) and (-) leads
of
the bridge rectifier, + to + and - to -
).
Correct voltage produced with twelve volts
DC
excitation
indicates the fault is in one
or
more
of
the above listed
components
b, d Or
e.
If the generator does not produce
140 -
ISO
volts AC,
then include a and c.
-REOOC+ /
/'-J
BATIERY
"'I
CONNECTION
',,',
'-'
,
/
/
/
BRIDGE
REC'TIFIER(
TESTING
THE
BRIDGE
RECTIFIER
NOTE:
Current
BT
Generators
use
a bridge rectifier that is
configured differently, connections
are
the
same.
3.
The
absence
of
any voltage from the generator indicates a
fault with the main stator windings
C-l
and C-2 and/or
the compound transformer windings
D-l
and D-2.
Apply 12 volt
DC
excitation to the exciter stator windings
as explained in paragraph 2. A fault in the main stator
and/or compound transformer windings such as a short
will cause the generator engine to load down and the
shorted windings to eventually produce smoke as the
excitation is continued.
4. Voltage output greater than residual and less than rated
output (25 - 100 volts) indicates a fault in the exciter
rotor/field B-1.
B,2
or B-3. Excitation
of
the generator as
explained
in paragraph 2 should produce a partial rise
in
voltage output and, when removed, the voltage will return
to the original low output.
BRIDGE
RECTIFIER
The
bridge rectifier is supplied
AC
voltage from the auxiliary
windings in the generator stator
(C-3) and the compound
transformer (D-3).
The
AC
voltage measured across the AC
terminals
of
the rectifier during engine operation
is
as fol-
lows:
120 Volts
NIL
FIL
II -20
volts AC
120/240
NILFIL
II -20
volts AC
Diodes in the rectifier convert this AC voltage to
DC
and
supply it to the windings
of
the
exciter stator to induce a field
through which the exciter rotor revolves.
The
DC
voltage
measured across the
(+) and
(-)
terminals
of
the bridge recti-
fier during engine operation is as fonows:
120 Volts 120/240
NIL
FIL
NIL
FIL
8 - IS volts
AC
8 - IS volts AC
Failure
of
the bridge rectifier will result in a
weak
field being
produced by the exciter stator windings. A weak field
is
pre-
sent,
due
to the magnetism in the exciter stator, which will
cause the generator to produce residual voltage.
Testing
the
Bridge
Rectifier
for
Faults
with
an
Ohmmeter
(Meter used: Simpson 260 at
70°F
(21°C)
1.
Set the ohmmeter scale
on
RXI
(+
DC) and set the
needle to zero.
2.
Connect the positive (+) lead from the ohmmeter to point
#4. Taking the ohmmeter's negative (-) lead, momentarily
contact points #1, #2, #3, and #5.
The
ohmmeter should
register no deflection for any
of
the points touched.
3. Remove the positive
(+) lead from point
#4
and connect
the negative (-) lead to point
#4
and, with the positive (+)
lead, momentarily touch points #1, #2, and #3.
The
ohmmeter's needle should deflect when each point is touched,
showing a passage
of
meter voltage through the diodes
in
the rectifier.
Engines & Generators
81
Page 90
BT
GENERATOR
TROUBLESHOOTING/SINGLE
PHASE
CURRENT RECTIFIERS
ARE
CONFIGURED SLIGHTLY E. A.C.
Tenninal
Board
DIFFERENTLY
BUT
TEST
F.
Selector
Switch
H.
Optional
AVR
POINTS
ARE
THE
SAME.
~---2
4
TESTING
THE
BRIDGE
RECTIFIER
4. Leaving the negative (-) ohmmeter lead on point #4,
touch point #5 with the positive (+) lead.
No
deflection
of
the needle should occur.
5. Place the positive (+) lead
of
the ohmmeter on point
#1
and the negative (-) lead on point #3.
The
ohmmeter
should not register any deflection
of
the needle (no
deflection indicates infinite resistance). Reverse these
connections and the ohmmeter should again register no
deflection.
If
the rectifierfails any
of
the previous tests
(1
- 4) it is
defective and should
be
replaced.
NOTE:
Different style/model meters may produce opposite
results from the above tests.
Component
Resistance
Values
A.
Exciter
Stator
B.
