Westerbeke 5.7 KW BTD 50 Hz Installation manual

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OPERATORS MANUAL
7.6KW BTD 60HZ
5.7KW BTD 50HZ
ARINE DIESEL GENERAT
81
HA8E
PUBLICATION
040457
SECOND EDITION
FEBRUARY 2006
l""llY" rWESTERBEKE
J
•
WESTERBEK£ CORPORATION f 150 JOHN HANCOCK ROAD
MYLES STANDISH INDUSTRIAL PARK ~ TAUNTON MA 02780
WEBSITE: WWW.WESTERBEKECOM
...............
!VMMA Member National Marine Manufacturers Association
4JI""~
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:
- Throbbing In Temples
- Dizziness
-Nausea
- Muscular Twitching
-Headache
- Vomiting
• Weakness and Sleepiness • 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.
WESTERBEKE also recommends installing
CARBON MONOXIDE DETECTORS in the
living/sleeping quarters of your vessel.
They are inexpensive and easily
obtainable at your local marine store.
SAFETY INSTRUCTIONS
INTRODUCTION
PREVENT BURNS - FIRE
Read this safety manual carefully. Most accidents are
caused by failure to follow fundamental rules and
precautions. Know when dangerous conditions exist and
take the necessary precautions to protect yourself, your
personnel, and your machinery.
The following safety instructions are ill compliance with
the American Boat and Yacht Council (ABYC) standards.
•
Prevent flash fires. Do not smoke or permit flames or
sparks to occur near the carburetor, fuel line, filter, fuel
pump, or other potential sources of spilled fuel or fuel
vapors. Use a suitable container to catch all fuel when
removing the fuel line, carburetor, or fuel filters.
PREVENT ELECTRIC SHOCK
II
Do not operate with a Coast Guard Approved flame
arrester removed. Backfire can cause severe injury or
death.
•
Do not operate with the air cleaner/silencer removed.
Backfire can cause severe injury or death.
•
Do not smoke or permit flames or sparks to occur near
the fuel system. Keep the compartment and the
engine/generator clean and free of debris to minimize the
chances of fire. Wipe up all spilled fuel and engine oil.
Be aware -
A WARNING: Do not touch AC electrical connections
while engine is running, or when connected to shore
power. Lethal voltage is present at these connections!
A WARNING: Fire can cause injury or death!
•
Do not operate this machinery without electrical
enclosures and covers in place.
•
Shut off electrical power before accessing electrical
equipment.
•
•
Use insulated mats whenever working on electrical
equipment.
PREVENT BURNS - EXPLOSION
•
Make sure your clothing and skin are dry, not damp
(particularly shoes) when handling electrical equipment.
•
Remove wristwatch and all jewelry when working on
electrical equipment.
•
Do not connect utility shore power to vessels AC
circuits, except tlu'ough a ship-to-shore double throw
transfcr switch. Damage to vessels AC generator may
result if this procedure is not followed.
•
Electrical shock results from handling a charged capacitor. Discharge capacitor by shorting terminals together.
A WARNING: Explosions from fuel vapors can cause
injury or death!
•
Follow re-fueling safety instructions. Keep the vessels
hatches closed when fueling. Open and ventilate cabin
after fueling. Check below for fumes/vapor before
running the blower. Run the blower for four minutes
before statting your engine.
II
All fuel vapors are highly explosive. Use extreme care
when handling and storing fuels. Store fuel in a wellventilated area away from spark-producing equipment
and out of the reach of children.
•
Do not fill the fuel tank(s) while the engine is running.
•
Shut off the fuel service valve at the engine when servicing
the fuel system. Take care in catching any fuel that might
spill. DO NOT allow any smoking, open flames, or other
sources of fire near the fuel system or engine when sel'Vicing. Ensure proper ventilation exists when servicing the
fuel system.
II1II
Do not alter or modify the fuel system.
PREVENT BURNS - HOT ENGINE
A WARNING: Do not touch hot engine parts or
exhaust system components. A running engine gets
very hot!
III
Always check the engine coolant level at the coolant
recovery tank.
• Be sure all fuel supplies have a positive shutoff valve.
.. Be certain fuel line flttings are adequately tightened and
free of leaks.
A WARNING: Steam can cause injury or death!
•
diesel fuel will burn.
In case of an engine overheat, allow the engine to cool
before touching the engine or checking the coolant.
II
Make sure a fire extinguisher is installed nearby and is
properly maintained. Be familiar with its proper use.
Extinguishers rated ABC by the NFPA are appropriate
for all applications encountered in this environment.
Engines & Generators
SAFETY INSTRUCTIONS
BATTERY EXPLOSION
A WARNING: Carbon monoxide (CO) is an invisible
A WARNING: Battery explosion can cause injury
odorless gas. Inhalation produces flu-like symptoms,
nausea or death!
or death!
•
Do not smoke or allow an open flame near the battery
being serviced. Lead acid butteries emit hydrogen, a
highly explosive gas, which can be ignited by electrical
arcing or by lit tobacco products. Shut off all electrical
equipment in the vicinity to prevent electrical arcing during servicing.
•
Never connect the negative (-) battery cable to the positive (+) connection terminal of the statier solenoid. Do
not test the battery condition by shorting the terminals
together. Sparks could ignite battery gases or fuel vapors.
Ventilate any cOmpatiment containing batteries to prevent
accumulation of explosive gases. To avoid sparks, do not
disturb the battery charger connections while the battery
is being charged.
•
Avoid contacting the terminals with tools, etc., to prevent
bums or sparks that could cause an explosion. Remove
wristwatch, rings, and any other jewelry before handling
the battery.
•
•
Do not use copper tubing in diesel exhaust systems. Diesel
fumes can rapidly destroy copper tubing in exhaust
systems. Exhaust sulfur causes rapid deterioration of
copper tubing resulting in exhaust/water leakage.
II
Do not install exhaust outlet where exhaust can be drawn
through portholes, vents, or air conditioners.
II
Although diesel engine exhaust gases are not as toxic as
exhaust fumes from gasoline engines, carbon monoxide
gas is present in diesel exhaust fumes. Some of the
symptoms or signs of carbon monoxide inhalation or
poisoning are:
Vomiting
Muscular twitching
Dizziness
Throbbing in temples
AVOID MOVING PARTS
A WARNING: Rotating parts can cause injury
Always tum the battery charger off before disconnecting
the battery connections. Remove the negative lead first
and reconnect it last when disconnecting the battery.
ordeathl
BATTERY ACID
II
Do not service the engine while it is running. If a
situation arises in which it is absolutely necessary to
make operating adjustments, use extreme care to avoid
touching moving parts and hot exhaust system
components.
•
Do not wear loose clothing or jewelry when servicing
equipment; tie back long hair and avoid wearing loose
jackets, shirts, sleeves, rings, necklaces or bracelets that
could be caught in moving parts.
I!
Make sure all attaching hardware is properly tightened.
Keep protective shields and guards in their respective
places at all times.
II
Do not check fluid levels or the drive belt's tension while
the engine is operating.
A WARNING: Sulfuric acid in batteries can cause
severe injury or death!
•
When servicing the battery or checking the electrolyte
level, wear rubber gloves, a rubber apron, and eye
protection. Batteries contain sulfuric acid which is
destructive. If it comes in contact with your skin, wash it
off at once with water. Acid may splash on the skin or
into the eyes inadvertently when removing electrolyte
caps.
A
WARNING: Carbon monoxide (CO) is a deadly gas!
HAZARDOUS NOISE
.. Ensure that the exhaust system is adequate to expel gases
discharged from the engine. Check the exhaust system
regularly for leaks and make sure the exhaust manifolds
are securely attached and no warping exists. Pay close
attention to the manifold, water injection elbow, and
exhaust pipe nipple.
II Be sure the unit and its sunoundings are well ventilated.
II
Intense headache
Weakness and sleepiness
A WARNING: High noise levels can cause hearing
loss!
II
Never operate an engine without its muffler installed.
II
Do not run an engine with the air intake (silencer)
removed.
Do not run engines for long periods with their enclosures
open.
II
In addition to routine inspection of the exhaust system,
install a carbon monoxide detector. Consult your boat
builder or dealer for installation of approved detectors.
A WARNING: Do not work on machinery when you are
mentally or physically incapacitated by fatigue!
Engines & Generators
ii
SAFETY INSTRUCTIONS
ABYC, NFPA AND USCG PUBLICATIONS FOR
INSTALLING DIESEL ENGINES
Do not wear loose clothing or jewelry when servicing
equipment; tie back long hair and avoid wearing loose
jackets, shirts, sleeves, rings, necklaces or bracelets that
could be caught in moving parts.
III Make sure all attaching hardware IS properly tightened.
Keep protective shields and guards in their respective
places at all times.
III
III
II1II
Read the following ABYC, NFPA and USCG publications
for safety codes and standards. Follow their
recommendations when installing your engine.
ABYC (American Boat and Yacht Council)
"Safety Standards for Small Craft"
Order from:
ABYC
3069 Solomon's Island Rd.
Edgewater, MD 21037
Do not check fluid levels or the drive belts tension while
the engine is operating.
Stay clear of the drive shaft and the transmission coupling
when the engine is running; hair and clothing can easily
be caught in these rotating parts.
NFPA (National Fire Protection Association)
HAZARDOUS NOISE
"Fire Protection Standard for Motor Craft"
Order from:
NFPA
11 Tracy Drive
Avon Industrial Park
Avon, MA 02322
A WARNING: High noise levels can cause hearing
loss!
III Never operate an engine without its muffler installed.
Do not run an engine with the air intake (silencer)
removed.
III Do not run engines for long periods with their enclosures
open.
III
USCG (United States Coast Guard)
"USCG 33CFR183"
Order from:
U.S. Govel11l11ent Printing Office
Washington, D.C. 20404
A WARNING: 00 not work on machinery when you are
mentally or physically incapacitated by fatigue!
OPERATORS MANUAL
Many of the preceding safety tips and warnings are repeated
in your Operators Manual along with other cautions and
notes to highlight critical information. Read your manual
carefully, maintain your equipment, and follow all safety
procedures.
GASOLINE ENGINE AND GENERATOR INSTALLATIONS
Preparations to install an engine should begin with a
thorough examination of the American Boat and Yacht
Council's (ABYC) standards. These standards are a
combination of sources including the USCG and the NFPA.
Sections of the ABYC standards of particular interest m'e:
H-2 Ventilation
P-l Exhaust Systems
P-4 Inboard Engines
E-9 DC Electrical Systems
All installations must comply with the Federal Code of
Regulations (FeR).
Engines & Generators
iii
INSTALLATION
When installing WESTERBEKE engines and generators it is important that strict
attention be paid to the following information:
CODES AND REGULATIONS
Strict federal regulations, ABYC guidelines, and safety codes must be complied with
when installing engines and generators in a marine environment.
SIPHON-BREAK
For installations where the exhaust manifold/water injected exhaust elbow is close to
or will be below the vessel's waterline, provisions must be made to install a siphonbreak in the raw water supply hose to the exhaust elbow. This hose must be looped a
minimum of 20" above the vessel's waterline. Failure to use a siphon-break when
the exhaust manifold/water injected exhaust elbow is near or below the loaded
water line of the vessel will result in raw water damage to the engine and possible
flooding of the vessel.
If you have any doubt about the position of the water-injected exhaust elbow relative
to the vessel's waterline under the vessel's various operating conditions, install a
siphon-break.
NOTE: A siphon-break requires periodic in!Jpection and cleaning to ensure proper
operation. Failure to pmperly maintain a siphon-break can result in catastrophic
engine damage. Consult the siphon-break manufacturer for proper maintenance.
EXHAUST SYSTEM
The exhaust hose must be certified for marine use. The system must be designed to
prevent water from entering the exhaust under any sea conditions and at any angle
A detailed 40 page Marine Installation Manual covering gasoline and
diesel, engines and generators, is available from your WESTERBEKE
dealer.
Engines & Generators
iv
AVAILABLE FROM
YOUR WESTERBEKE
DEALER
TABLE OF CONTENTS
Engine Adjustments (cont.)
Parts Identification .............................................2
Introduction .........................................................3
Fuel, Engine Oil and Engine Coolant .................. 5
Preparations for Initial Start-Up ......................... 6
Generator Control Panels ....................................7
Generator Frequency Adjustment. ............... 24
Fuel Run Solenoid ....................................... 24
Electronic Governor (optional) ................. 24A
Valve Clearance Adjusttnent ....................... 25
Spill Timing ................................................. 26
Testing Glow Plugs ..................................... 27
Testing Oil Pressure ..................................... 27
Engine Troubleshooting (Chart) ........................ 28
Alternator Testing .............................................30
Control Panel Troubleshooting (Chart) ............. 32
DC Circuit Battery .............................................33
Wiring Diagram #44734 ..................................... 34
Wiring Schematic #44734 ................................. 35
Wiring Diagram #039284 ................................... 36
Wiring Schematic #039284 ............................... 37
Wiring Diagram #44121 ..................................... 38
Wiring Schematic #44121 ................................. 39
Remote Pallels ............................................... 7
Starting/Stopping Procedure ............................... 8
Remote Panels ............................................... 8
Complete Instrument Panel ................................ 9
Starting/Stopping Procedure .......................... 9
Generator Break-In Procedure .......................... 10
Daily Routine ..................................................... 10
Safety Shutdown Switches .......................... 11
Maintenance Schedule (Chart) ......................... 12
Fuel System .......................................................14
Cooling System .................................................. 15
Fresh Water Cooling Circuit.. ...................... 16
Changing the Coolant .................................. 16
Thermostat ................................................... 17
Raw Water Intake Strainer .......................... 17
Raw Water Cooling System ........................ 18
Heat Exchanger ........................................... 18
Raw Water Pump ......................................... 18
Engine Lubricating Oil ....................................... 19
Engine Oil Change ...................................... 19
Remote Oil Filter (optional) ....................... .20
Starter Motor .....................................................21
Troubleshooting ........................................... 21
Engine Adjustments ........................................... 23
Drive Belt Adjustment. ............................... .23
Engine Compression .................................... 23
Torquing the Cylinder Head Bolts .............. 23
Fuel Injectors ............................................... 23
Remote Panel Wiring Diagram ......................... .40
Shore Power Connections ................................ .41
Engine/Generator Specifications ..................... .42
Generator Information ...................................... .43
7.6Kw Generator Single Phase .........................44
Circuit Breaker ........................................... .44
Troubleshooting .......................................... .45
No Load Voltage Adjustment ...................... 46
Residual Voltage Check .............................. .47
Bridge Rectifier .......................................... .48
Exciter Rotor Field ..................................... .49
Measuring Resistance ................................. .50
Voltage Connection Terminal ..................... .50
lay-up and Recommissioning ........................... 51
Metric Conversion Data (Chart) ........................ 53
Suggested Spares ..............................................54
Engines & Generators
1
7.6KW BTD PARTS IDENTIFICATION
TOP OIL FILL",
THERMOSTAT
ASSEMBLY
~
~
INJECTORS
~
CONNECTION FOR
SIPHON BREAK
DRIVE BELTS
COVER
/-- -.-"'"---.