Excitor
RotorlField
A-I & A-2 11.5 ohm
A-I
49.4 ohm
A·2 12.9 ohm
B-1
1.05 ohm,
B-3 8.9
ohm
C.
Main
Stator
C-I
0.089 ohm
C-2 0.089 ohm
D.
Compound
Iransformer
D-I 0.007 ohm
Auxiliary
Windings
C-3 0.85
ohm
RED
D-2
0.007 ohm
Auxiliary
Windings
D-3 5.02
ohm
r----
c
----:
!
1 I !
,,!
YELLOW
&RED
RED
~
3
~
SLUE
SLUE
G.
Bridge
Rectifier
The
model code number
is
found stamped in the generator
housing
on
a flat surface above the rear generator carrier
bearing.
NOTE:
These two model
BT
generators are used on models
rated lower than the capabilities
oj
the generator. However,
the generator is rated according to the capabilities
of
the
drive engine since horsepower produces kilowatts.
COMPONENT
RESISTANCE
CHECKS
Exciter
Stator
Windings
1.
Windings
A·I
and
A·2
Resistance readings for exciter windings
A-I
and A-2
with the selector switch in
the
COMP
position are taken
between the positive
(+)
and
negative (-) leads lifted
off
the bridge rectifier (G). Neither
of
these two leads should
have
the
continuity to the generator case/ground.
2.
WindingA·I
Resistance readings for exciter windings
A-I
with the
selector switch in the
ELEC
position
is
taken between the
yellow wire and the black
at
the
A.Y.R.
plug (G).
3.
Winding
A·2
Resistance readings for exciter winding A-2 with the
selector switch in the
ELEC
position is taken between the
green wire lifted off the negative (-) terminal
of
the bridge
rectifier (G) and the red wires lifted
off
the positive (+)
terminal
of
the bridge rectifier (G).
NOTE:
The white striped wiring on earlier model generators
has been changed
to
solid colors on current generators, the
colors, however, remain the same.
E
6
.,
5
8
.6
3
VI
.3
j
'"~
50
eye
.5
W2
.J
'8
"'"
GREEN
....
--
....
,
,
~
,
"
BLUE {WHttt:
(to
PIN
t8TER!.!.
t
,
"
YEllOW
;'
BLACK
""-00
BLACK
REO I WHITE
(to
HER1ZNOLTS BAR)
AVR
PLUG
eLACKfWHrTE
(TO
SELECTOR SWlTCH)
ElWEIWHrrE
(to
HERTZNOLTS BAR)
0-1--
YELLOW
/WHITE
L-A._
.....
../'--.J
(to
SELECTOR SWITCH)
~
BLACKIWHrTE
(to
BRIDGE RECTIFIER)
BT
GENERATOR
INTERNAL
WIRING
SCHEMATIC
(W/OPTIONAL
AVR)
Engines & Generators
REVISED
MAY
2002
82
Page 91
BT
GENERATOR
TROUBLESHOOTING/SINGLE
PHASE
Main
Stator
Windings
1.
Group
#1. The resistance value is measured between the
lifted lead
#4
from the insulated terminal below the trans-
former and lead
#6
lifted from the AC tenninal block.
Lead #5 should
be
lifted from the tenninal block in order
to totally isolate the stator windings
of
group #1, .
2.
Group
#2. The resistance value is measured between the
lifted lead
#1
from the insulated tenninal below the trans-
former and lead #3 lifted from the AC tenninal block. In
order to totally isolate the stator windings of group #2,
lead #2 should be lifted from the tenninal block.
NOTE:
No continuity should be found between any
of
the
lifted statOr leads and the case ground
or
between the
connections
of
the two groups.
3.
Main
Stator
Auxiliary Windings.
The
resistance values
for these windings are measured between the black
double lead connection lifted off the AC terminal of the
bridge rectifier (G) and the red #3 lead lifted
off
the
VoltagelHertz connection bar.
NOTE:
No continuity should be found between either
of
these winding groups
or
to the generator case.
Compound
Transformer
1.
Group
1.
Resistance value is measured between lifted
lead #4 from the red insulated tenninal stud below the
transformer and lead #8 lifted off the AC terminal block.
2.
Group
2. Resistance value is measured between lifted
lead
#1
from the red insulated tenninal stud below the
transformer and lead #7 lifted off the AC terminal block
NOTE:
No continuity should be found between either
of
these lifted leads
or
to
the generator case/ground.
TWO
AVR---...
PLUG
TWO
"Ktt'Nl"J--\-{.::::5§~~
TWO
BLA.CI<--t"N
3.
Transformer
Auxiliary Windings. Resistance is
measured between the yellow wire lifted off the AC terminal block
of
the bridge rectifier (G) with the selector
switch in the ELEC position and the
#1
red lead lifted off
the Voltage/Hertz connection bar.
Off this sarne bar, lift
the #2 and #3 red leads that come from the auxiliary
windings to totally isolate these windings. There should
be no continuity found from either
of
these connections
to the case/ground or
to
either
of
the transfonner groups.
Selector
Switch
This switch is is normally set in the
COMP
position.
If
an
optional AVR is installed, the switch is toggled to the ELEC
position
..
NOTE:
With the selector switch in
ELEC
position the exciter
stator windings are divided, one group is excited through the
bridge
rectifier and the ather group through the A.
V.R.
Bridge
Rectifier
Wiring
The illustration below shows the color coded wires at the two
AC
terminals and the color coded wires at the (+) and (-) DC
terminals.
NOTE:
When removing
or
reinstalling connections, maintai,!
correct polarity connection an the
(+)
and (-)
DC
tenninals.
TERMINAL
BLUE
BLUE
BLACK
AVR
PLUG
(TO
BRIDGE
RI'Cn~IER)
':.....;)!J--
REO
(TO
HERTZ
BAR)
(TO
SELECTOR
SWITCH)
BLACK
(TO
SELECTOR
SWITCH)
VOLTAGE/HERn
CONNECTION
BAR
~
WESTERBEKE
Engines & Generators
83
YElLOW
-i--.:'O:'i'l"'~
",JI,,",JJ---GRIOEN
BLACK
SELECTOR
SWITCH
REVISED
MAY
2002
Page 92
BT
GENERATOR
TROUBLESHOOTING
Exciter
Rotor/Field
1.
Auxiliary windings
group
3,
band
c. Locate the three
terminal points on the exciter rotor for these auxiliary
winding groups. Position the exciter rotor as shown
in
the
illustration and count
off
the porcelain knobs from the 12
o'clock
point either left
or
right to locate terminal points
a,
band
c. Measure the resistance value between the pairs
of
tenninal points A & B, B & C,
and
C & A. There is no
need to unsolder these connections unless a faulty reading
appears.
If
this occurs, unsolder and verify
the
winding
fault. There should
be
no continuity found between any
of
the three tenninal points and
the
rotor shaft/case
ground.
REDIWHITE
(RED)
DIODE
2.
Rotating
Field
Windings.
Refer to the illustration above
of
the exciter rotor.
The
field winding connections are
noted as the
(+) and
(-)
connections
of
the red & white
striped wires. Measure the resistance value
with your
ohmmeter between these two connection points. These
connections need not be unsoldered unless a faulty reading appears.
If
this occurs unsolder the connection and
verify the resistance reading. With these connections
lifted, there should be no continuity to the rotor shaft.
This would indicate a short to ground with these field
windings.
3. Diodes. Six diodes are mounted on the exciter rotor; they
rectify the
AC
voltage produced by the three groups
of
auxiliary windings to
DC
voltages and supply this
DC
voltage to the rotating field windings.
The
diodes can be easily checked in place with the use
of
a
common
automotive 12-volt high beam headlight bulb,
some
jumper
leads and the generator's 12 volt starting
battery.
A short
or
an open in a diode can easily
be
found with
the above without having to unsolder and isolate
each
diode to check it with an ohmmeter.
11
OHMS
THROUGH
THE
DIODE
_11
OHMS
RESISTANCE
VALUE
INFINITE
r"'.=ki=---I~----
BLOCKING
----LI
.......
-)::}-"--
__
--'
INFINITE--------
..
NOTE:
Attempting to check diodes in place with an ohmmeter will give erroneous readings on the diodes due to
the auxiliary winding's connections.
4. When leads are put across the diode, as illustrated, voltage passes through the diode allowing the headlight to
glow brightly.
+~
CJ
12V
BATTERY
High beam 12V bulb
glows bright.
5.
Reverse
the
leads
across
the
diode.