_________ WATER INJECTED
EXHAUST ELBOW
1.0. PLATE ENGINE-----
rlr;Tz~---::;;~-,__:;--+_-_L-.--_
DC ALTERNATOR--------
EXHAUST TEMPERATURE
SHUTDOWN SWITCH
EXHAUST
MANIFOLD
REAR
-~~
~POWER TAKE-OFF
FLEXIBLE ISOLATED
MOUNTS
GENERATOR
BACK-END
STARTER MOTOR / /
-~
LEFT SIDE
~ MOUNTING
RAIL
EMERGENCY STOP SWITCH
REMOVE PANEl
8A
PLUG-IN - _ _ _,_
COOLANT PRESSURE CAP
HOURMETER_
TOP OIL Fill
CONTROL
PANEL
20A CIRCUIT BREAKER
PRE-HEAT SOLENOIO ___
-~~---;3~~;J,~~~J~~-,k
~~-+----t----
AC CIRCUIT
BREAKER
COOLANT
TEMPERATURE
SWITCH
IL DIPSTICK
FUEl RUN SOLENOID
FRONT
SIDE OIL FILL
OIL
HEAT EXCHANGER
ZINC ANODE
FUELUFT PUMP
IN-LET FUEL FILTER/
/'
RAW WATER PUMP
RIGHT SIDE
LUBE OIL DRAIN HOSE
Engines & Generators
2
INTRODUCTION
This WESTERBEKE Diesel Generator is a product of
WESTERBEKE's long years of experience and advanced
technology. We take great pride in the superior durability and
dependable performance of our engines and generators.
Thank you for selecting WESTERBEKE.
PRODUCT SOFTWARE
Product software, (tech data, parts lists, manuals,
brochures and catalogs), provided from sources other than
WESTERBEKE are not within WESTERBEKE's control.
WESTERBEKE CANNOT BE RESPONSIBLE FOR THE
CONTENT OF SUCH SOFTWARE, MAKES NO
WARRANTIES OR REPRESENTATIONS WITH RESPECT
THERETO, INCLUDING ACCURACY, TIMELINESS OR
COMPLETENESS THEREOF AND WILL IN NO EVENT
BE LIABLE FOR ANY 7YPE OF DAMAGE OR INJURY
INCURRED IN CONNECTION WITH OR ARISING OUT
OF THE FURNISHING OR USE OF SUCH SOFTWARE.
In order to get the full use and benefit from your generator it
is important that you operate and maintain it correctly. TIns
manual is designed to help you do this. Please, read tIns'
manual carefully and observe all the safety precautions
throughout. Should your generator require servicing, contact
your nearest WESTERBEKE dealer for assistance.
This is your operators manual. A parts catalog is also
provided and a technical manual is available from your
WESTERBEKE dealer. If you are planning to install this
equipment contact your "WESTERBEKE dealer for
WESTERBEKE'S installation manual.
WESTERBEKE customers should also keep in mind the
time span between printings of WESTERBEKE product
software and the unavoidable existence of earlier
WESTERBEKE manuals. In summation, product software
provided with WESTERBEKE products, whether from
WESTERBEKE or other suppliers, must not and cannot
be relied upon exclusively as the definitive authority on
the respective product. It not only makes good sense
but is imperative that appropriate representatives of
WESTERBEKE or the supplier in question be consulted
to detennine the accuracy and currentness of the
product software being consulted by the customer.
WARRANTY PROCEDURES
Your WESTERBEKE Warranty is included in a separate
folder. If, after 60 days of submitting the Warranty Regi~stry
fonn you have not received a customer identification card
registering your warranty, please contact the factory in
writing with model infonnation, including the unit's serial
number and commission date.
Customer Identification Card
NOTES, CAUTIONS AND WARNINGS
As this manual takes you through the operating procedures,
maintenance schedules, and troubleshooting of your marine
engine, critical infonnation will be highlighted by NOTES,
CAUTIONS, and WARNINGS. An explanation follows:
Engines & Generators
Customer Identification
MR. GE:t\lERATOR OWNER
NOTE: An operating procedure essential to note.
MAIN STREET
HO:M:ETO'WN, USA
Model
A
CAUTION: Procedures, which if not strictly
observed, can result in the damage or destruction of
your engine.
ScI". #
A
WARNING: Procedures, which if not properly
followed, can result in personal injury or loss of life.
Engines & Generators
3
INTRODUCTION
SERIAL NUMBER LOCATION
The
and generator serial numbers and model numbers
are located on a decal on the generator housing. Take the
time to enter this information on the illustration of the nameplate shown below, as this will provide a quick reference
when seeking teclm.ical information and/or ordering repair
PaIts.
..------..
....
----~--
NOTE: A carbon l1wnoxide wanling decal has been provided
by WESTERBEKE. Affzx this decal in a visible position in the
engine room.
UNDERSTANDING THE DIESEL ENGINE
The diesel engine ciosely resembles the gasoline engine,
since the mechanism is essentially the same. The cylinders
are arranged above a closed crankcase;the crankshaft is of
the same general type as that of a gasoline engine, and the
diesel engine has tl1e same type of valves, camshaft, pistons,
connecting rods and lubricating system.
Therefore, to a great extent, a diesel engine requires the
same preventive maintep.ance as a gasoline engine. The
most important factors are proper ventilation and proper
maintenance of the fuel, lubricating and cooling systems.
Replacement of fuel and lubricating filter elements at the
tin?e periods specified is a must, and frequent checking for
contamination (that is water, sediment, etc.) in the fuel
tem is also essential. Another important factor is the use
the same brand of high detergent diesel lubrication oil
desjgned specifically for diesel engines.
The diesel engine does differ from ilie gasoline engine,
however, in its method of handling and firing of fuel. The
carburetor and ignition systems are replaced by a single
component - the fuel injection pump - which perioDns tl1e
function of both.
ORDERING PARTS
\Vhenever replacement parts are needed, always provide the
generator model number, engine serial number, and generator
serial number as they appear on the silver and black nameplate located on the generator end. You must provide us with
this information so we may properly identify your generator
set. In addition, include a complete part description and prot
number for each part needed (see the separately furnished
Parts List). Insist upon 'WESTERBEKE packaged paItB
because willfit or generic parts are frequently not made to
the same specifications as original equipment.
The engine serial number can also be found
into the
engine' block just above the injection pump. The generator
serial number is stamped into the generator housing on the
fiat slllface on the left side of the generator.
SPARES AND ACCESSORIES
Certain spares will be needed to support and maintain your
WESTERBEKE engine. Your local \VESTERBEKE dealer
will assist you in prepaIing an inventOlY of spare P31ts.
See the SPARE PARTS page in this manual. For engine
accessories, see WESTERBEKE'S ACCESSORIES brochure.
An identification plate on the engine manifold also displays
the engine model and serial number.
INSTALLATION MANUAL
Publication #43400 provides detailed infonl1ation for
installing generators 3l1d is available at your WESTERBEKE
dealer.