The
diode should
block voltage passing through it, and the headlight should
not glow, or
it
may glow faintly.
a. Should the bulb not glow with leads connected
in
both
directions, the diode is open internally.
b. Should the bulb glow with leads connected
in
both
directions, the diode is shorted internally.
In
both
a and b above, the diode should be replaced.
Check
the resistance values
of
the rotating field windings
and the integrity
of
the resistors connected between the
field windings.
12V
BATTERY
6.
Rotating
Field
Windings
Readings taken
between the two red & white wires connected to the (+)
and (-) tenninals
of
the exciter rotor as shown.
7.
Posi~resistor.
Infinite readings between both yellow leads
lifted from the (+) and
(-)
terminals on the exciter rotor.
A short in the posi-resistor will cause a loss
of
the rotat-
ing field. AC output voltage will drop to zero.
~
WESTERBEKE
Engines & Generators
84
REVISED
MAY
2002
Page 93
BT
GENERATOR
TROUBLESHOOTING/SINGLE
PHASE
No-Load
Voltage
Adjustment
Voltage adjustment is
made
with the generator regulation
being governed by the compound transfonner.
115V
50Hz
@ ®
230V
50Hz
@ ®
120V
60Hz
120/240V
60Hz
~
5
if"
1.
The
selector switch must be in the
COMP
position.
®
7 ----II'
2.
To
confirm no-load voltage, start the generator and apply
a momentary (moderate) load to excite the transformer.
The voltage produced
by
the generator after the momen-
tary
load
is
removed
is
no-load voltage. Note the voltage
output from
the
generators 120 volt leg(s) (230 volt 50
hertz). The no-load voltage should be between 121-124
volts at 61.5·62 hertz (232. 236 volts at 51.5-52 hertz).
3.
To
raise
or
lower the voltage, shims
of
varying thickness
(non-conductive material) are placed
or
removed from
under the steellarninated bar on top
of
the compound
transformer.
The
material used for shimming should not
soften at temperatures in the
176' F (80'
C) range. A
small reduction in no-load voltage
(I to 3 volts) can
some
times be accomplished by gently tapping the top
of
the
laminated steel bar to reduce the gap between the exist
iug shims and
the
transformer core.
VOLTAGE/HERTZ
CONNECTION
BAR
If
there is no automatic voltage regulator (AVR) installed,
do not change the wiring on the VoltagelHertz Connection
Bar. Simply reconfigure the AC voltage connections
at
the
AC tenninal for the hertz
chang~.
The
blue
or
blue/white lead should
be
connected to the
Hertz terminal that the generator will
be
set to produce.
The
order
of
the numbered connections
on
some
VoltagelHertz Connection Bars
may
be reversed (as in the
diagrams below). To ensure a proper connection follow the
blue/white or blue lead to the AC terminal block, it should
connect to the correct terminal: stud
6(VI)
for
50
Hz. 5(W2)
for
60
Hz. See the
BT
WIRING SCHEMATIC.
NOTE:
When the optional voltage regulator
is
installed
and if the BlueIWhite (Blue) lead
is
not correctly positioned
to
correspond to the Hertz the unit
is
operating
at,
the regu-
lator
will sense incorrect voltage
and
cause the generator to
produce abnormally high output voltage.
CURRENT
MODELS
(REPOSITION
THIS
WIRE
FOR
50Hz)
TO
60Hz
TERMINAL
,"
VOLTAGEJHERTZ
CONNECTION
BAR
EARLY
MODELS
BlUEJWHITE
@
®
Je!,.
~L2
• • • •
••
BT
Generator
Six
Stud
AC
Voltage
Connections
NOTE:
The frame ground wire must be moved when changing
from
110 volts and 1101220 volts 50 hertz
to
230 volts 50
hertz. For output leads from the
AC
terminal block, use
terminal ends
for
114
inch studs that will accept multi·strand
copper wire sized
for
the amperage rating from the hot lead
connection. The frame ground wire connects between the
neutral stud and the generator frame.
Generator
Frequency
1.
Frequency
is
a direct result
of
engine/generator speed:
1800
rpm
= 60 hertz;
1500 rpm = 50 hertz,
2. To change generator frequency follow the steps below.
a. Connect the AC output leads to the
AC
terminal block,
following the correct diagram above
..
b.