Engines & Generators
4
FUEL, ENGINE OIL AND ENGINE COOLANT
ENGINE COOLANT
FUEL
WESTERBEKE recommends a mixture of 50% antifreeze
and 50% distilled water. Distilled water is free from the
chemicals that can con"ode internal engine surfaces.
The antifreeze performs double duty. It allows the engine
to run at proper temperatures by transferring heat away from
the engine to the coolant. It also lubricates and protects the
cooling circuit from rust and corrosion. Use a good quality
antifreeze that contains supplemental cooling additives
(SCAs') that keep the antifreeze chemically balanced, crucial
to long term protection.
The water and antifreeze should be premixed before being
poured into the cooling circuit.
A CAUTION: Only use unleaded fuel with an octane
rating of 89 or higher. Leaded fuel will cause serious
harm to your engine and violate your warranty.
Care Of The Fuel Supply
Use only clean fuel! The clearance of the components in
your fuel injection pump is very critical; invisible dirt
particles which might pass through the filter can damage
these finely finished parts. It is important to buy clean fuel,
and keep it clean. The best fuel can be rendered
unsatisfactory by careless handling or improper storage
facilities. To assure that the fuel going into the tank for your
engine's daily use is clean and pure, the following practice is
advisable:
Purchase a well-known brand of fuel.
NOTE: Use the new environmentallyjriendly, long lasting,
ant~freeze
that is now available.
A proper 50/50 mixture as recommended will protect the
engine coolant to temperatures of ~40°F.
COOLANT RECOVERY TANK
Install and regularly service a good, Coast Guard approved
metal bowl type filter/water separator between the fuel tank
and the engine.
A coolant recovery tank kit is supplied with each generator.
The purpose of this recovery tank is to allow for engine
coolant expansion and contraction during engine operation,
without the loss of coolant and without introducing air into
the cooling system.
ENGINE OIL
Use an engine oil regular or synthetic with an API classification of CF and/or CG-4. An oil viscosity rating of 15W-40 is
recommended for all operating conditions. Change the
engine lube oil and filter after the initial 50 hours of break-in
operation and every 100 hours or less of operations there
after.
A CAUTION: 00 not aI/ow two or more brands of
engine oil to mix. Each brand contains its own additives;
additives of different brands could react in the mixture
to produce properties harmful to your engine.
Engines & Generators
5
PREPARATIONS FOR INITIAL START-UP
PRESTART INSPECTION
A CAUTION: When starting the generator, it is
Before starting your generator set for the first time or after a
prolonged layoff, check the following items:
•
Make certain the cooling water thru-hull petcock is open.
•
Check the engine oil level: add oil to maintain the level at
the full mark on the dipstick.
•
Check the fuel supply and examine the fuel tilter/separator
bowls for contaminant's.
•
Check the DC electrical system. Inspect wire connections
and battery cable connections.
•
Check load leads for correct connection as specified in the
wiring diagrams.
•
Examine air inlet and outlet for air flow obstructions.
•
Be sure no other generator or utility power is connected to
load lines.
•
Be sure that in power systems with a neutral line that
the neutral is properly grounded (or ungrounded) as the
system requires, and that the generator neutral is properly
connected to the load neutral. In single phase systems an
incomplete or open neutral can supply the wrong line~to~
neutral voltage on unbalanced loads.
•
Visually examine the unit. Look for loose or missing
parts, disconnected wires, unattached hoses, and check
threaded connections. Search for any gasoline leaks.
WAIT FOR THE ENGINE TO COOL
BEFORE REMOVING THE RADIATOR
CAP
recommended that all AC loads, especially large motors,
be switched OFF until the engine has come up to speed
and, in cold climates, starts to warm up. This precaution
will prevent damage caused by unanticipated operation
of the AC machinery and will prevent a cold engine from
stalling.
•
Check the coolant level in both the plastic recovery tank
and at the manifold.
NOTE: After the initial running of the generatof; the air in
the engine ~s' cooling system will be purged to the coolant
recovery tank. Open the air bleed petcock to ensure that
the cooling system is purged of air. After shutdown and
after the engine has cooled, the coolant from the recovery
tank will be drawn into the engine:s cooling system to
replace the purged air:
FROM COOLANT
RECOVERY TANK
MANIFOLD PRESSURE CAP_....-=~....--.......
PRESS DOWN AND TURN .
TO LlFf OFF
TO NIPPLE AT
MANIFOLD PRESSURE CAP
STOP BOLT ADJUSTMENT
SPEED ADJUSTMENT
FACTORY SET
OIL DIPSTICK
lOW
Engines & Generators
6
GENERATOR CONTROL PANELS
DESCRIPTION
REMOTE PANELS
The control panel is equipped with an hour meter that
registers elapsed time is used as a guide for scheduled
maintenance. The three toggle switches for operating the
generator are momentary contact type and are described
below.
There are two controls panels available for remote operation of the generator that plug into the standard panel with
a 15' extension harness. Both LIse the same three toggle
switches for operating the generator.
PREHEAT: The PREHEAT toggle switch serves two pUlvoses:
preheating the engine for easy stmiing and bypassing the
engine oil pressure switch. The PREHEAT function closes
the k2 relay as well as supplies current to the fuel solenoid
that activates the glow plugs in the cylinder head.
REMOTE PANEL WITH FULL INSTRUMENT PACKAGE
START: The START toggle switch closes the KI relay that
em~rglzes
the starter solenoid and activates the starter.
STOP: The STOP toggle switch is a normally closed
switch, providing power to the K2 relay. Opening of this
switch opens the power circuit to the fuel solenoid,
stopping the flow of fuel to the engine and shuts down the
engine.
The control has an emergency stop switch, an 8 amp fuse,
and a plug-in port for remote operation.
EMERGENCY STOP The EMERGENCY
stop switch on the side of the control box
is normally closed. When depressed, it
will open the DC circuit to the control
panel and shut the engine down. As the
switch is not toggled it can be used when
performing maintenance.
REMOTE PANEL WITH TOGGLE SWITCH
8 AMP FUSE
NOTE: Wiring schematics for all three control panels are
included in this manual.
An 8 amp fuse protects the instrument panel
from an electrical overload.
Engines & Generators
7
STARTING/STOPPING PROCEDURE
REMOTE PANEL
The remote panel uses the same three toggle switches with
an LED light to indicate the generator is running.
STARTING
PREHEAT: Depress the PREHEAT switch for approximately
15 seconds (the LED light will illuminate). With the
PREHEAT switch still depressed, depress that START
switch.
START: With both switches depressed the starter will crank
and the LED light will dim.
RUN: When the engine starts the LED Iight will brighten
signaling to release the START switch. Continue to hold the
PREHEAT depressed for about 5 seconds to allow the oil
pressure to build up which closes the oil pressure safety
switch. The green LED will remain brightly illuminated
while the engine is nmning.
After the generator is started and the START switch is
released, the generator's starter will not crank unless the
PREHEAT switch is operated first because this switch
supplies voltage to the START switch.
STARTING
PREHEAT: Depress the PREHEAT switch for approximately
15 seconds then, with the PREHEAT switch still depressed,
depress that START switch.
START: With both switches depressed the generator will start.
Release the START switch but continue to depress the
PREHEAT switch for about 5 more seconds. This allows the
oil pressure to rise enough to close the oil pressure safety
switch.
Once the generator starts, apply a light load but allow the
generator to warm up before applying heavy loads.
RUN: With both switches released and the oil pressure and
coolant temperature protective circuits normal, the generator
will remain energized and continue to run.
fAILURE TO START
Should the engine not start when the START switch is
depressed for 10 to 20 seconds, release both switches and
wait 30 seconds. Repeat the procedure above and preheat
longer. Never run the ~,'/arterfor more than 30 seconds.