If
an AVR is installed, reposition the blue or blue/white
lead to correspond to the hertz selected on the
Voltage/Hertz Connection Bar.
c. Start the engine, monitor voltage and adjust engine no-
load speed. Adjust diesel units by the linkage between
the throttle
arm and fuel solenoid or the throttle lever
on the injection pump.
60
hertz: no-load speed, 61.5-62.0 hertz.
50
hertz: no·load speed, 51.5-52.0 hertz.
d. After the no-load hertz adjustment is made, the no-load
voltage may need to be readjusted. In most cases, if the
generator was producing the correct no-load voltage at
the previous hertz setting, it would be correct
at
the
changed hertz setting.
In the event it needs adjustment, adjust the shim thick·
ness under the laminated steel bar
of
the transformer.
60 hertz: no-load voltage, 121-124 volts
50
hertz: no·load voltage. 232-236 volts,
e. Load the generator to the rated amperage output
corresponding to the hertz speed
of
the generator.
Rated Loaded Speed
60
hertz: loaded speed, 58.5-59.0 hertz
50 hertz: loaded speed. 48.5-49.0 hertz
The
lowest acceptable voltage
at
full rated output
(amps)
60
hertz: 108-110 volts
50 hertz: 205-210 volts
Engines & Generators
85
Page 94
BT
GENERATOR
TROUBLESHOOTING
f. Should the voltage drop below the proper rate, loaded
excitation can be increased to raise this voltage
by
repositioning connections on the VoltagelHertz
Connection Bar. Repositioning the two leads (red/white
and yellow/white) from
(1) to (2)
or
(3) terminals will
increase the loaded voltage out progressively in that
order.
NOTE:
No-load voltage may be effected needing read-
justment
with the
compound
transformer.
Do
Ilot
use
these adjustments
to compensate
for
overload
condi~
lions being placed on the generator/engine (inductivemotor type loads). Loss
of
generator hertz/speed, the
result
of
overload, will cause a drop in voltage output.
".
".
t:::::::o:::::~::::j
•
5
• •
8
~::::::::~:::2
•
5 • 4
8
4l1115V50Hz
4
l1
230V
50Hz
,BLUE
ITO
HERTZ
BAR)
BLUE
(TO
PIN
lt8
TERMINAl
BLOCK)
"~::::::~:~:::Jl----17
c l1120V
60Hz
ITO
ITO
HERTZ
BAR)
YELLOW
(TO
SELECTOR
SWITCH)
(TO
BRIDGE
RECTIFIER)
•
5
4 4
8
L'~
, 2
~"'""",mmr"'"
, 7
'llOooooOOOO0L.-J
0000000
1-.
I
~
00000000000
L...,!
0600000
\ •
6
~
44
8
"
4
12
240V
60Hz
A.
V.R.
Plug
and
Connections
Terminal
Block
Wiring
Connections
NOTE:
The
frame
ground
wire
must
be
moved
when changing
from
115V150Hz to
230v/50Hz,
The
frame
ground wire connects
betvveen the neutral
stud
and
the
generator frame.
Wiring connections needed to obtain proper voltage and frequency are illustrated in the diagrams above.
NOTE:
Connections 1
and
4 are located on
two
red tenninals
below the
compound
transjonner.
AC
TERMINAL
BOARD
CONNECTIONS
[12
STUD]
L1115V
50Hz
= 0
5 7 9
o 0 0
L1
230V
50Hz
= 0
5 7 9
o 0 0
8
10
o
·'1
L1120V60Hz
0
=
5 7
2
,3
0
8
~
1.:,
N
U
A
JUMPER
/5
REQUIRED
BETWEEN
LOAD
CONNECTIONS,
120/240V
60Hz
~
6
H 0
~8
\-;
,cd
~
10
o
~'
rr----'
• •
NOTE:
For
ouput
leads from the
AC
tenninal block use terminal ends
for
114" studs that
accept multi-strand
copper
wire sized
for
the average rating from the
hot
lead
connection
~
WESTERBEKE
Engines & Generators
86
Page 95
BT
GENERATOR
INTERNAL
WIRING
3
PHASE
TWELVE
WIRE
RECONNECTABLE
r-------------,
I I
I A
EXCITER
STATOR
1
3
:l
--'
w
>-
+
1-------'
1
DSTATOR
!
.-----+-1
-=--_~'---~.11
r - - - - -
I--
- - - - - - - - -
-.,
12-
I
I
I
10'
I
I
C
I
I
B
I
ROTOR
FIELO
I
I
EXCITER
I
I
8-
~----+_
....
.-r------.9
-----r
____
~---~.7
I
1
l-
I
6·
I
a I
I
I
b
l
-PI-
V
I
2·
I
C I
(6)
11
I
I
I
4
I I
~
1
I
1
DIODES
I
.-----+-1
____
~1-----·5
I I
____
ILJ
___
t-1
---~'1
I I
/
3
1 1
I I
L-----r----------~
L
_____
.J
E
VOLTAGE
REGULATOR
YELLOW
RESISTANCE
VALUES
A.
EXCITER
STATOR
(17.9
ohm)
B.
EXCITER
ROTOR
WINDINGS
abc
(0.6
ohm)
C.
ROTATING
FIELD
(2.49
ohm)
D.
MAIN
STATOR
WINDINGS
(0.05
ohm)
AUXILIARY
WINDING
(1.2
ohm)
E.
VOLTAGE
REGULATOR
F.
AUXILIARY
CIRCUIT
FUSE
Engines & Generators
87
Page 96
BT
GENERATOR
TROUBLESHOOTING/3
PHASE
NOTE:
AC
generator troubleshooting must be
peifonned
with the engine
operatil7.
at 60
Hz.
FAULT
NO
AC
VOLTAGE
OUTPUT
AT
NO
LOAD.
RESIDUAL
VOLTAGE
PRODUCED
AT
NO
LOAD
15 -20
VOLTS
AC.
LOW
At
VOLTAGE
OUTPUT
AT
NO
LOAD
60
-100
VAC.
HIGH
AC
OUTPUT
VOLTAGE
150
VAC
OR
HIGHER.
UNSTABLE
VOLTAGE
OUTPUT.
AC
VOLTAGE
DROP
UNDER
LOAD
60
-100
VOLTS
AC.
r-------------.
I I
A
EXCITER
STATOR
PROBABLE
CAUSE
1.
Short
or
open
in
the
main
stator
winding.
2.
Shorted
pozi-resistor
on
exciter
rotor.
3.
Four
or
more
shorted
or
open
diodes
on
exciter
rotor.
1.
Blown
6
AMP
fuse
auxiliary
circuit
AVR.
2.
Faulty
voltage
regulator
1.
Open
or
shorted
diodes
in.
exciter
rotor 1 to 3 diodes.
2.
Shorted
exciter
rotor
winding.
1.
Faulty
voltage
regulator.
1.
STB
pod
on
regulator
needs
adjustment.
1.
Diode(s)
on
exciter
rotor
breaking
down
when
load
is
applied
(inductive)
1-3
diodes.
4.
Open
in
exciter
stator
winding.
5.
Open
in
rotating
field
winding.
3.
Shorted
or
open
main
stator
auxiliary
winding.
3.
Faulty
voltage
regulator.
2.
Faulty
voltage
regulator.
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88
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3
Page 97
SPECIAL
TOOLS·
GENERATOR
FIELD
FABRICATED
TOOLS
These drawings provide a means
by
which simple tools can
be made to assist in the removal
of
the generator
end
from
the engine and in the replacement
of
the generator end on the
engine. A local machine shop should be able to fabricate these
tools at a modest price. but first check with your local WESTERBEKE dealer to see
if
these tools are on
hand
for loan.
Housing
Puller
Tool
This tool allows the bearing in the generator housing to be
gently pushed straight off the housing without any twisting.
If
a nut
of
the
same
specifications as that
of
the tapped hole
in
the pilot tool were to be welded on the
end
of
the
eye bolt,
tills tool would
be
able to pull the bearing
back
into place
without any twisting. Please refer to these drawings before
the generator
end
is removed.
112-13
UNC
Store-bought
eye
bolt
with
tapered
lip.
HOUSING
PULLER
TOOL
(FIBJI
FABRICATED)
\
4"
(101.6
mm)---,
45°
~
1---+'
_2_'
~-i'
.~!~
,
3.346"
(35
mm)
/,.-{j}"
«Y
Di.
B.C.
\
r-+-+-~,
'-J
I '
W 0
Gl
/'
-~
Weld
a
1/2-13
UNC
Hex
Nut
to....t=:::=:;:::::::::::f
one
side
of
this
center
hole.