NOTE: Some unstable running may occur in a cold engine.
Depressing the PREHEAT switch for 10-15 second intervals
will help stabilize the engine RPM until the operating temperature reaches normal and a load is applied to the engine.
Do not apply heavy loads until the generator has wanned
up.
fAILURE TO START
Should the engine not start when the START switch is
depressed for 10 to 20 seconds, release both switches and
wait 30 seconds. Repeat the procedure above and preheat
longer. Never run the starter Jar more than 30 seconds.
STOPPING
Remove the AC electrical load from the generator and
allow the generator to run for 3 to 5 minutes to stabilize its
operating temperatures.
STOPPING
To stop the generator, depress the STOP switch until the
generator comes to a complete stop and the LED light goes
out.
Depress the STOP switch and hold it until the generator is
completely stopped.
Now release the STOP switch.
Engines & Generators
8
COMPLETE INSTRU ENT CONTROL PANEL
S
ING I STOPPING PROCEDURE
INSTRUMENTS
STARTING
COOLANT TEMPERATURE GAUGE
PREHEAT: The PREHEAT toggle switch serves two purposes:
preheating the engine for easy starting and defeating of
bypassing the engine oil pressure switch. The defeat function
turns on the fuel solenoid, instrument power and alternator
excitation.
When the PREHEAT switch is depressed, the voltmeter,
panel lights, gauges and meters and fuel solenoid will
activate.
Engine coolant (water) temperature should normally indicate
175 0 to 195 0 F (80 0 to 90° C).
ENGINE Oil PRESSURE GAUGE
Oil Pressure (psi) may fluctuate depending on the generator
load but should range between 35 to 55 psi.
DC VOLTMETER GAUGE
START: The START toggle switch closes the Kl relay that
energizes the starter solenoid and activates the starter..
While the PREHEAT switch is still depressed, depressing the
START switch engages the start solenoid. When the engine
begins to fire, the START switch should be released. The
PREHEAT switch should not be released until the oil
pressure reaches 5 - 10 psi.
Indicates the amount the battery is being charged and should
show l3V to 14V.
HOURMETER GAUGE
Registers elapsed time and is used as a guide for when to
pelform scheduled maintenance.
TOGGLE SWITCHES
Should the engine not start when the START switch is
depressed for 10 to 20 seconds, release both switches and
wait 30 seconds. repeat the procedure above and preheat
longer. Never nm that starter for more than 30 seconds.
All three switches are momentary contact type.
EMERGENCY STOP SWITCH
~
The emergency stop switch on the side ofthe
control box is normally closed. When
depressed, it will open the DC circuit to the
control panel and shut the engine down.
As the switch is not toggled it can be used
when performing maintenance.
\
NOTE: When starting:
A voltage drop will occur
when the preheat switch
is depressed.
8 AMP FUSE
An 8 amp fuse protects the instrument panel
from an electrical overload.
Once the engine starts, check the engine's instruments for
proper oil pressure and battery charging voltage. Apply a
light load to the generator and allow the engine's operating
temperature to come up to 140 0 - 1500 F (60° 66° C) before
applying heavy loads.
NOTIE: Some unstable running may occur in a cold engine.
Depressing the PREHEAT button/or 10 15 second
intervals will help stabilize the engine 'pm until the
operating temperature reaches 140 0 190°F and a load is
applied to the engine.
STOPPING
The STOP toggle switch.is a nonnally closed switch,
providing power to the fuel solenoid, instrument cluster
and alternator excitation, after the oil pressure switch has
closed upon starting. Opening of this switch opens the
power circuit to the fuel solenoid, stopping the flow of fuel
to the engine and shuts down the engine.
To stop the engine, depress the STOP switch. When the
STOP switch is depressed, the power feed to the fuel
solenoid is opened, and the fuel flow to the engine is
stopped. The STOP switch should be depressed until the
generator stops rotating.
It is important to closely monitor the panel gauges,
Become aware of the normal engine readings and take
immediate action if these readings start to vary.
NOTE: When the engine is shut down, the water temperature
gauge and the oil pressure gauge will continue to register the
last temperature and oil pressure readings di51)layed. They
will retum to zero once electrical pmver is restored.
Engines & Generators
9
GENERATOR BREAK-IN PROCEDURE
DESCRIPTION
After the first 10 hours of the generators operation, the
load can be increased to the full-load rated output, then
periodically vary the load.
Although your engine has experienced a minimum of one
hour of test operations at the factory to make sure accurate
assembly procedures were followed and that the
operated properly, a break-in time is required. The service
life of your engine is dependent upon how the engine is
operated and serviced during its initial hours of use.
Avoid overload at all times. An ove'rload is signaled by a
smoky exhaust with reduced output voltage and frequency.
Monitor the current being drawn from the generator and keep
it within the generators' rating. Since the generator operates at
1800 rpm to produce 60 hertz, or at 1500 to produce 50 hertz,
control of the generators engine break-in is governed by the
cutTent drawn from the generator.
Breaking-in a new engine basically involves seating the
piston rings to the cylinder walls. Excessive oil consumption
and smoky operation indicate that the cylinder walls are
scored, which is caused by overloading the engine during the
break-in period.
NOTE: Be aware of motor starting loads and the high
current drawn requiredfor starting motors. This starting
amperage draw can be 3 to 5 times normal running
amperage. See GENERATOR INFORMATlON in this manual.
Your new engine requires approximately 50 hours of initial
conditioning operation to break in each moving prut in order
to maximize the petformance and service life of the engine.
Pelform this conditioning carefuJIy, keeping in mind the
following:
GENERATOR ADJUSTMENTS
Once the generator has been placed in operation, there may be
govemor adjustments required for engine speed (hertz) dming
the
break-in period (first 50 hours) or after this
period (see ENGINE SPEED (HERTZ) ADJUSTMENT under
ENGINE ADJUSTMENTS. A no-load voltage adjustment may
also be required in conjunction with the engine's speed adjustment (see GENERATOR INFORMATION).
Start the engine according to the STARTING PROCEDURE
section. Run the engine while checking that all systems (raw
water pump, oil pressure, battery charging) are functioning.
reach its full rated speed are signs of an overload.
AFTER START-UP
Once the generator has been started, check for proper opera··
tion and then encourage a fast wann-up. Run the generator
between 20% and 60% of full load for the first 10 hours.
THE DAILY ROUTINE
CHECK LIST
NOTE: Some unstable running may occur in a cold engine.
Follow this checklist each day before staIting your generator.
This condition should abate as nonnal operating temperature
is reached and loads al~e applied.
• Check that all generator circuit breakers (power panel) are in
the off position before statting.
• Record the hounneter reading in your log
to the maintenance schedule).
hours relate
A CAUTION:
Do not operate the generator for long
periods of time without a load being placed on the
generator.
• Visually inspect the engine for fuel, oil, or water leaks.
•
Check tile oil level (dipstick).
STOPPING THE GENERATOR
•
Check the coolant level in the coolant recovery tank.
Remove tile AC loads from the generator one at a time. Allow
the generator to run for 3-5 minutes to stabilize the operating
temperature, then tum the key to the off position. Once the
generator is shutdown, close down all circuit breakers as a
safety precaution.
• Check your fuel supply.
•
Check the staIting batteries (weekly).
• Check the drive belt for weru' aIld proper tension (weekly).