1/2"
(12.7
mm)
Dia.
Drill
Typ. 4 holes
Material:
Cold-rolled
Steel
Lifting
Eye
Tool
This tool allows a mechanic to safely remove the generator
end from the engine by attaching this Generator
End
Lifting
Eye to the
four
screw holes located under the control panel.
To
use this Lifting Eye, remove the generator's control panel
and screw the Lifting Eye to the generator end.
Disk
Alignment
Tool
1-1/4"
(31.75
mm)
5i1!"
(15.9
mm)
4
HOLES
1/4"
(6mm)
Center
lifting
eye
on
baseplate
and
weld
securely_
This tool allows a mechanic to safely remove and install the
generator drive disks
by
aligning the disks with the Drive
Plate
Guide
Pin.
The
Pin screws into the flywheel and acts
as
a guide.
Also
.the pin helps to support some
of
the
rotor and .
the drive plate'S weight while removing or replacing these
parts.
t
Material:
One
M8
bolt with the hex head machined off and a
screwdriver slot cut in the machined end.
Pilot
Tool
The
tool
below
helps keep the rotor from damaging the
windings in the generator housing to be removed straight off
the engine or to be placed straight on the engine. Refer to the
removal and replacement diagram at the bottom
of
the page.
i '
(2038~'m
--m-)
---~)
I
ROUND
TIP
15.5
mm
Drill
I
12" \
,..,-----(304.8
mm)--------
......
,.
PROPER
USE
OF
HOUSING
PULLER
1-1/4"
(31.75
mm)
Deep
M18 x 1.5
Pilch
Tap
1"
(25.4
mm)
Deep
~
WESTERBEKE
Engines & Generators
89
I
Material:
Aluminum
Page 98
STANDARD
HARDWARE
BOLT
HEAD
MARKINGS
Bolt
strength
classes
are
embossed
on
the
head
of
each
bolt.
Customary
(inch)
bolts
are
identifed'by
markings
two
to
grade
eight
(strongest).
The
marks
correspond
to
two
marks
less
than
the
actual
grade,
i.e.; a grade
seven
bolt
will
display
five
embossed
marks.
~~
Om',s
r:y-
("
Metric
bolt
class
numbers
identify
bolts
by
their
strength
with 1 0.9
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 1 0%
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
GradeS
SAE
Grade
6·7
SAE
Grade
B
Capsrew
Body
Size
Torque
Torque
Torque
Bolt
Grade
4.6
Grade
4.8
Grade
B.B -9.B
Grade
10.9
(Inches)'
(Thread)
FHb(Nm)
Fl·Lb
(Nm)
A'Lb(Nm)
Dia.
Wrench
Size
Fl-Lb
(Nm)
Ft-Lb
(Nm)
Ft-Lb
(Nm)
Ft-Lb
(Nm)
1/4·20 B
(11)
10
(14)
12
(16)
·28
10
(14)
14
(19)
M3
5.5mm
0.3
(0.5)
0.5
(0.7)
1
(1.3)
1.5
(2)
5/16·18
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)
MB
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
16
mm
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)
9/16-12
110
(149)
120
(163)
155(210)
-18
120
(163)
170
(231)
M18
27mm
81
(110)
118
(160)
225
(305)
321
(435)
5/8
-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
36
mm
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
55
mm
700
(950)
992
(1345)
1925
(2610)
2744
(3720)
NOTE:
Formula to convert Ft-Lbs to Nm (Newton Meters) mulnply Ft-Lbs by 1.356.
SEALANTS & LUBRICANTS
GASKETS/SEALANTS
Oil
based
PERMATEX
#2
and
it's
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
surtaces
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
dur-
ing
assembly.
Specialized
gasket
sealers
such
as
HYLOMAR
work
well
in
applications
requir-
ing
non-hardening
properties.
HYLOMAR
is
particlarly
effective
on
copper
cy!inder~head
gaskets
as
it
resists
fuel,
oil
and
water.
Use
LIQUID
TEFLON
for
sealing
pipe
plugs
and
nilings
that
connect
coolant
passages.
Do
not
use
tape
sealants!
BOLTS & FASTENERS/ASSEMBLIES
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!