CHECK WITH THE ENGINE RUNNING.
• Check for abnon'nal noise such as knocking, vibration and
blow-back sounds.
• COnfil111 exhaust smoke:
When the engine is cold - White Smoke.
When the engine is warm - almost Smokeless.
When the engine is overloaded - some Black Smoke.
Engines & Generators
10
SAFETY SHUTDOWN SWITCHES
SAFETY SHUTDOWN SWITCHES
High Exhaust Temperature Switch
The engine is protected by three automatic shutdown
switches. Should a shutdown occur, do 110t attempt to restart
without finding and correcting the cause. Refer to the heading Engine starts, runs and then shuts down in the ENGINE
l1?OUBLESHOOTING section of this manual.
An exhaust temperature switch is located on the exhaust
elbow. Nonnally closed, tius switch will open and interrupt
the DC voltage (shutting off the engine) should the switch's
sensor indicate an excessive exhaust temperature (an inadequate supply of raw water causes high exhaust temperatures).
This switch opens at 260-270oP (127-132°C). This switch
resets at approximately 225°F (107°C).
The following is a description of these automatic shutdown
switches:
EXHAUST ELBOW
High Water Temperature Switch
A high water temperature switch is located at the thennostat
housing. Nonnally closed, this switch, should the fresh water
coolant's operating temperature reach approximately 210ClF
(99°C), will open and interrupt tbe DC voltage thereby
shutting off the engine. This switch resets at 195°P (107°C).
EXHAUST
TEMPERATURE
SWITCH
THERMOSTAT
HOUSING
WATER
TEMPERATURE
SWITCH
'
Engine Circuit Breaker
The generator's engine is protected by an engine mounted
manual reset circuit breaker (20 amps DC). Excessive current
draw or electrical overload anywhere in the instrument panel
wiring or engine wiring will cause the breaker to trip. In this
event the generator will shut down because the opened
breaker interrupts the DC circuit. If this should occur, check
and repair the source of the problem. After repairing the
fault, reset the breaker and restart the generator.
~-----
WATER
TEMPERATURE
SENDER
High RPM Shutdown Switch
An overspecd switch in the DC circuit shuts off the
generators engine by grounding out the ignition system if the
engine's speed reaches 2175 rpm(approximately). After
correcting the problem, this switch can be reset by momentarily depressing the stop switch. Refer to the WIRING
DIAGRAMS in this manual.
Low Oil Pressure Switch
A low oil pressure shutdown switch is located off the
engine's oil gallery. Nonnally open in a static state, this
switch's sensor monitors the engine's oil pressure. Should the
engine's oil pressure fall to 5-10 psi, this switch wil1 open
interrupting the DC voltage thereby shutting off the engine.
Oil PRESSURE
SWITCH
OIL PRESSURE SWITCH
WIRED FOR OPTIONAL
AUDIBLE ALARM
Engines & Generators
11
MAINTENANCE SCHEDULE
A WARNING: Never attempt to perform any service while the engine is
running. Wear the proper safety equipment such as goggles and gloves, and
use the correct tools for each job. Disconnect the battery terminals when
servicing any of the engine's DC electrical equipment.
NOTE: Many of the following maintenance jobs are simple but others are more
difficult and may require the expert knowledge of a service mechanic.
SCHEDULED
MAINTENANCE
Fuel Supply
CHECK
EACH
DAY
HOURS OF OPERATION
50
100
250
500
750 1000 1250
EXPLANATION OF SCHEDULED
MAINTENANCE
Diesel No.2 rating of 45 cetane or higher.
Fuel/Water Separator
D
D
Engine Oil level
D
Oil level should indicate between MAX. and LOW on
dipstick.
Coolant level
D
Check at recovery tank; if empty, check at manifold.
Add coolant if needed.
D
Inspect for proper tension (3/8" to 1/2" deflection)
and adjust if needed. Check belt edges for wear.
Drive Belts
Check for water and dirt in fuel (drain/replace filter
if necessary).
weekly
Visual Inspection of Engine
D
NOTE: Please keep engine surface clean. Dirt
and oil will inhibit the engine s ability to
remain cool.
Fuel Filter
Starting Batteries
(and House Batteries)
D
D
D
D
D
D
Check for fuel, oil and water leaks. Inspect wiring
and electrical connections. Keep bolts & nuts tight.
Check for loose belt tension.
Initial change at 50 hrs, then change every 250 hrs.
Every 50 operating hours check electrolyte levels
and make sure connections are very tight. Clean off
excessive corrosion.
D
weekly
Engine Oil (and filter)
D
D
D
D
D
D
D
Initial engine oil & filter change at 50 hrs., then
change both every 100 hours.
Generator
D
D
D
D
D
D
D
Check that AC connections are clean and secure
with no chafing. See GENERATOR SECTION
for additional information.
Heat Exchanger Zinc Anode
D
D
D
D
D
D
D
Inspect zinc anode, replace if needed, clear the heat
exchanger end of zinc anode debris.
D
D
D
D
D
D
D
Change every 200 hours.
Fuel/Water Separator
Electronic Governor Control
(if applicable)
Exhaust System
Engine Hoses
D
D
D
D
D
D
Check and or adjust the no-load speed in the panel,
required (hertz) and the regulator board adjustment
as needed.
NOTE: These adjustment are not a warrantable
adjustment during or after the units break-in.
D
D
D
D
Initial check at 50 hrs., then every 250 hrs. Inspect
for leaks. Check anti-siphon valve operation. Check
the exhaust elbow for carbon and/or corrosion
buildup on inside passages; clean and replace as
necessary. Check that all connections are tight.
D
Hose should be hard & tight. Replace if soft or
spongy. Check and tighten all hose clamps.
Engines & Generators
12
MAINTENANCE SCHEDULE
NOTE: Use the engine hour meter gauge to log your engine hours or record your
engine hours by running time.
SCHEDULED
MAINTENANCE
CHECK
EACH
DAY
HOURS OF OPERATION
50
Raw Water Pump
100
250
0
Coolant System
Electric Fuel Lift Pump
500
750 1000 1250
0
DC Alternator
0
0
0
0
0
0
*Fuellnjectors
Remove the pump cover and inspect the impeller,
gasket, cam and cover for wear. Check the bearings
and seals (the shaft can turn, but not wobble).
Lubricate when reassembling.
Drain, flush, and refill cooling system with
appropriate antifreeze mix.
0
D
0
0
EXPLANATION OF SCHEDULED
MAINTENANCE
0
Periodically check the wiring connections and
inspect the fuel line connections.
0
Check DC charge to alternator. Check mounting
bracket, tighten electrical connections.
Check and adjust injection opening pressure and
spray condition (see ENGINE ADJUSTMENTS).
0
*Starter Motor
0
0
Check solenoid and motor for corrosion. Remove
and lubricate. Clean and lubricate the starter motor
pinion drive.
*Preheat Circuit
0
0
Check operation of preheat solenoid. Remove and
clean glow plugs; check resistance (4·6 ohms).
Reinstall with anti seize compound on threads.
*Engine Cylinder
Compression
0
0
Check compression pressure and timing
(see Engine Adjustments).
*Torque Cylinder Head
Hold·down bolts
0
D
D
At first 50 hours, then every 500 hours
(see ENGINE ADJUSTMENTS).
*Adjust the Valve Clearances
D
0
D
Adjust Valve Clearances
(see ENGINE ADJUSTMENTS).
D
Remove, have professionally cleaned and pressure
tested.
*Heat Exchanger
*WESTERBEKE recommends this service be performed by an authorized mechanic.
Engines & Generators
13
FUEL SYSTEM.
DIESEL FUEL
ENGINE FUEL FILTER
Use No.2 diesel fuel with a cetane rating of 45 or higher.
Do not use kerosene or horne heating fuel.
Periodically check the fuel connections and the bowl for
leakage. Replace the filter element after the first 50 hours
then follow the MAINTENANCE SCHEDULE.
FUEL FILTERS
Changing/cleaning the filter element
The fuel injection pump and the fuel injectors are precisely
manufactured and they must receive clean diesel fuel, free
from water and dirt. To ensure this flow of clean fuel, the fuel
must pass through at least two fuel filters, a fuel water
separator and the engine's spin-on fuel filter. Visually inspect,
clean, and change these filters according to the maintenance
schedule in this manual.
1. Shut off the fuel supply.
2. Unscrew the retainer ring that holds the filter bowl to the
housing and allow the bowl to come away from the
housing,
3. Remove and replace the filter element and clean the bowl.
4. Replace the sealing "0" ri ng and reassemble the bowl
to the housing. Thread the retainer ring on carefully
so as not to cross thread. When retainer contacts the
"0" ring, tighten 114 1/2 turns by hand. Open the fuel
supply and run the engine to inspect for leaks.
FUEL WATER SEPARATOR
A primary fuel filter of the water separating type must be
installed between the fuel tank and the engine to remove
water and other contaminants from the fuel before they can
be carried to the fuel system on the engine.
The owner/operator is responsible for making certain the
fuel reaching the engine's injection equipment is free of
impurities. This process is accomplished by instaIling and
maintaining a proper fuel filter/water separator between the
fuel tank and the generator/engine. Westerbeke recommends
a 10 micron filter be used.
FUEL INJECTION PUMP
The fuel injection pump is the most impOitant component
of the diesel engine, requiring the utmost caution in handling.
The fuel injection pump has been thoroughly bench-tested
and the owner/operator is cautioned not to attempt to service
it. If it requires servicing, remove it and take it to an
authorized fuel injection pump service facility. Do not
attempt to disassembly and repair it.
The only adjustment the servicing mechanic should make to
the fuel injection pump is the adjustment for the engine idle
speed (see IDLE SPEED ADJUSTMENT under ENGINE
THE O-RING GASKET
ONLY NEEDS TO BE
REPLACES IF IT SHOWS
SIGNS OF AGING,
ADJUSTMENTS).
FUEL LIFT PUMP
Periodically check the fuel connections to and out of the pump
and make sure that no leakage is present and that the fittings
are tight and secure. The DC ground connection at one of the
pump's mounting bolts should be clean and well secured by
the mounting bolt to ensure proper pump operation.
fUEL
fiLTER
When energized thm the preheat circuit, the fuel lift pump will
purge air from the fuel system and provide a continuolls flow
of fuel as the engine is running.
INLET FUEL FILTER
To ensure clean fuel into the fuel lift pump, there is a small
in-line fuel filter connected to the fue11ift pump elbow. This
filter should be replaced evelY 200 hours of operation.
fUEL lifT PUMP
Engines & Generators
14
COOLING SYSTEM
DESCRIPTION
fresh water coolant flows around the tubes; engine heat transfen"ed to the fresh water coolant is conducted through the
tube walls to the raw watcr which is then pumped into the
exhaust system where finally it is discharged overboard. In
other words, the engine is cooled by fresh water coolant, this
coolant is cooled by raw water, and the raw water eatTies the
transferred heat overboard through the exhaust system. The
fTesh water coolant and raw water circuits are indcpendent of
each other. Using only fresh water coolant within the engine
allows the cooling water passages to stay clean and free from
harmful deposits.
Wcstcrbeke marine diesel engines are designed and equipped
for frcsh water cooling. Heat produced in the engine by combustion and friction is transferred to fresh water coolant
which circulates throughout the engine. This circulating fresh
water coolant cools the engine block, its internal moving
parts, and the engine oil. The heat is transferred externally
from the fresh water coolant to raw water by means of a heat
exchanger, similar in function to an automotive radiator. Raw
water flows through the tubes of the heat exchanger while
----~
---NOTE: KEEP PASSAGE
THROUGH THE MANIFOLD
CLEAR (A PIPE CLEANER
WORKS WELL).
EXHAUST
,
C_J. . . . .4ri£;;;;,;;:;;;-,..,-
COOLING CIRCUIT DIAGRAM
FRESH WATER
¢
RAWWATER . . . . .
Engines & Generators
15
~ NOTE: AN ANTI-SIPHON
,~ALVE MAY BE REQUIRED
COOLING SYSTEM
FRESH WATER COOLING CIRCUIT
CHANGING COOLANT
NOTE: Refer 10 the ENGINE COOLANT section for the recomlllended antij1-eeze and vvater mixture to be used as the
fJ'esh "Yvater coolant.
The engine's coolant must be changed according to the
MAINTENANCE SCHEDULE. If the coolant is allowed to
become contaminated, it can lead to overheating problems.
Fresh water coolant is pumped through the engine by a
circulating pump, absorbing heat from the engine. The
coolant then passes through the thennostat into the manifold,
to the heat exchanger where it is cooled, and returned to the
engine block via the suction side of the circulating pump.
When the engine is started cold, external coolant flow is
prevented by the closed thermostat (although some coolant
/low is bypassed around the themlostat to prevent the exhaust
manifold from overheating). As the engine wanns up, the
thermostat gradually opens, allowing full flow of the engine's
coolant to flow unrestricted to the external portion of the
cooling system.
A CAUTION: Proper cooling system maintenance is
critical; a substantial number of engine failures can be
traced back to cooling system corrosion.
Drain the engine coolant by removing the drain plug-on the
engine block and opening the nlanifold pressure cap. Flush
the system with fresh water, then reinstall the drain and start
the refill process.
NOTE: The drain petcock on the heat exchanger should also
be used to help drain engine coolant.
A WARNING: Beware of the hot engine coolant
KEEP THE
COOLANT PASSAGE
CLEAR
TO COOLANT
RECOVERY TANK
Wear protective gloves.
Refilling the Coolant
After replacing the engine block drain plug, close the heat
exchanger's coolant petcock. Then run the engine at idle and
slowly pour clean, premixed coolant into the manifold.
Monitor the coolant in the manifold and add as needed. Fill
the manifold to the filler neck and install the manifold
pressure cap.
COOLANT EXPANSION
FROM COOLANT
RECOVERY TANK
PRESSURE
/CAP
~"",-....."",,=
Remove the cap on the coolant recovery tank and fill with
coolant mix to halfway between LOW and MAX and replace
the cap. Run the engine and observe the coolant expansion
flow into the recovery tank.
;1
:~
COOLANT RETRACTION
NOTE: Periodically check the condition 0/ the manifold
pressure cap. Ensure the upper and lower rubher seals are ill
good condition Check to ensure
lhe VaCUlllll valve opens and
closes tightly. Carry a spare
cap. Check also to ensure the
coo/ant passage is clear so
coolant within the s.vstem is
able to expand and contrelet
to LIlld frOln the coolant rec()ve I)' tank.
After checbng for leaks, stop the engine and allow it to cool.
Coolant should draw back into the cooling system as the
engine cools down. Add coolant to the recovery tank if
needed and check the coolant in the manifold. Clean up any
spilled coolant.