~
WESTERBEKE
Engines & Generators
90
Page 99
STANDARD
AND
METRIC
CONVERSION
DATA
LENGTH-DISTANCE
Inches
(in)
x
25.4
=
Millimeters
(mm)
x
.0394
=
Inches
Feet
(ft)
x
.305
=
Meters
(m)
x
3.281
=
Feet
Miles
x 1.609 =
Kilometers
(km)
x
.0621
=
Miles
VOLUME
Cubic
Inches
(in')
x
16.387
=
Cubic
Centimeters
x
.061
=in'
Imperial
Pints
(IMP
pt)
x
.568
=
Liters
(L)
x
1.76
=
IMP
pt
Imperial
Quarts
(IMP
qt)
x
1.137
=
Liters
(L)
x.88
=
IMP
qt
Imperial
Gallons
(IMP
gal)
x
4.546
=
Liters
(L)
x
.22
=
IMP
gal
Imperial
Quarts
(IMP
qt)
x
1.201
=
US
Quarts
(US
qt)
x
.833
=
IMP
qt
Imperial
Gallons
(IMP
gal)
x
1.201
=
US
Gallons
(US
gal)
x
.833
=
IMP
gal
Fluid
Ounces
x
29.573
=
Milliliters
x
.034
=
Ounces
US
Pints
(US
pt)
x
.473
=
Liters(L)
x
2.113
=
Pints
US
Quarts
(US
qt)
x
.946
=
Liters
(L)
x
1.057
=
Quarts
US
Gallons
(US
gal)
x
3.785
=
Liters
(L)
x
.264
=
Gallons
MASS-WEIGHT
Ounces
(oz)
x
28.35
=
Grams
(g)
x
.035
=
Ounces
Pounds
(Ib)
x
.454
=
Kilograms
(kg)
x
2.205
=
Pounds
PRESSURE
Pounds
Per
Sq
In
(psi)
x
6.895
=
Kilopascals
(kPa)
x
.145
=
psi
Inches
of
Mercury
(Hg)
x
.4912
=
psi
x
2.036
=
Hg
Inches
of
Mercury
(Hg)
x
3.377
=
Kilopascals
(kPa)
x
.2961
=
Hg
Inches
of
Water
(H20)
x
.07355
=
Inches
of
Mercury
x
13.783
=
H20
Inches
of
Water
(H20)
x
.03613
=
psi
x
27.684
=
H20
Inches
of
Water
(H20)
x
.248
=
Kilopascals
(kPa)
x
4.026
=
H20
TORQUE
Pounds-Force
Inches
(in-Ib)
x
.113
=
Newton
Meters
(Nm)
x
8.85
=in-Ib
Pounds-Force
Feet
(ft-Ib)
x
1.356
=
Newton
Meters
(Nm)
x
.738
=
ft-Ib
VELOCITY
Miles
Per
Hour
(MPH)
x
1.609
=
Kilometers
Per
Hour
(KPH)
x
.621
=
MPH
POWER
Horsepower
(Hp)
x
.745
=
Kilowatts
(Kw)
x
1.34
=
MPH
FUEL
CONSUMPTION
Miles
Per
Hour
IMP
(MPG)
x
.354
=
Kilometers
Per
Liter
(Km/L)
Kilometers
Per
Liter
(Km/L)
x
2.352
=
IMP
MPG
Miles
Per
Gallons
US
(MPG)
x
.425
=
Kilometers
Per
Liter
(Km/L)
Kilometers
Per
Liter
(Km/L)
x
2.352
=
US
MPG
TEMPERATURE
Degree
Fahrenheit
(OF) = (OC
X
1.8) + 32
Degree
Celsius
ee)
=
(OF
-
32) x .56
Engines & Generators
91
Page 100
METRIC
CONVERSIONS
INCHES TO MILLIMETERS
MILLIMETERS
TO
INCHES
Inches
mm
Inches
mm
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
In"hes
Meters
Inches
1
0.0254 7 0.1778
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
CENllMETERS,
MOVE
DECIMAL
POINT
TWO
PLACES
TO
THE
RIGHT
YARDS TO METERS
METERS
TO
YARDS
Yards
Meters
Yards
Meters
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 = 6,56.1.68
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 I I I I I
0 5
10
15
20 25
30
35
40
60
80
100
°C
-..v'
WESTERBEKE
Engines & Generators
92
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