\
SEAL
Coolant Recovery Tank
The coolant recovery tank allows for the expansion and contraction of the engines coolant during engine operation without introducing air into the system. This recovery tank is
provided with fresh water cooled models and with the fresh
water coolant conversion kit and must be installed before
operating the engine.
NOTE: This tank, with its short run of plastic hose, is best
located at or above the level of the engine~' manifold.
Engines & Generators
16
COOLING SYSTEM
THERMOSTAT
RAW WATER INTAKE STRAINER
A thennostat, located near the manifold at the front of the
engine, controls the coolant temperature as the coolant
continuously flows through the closed cooling circuit. When
the engine is first started, the closed thermostat prevents
cuolant from flowing (some coolant is by-passed through a
hole in the thermostat to prevent the exhaust manifold from
overheating). As the engine warms up, the thermostat
gradually opens. The thermostat is accessible and can be
checked, cleaned, or replaced easily. Carry a spare thennostat
and gasket
NOTE: Always install the strainer at or below the waterline so
the strainer will always be self-priming.
A clean raw water intake strainer is a vital component of the
engine's cooling system. Include a visual inspection of this
strainer when making your periodic engine check. The water
in the glass should be clear.
Perform the following maintenance after every 100 hours of
operation:
1. Close the raw water seacock.
Replacing the Thermostat
2.
3.
4.
5.
Remove the cap screws and disassemble the thermostat
housing as shown. When installing the new thenTIostat and
gasket, apply a thin coat of sealant on both sides of the
gasket before pressing it into place. DO not over-tighten the
cap screws.
Remove and clean the strainer filter.
Clean the glass.
Replace the washer if necessary.
Reassemble and install the strainer.
6. Open the seacock. '
7. Run the engine and check for leaks.
Run the engine and check for n0l111a1 temperatures and that
there are no leaks at the them10stat housing.
NOTE: Also follow the above procedure after having ron hard
aground.
If the engine temperature gauge ever shows a higher than
nom1al reading, the cause may be that silt, leaves or grass
may have been caught up in the strainer, slowing the flow of
raw water through the cooling system.
~
WASHER~
AIR BLEED PETCOCK
FOR PUSHING AIR FROM THE
COOLING SYSTEM
GASKET
USE HI-TACK SEALANT
'ct' ~
i
STRAINER
FILTER
Ll...!::::::,=-.;o:::;-~'-.ll
f
THERMOSTAT
ASSEMBLY
"
~~ ~
~TYPICAL RAW WATER S~INER
(OWNER INSTALLED)
INCOMING
RAW WATER
TEMPERATURE
SENDOR
THERMOSTAT
HOUSING
SEACOCK
Engines & Generators
17
INSPECT AND
CLEAN EVERY
100 HOURS
COOLING SYSTEM
RAW WATER COOLING CIRCUIT
RAW WATER PUMP
The raw water flow is created by a positive displacement
impeller pUl1lp. This pump draws water directly from the
ocean, lake, or river from a thru-hull opening through a hose
to the water strainer. The raw water passes from the strainer
through the pump to the heat exchanger (through the heat
exchanger tubes) where it cools the engine's circulating fresh
water coolant. The raw water is then discharged into the
water-injected exhaust elbow, mixing with, and cooling the
exhaust gasses. This mixture of exhaust gas and raw water is
drivcn through the stern tube and overboard.
The raw water pump is a self-priming, rotary pump with a
non-ferrous housing and a Neoprene impeller. The impeller
has flexible blades which wipe against a curved cam plate
within the impeller housing, producing the pumping action.
On no account should this pump be run dry. There should
always be a spare impeller and impeller cover gasket aboard
(an impeller kit). Raw water pump impeller failures occur
when lubricant (raw water) is not present during engine
operation. Such failures are not watTantable, and operators
are cautioned to make sure raw water flow is present at
start-up. The raw water pump should be inspected
periodically for broken or torn impeller blades. See
HEAT EXCHANGER
Cool raw water flows through the inner tubes of the heat
exchanger. As the engine coolant passes around these tubes,
the heat of the internal engine is conducted to the raw water
which is then pumped into the exhaust system and discharged. The engine coolant (now cooled) flows back
through the engine and the circuit repeats itself.
MAINTENANCE SCHEDULE.
NOTE: Should a failure occur with the pwnps internal parts
(seals and bearings). it may be more cost efJicient to
purchase a new pump and rebuild the original pump as
a ,spare.
NOTE: Operating in silty and/or tropical yvaters may require
that a heat exchanger cleaning be perjrmned nlOre (4ten then
evClY 1000 hours.
Changing the Raw Water Pump Impeller
Q2-se the raw)Vater intak~ valye. Remove the pump cover
and, using an impeller puller, screw drivers, or pliers,
carefully pry the impeller out of the pump. Install the new
impeller and gasket. Move the blades to conform to the
curved cam plate and push the impeller into the pumps housing. When assembling, apply a thin coating of lubricant to
the impeller and gasket. Qp~n tl1~J1!~ water intake valy<;..
A CAUTION: If any of the vanes have broken off the
impeller, they must be found to prevent blockage in the
cooling circuit. They often can be found in the heat
exchanger.
___ RAW WATER DRAIN
OUT DEBRIS
INSPECTION: CHECK THE BASE OF
EACH BLADE BY BENDING VIGOROUSLY.
REPLACE THE IMPELLER IF THERE ARE
ANY CRACKS.
HEAT EXCHANGER
CLEAN OUT BOTH ENDS
NEW
ZINC ANODE
REPLACE
CLEAN AND
REUSE
A zinc anode, or pencil, is located in the raw water cooling
circuit within the heat exchanger. The purpose of the zinc
anode is to sacrifice itself to electrolysis action taking place
in the raw water cooling circuit, thereby reducing the effects
of electrolysis on other components of the system. The
condition of the zinc anode should be checked monthly and
the anode cleaned or replaced as required. Spare anodes
should be carried on board.
RAW WATER PUMP
LIGHTLY GREASE THE
PUMP CHAMBER, O-RING,
AND IMPELLER WITH
GLYCERIN.
NOTE: Electrolysis is the result of each particular installation
and vessel location; not that of the engine.
INSPECT THE a-RING
AND IMPELLER. REPLACE
IF THEY SHOW SIGNS
OF WEAR.
NOTE: The threads of the zinc anodes are pipe threads and do
not require sealant. Sealant should not be used as it may
insulate the zinc from the metal of the heat exchanger
housing preventing electrolysis action on the zinc.
Engines & Generators
18
ENGINE LUBRICATING OIL
ENGINE OIL CHANGE
When installing the new oil filter element, wipe the filter
gasket's sealing surface on the bracket free of oil and
apply a thin coat of clean engine oil to the lUbber gasket
on the new oil filter. Screw the filter onto the threaded oil
filter nipple on the oil filter bracket, and then tighten the
filter firmly by hand,.
1. Draining the Oil Sump. Discharge the used oil through
the sump drain hose (attached to the front of the engine)
while the engine is wrum. Drain the used oil completely,
replace the hose in its bracket, and replace the end cap
securely.
NOTE: Thread size for the lube oil drain hose capped end
NOTE: The engine oil is cooled by engine coolantflowing
is 114 NPT.
through passages in the oil.filter bracket housing assembly.
Always observe the used oil as it is removed. A
yellow/gray emulsion indicates the presence of water in
the oil. Although this condition is rare, it does require
prompt attention to prevent serious damage. Call a
qualified mechanic should water be present in the oil.
Raw water present in the oil can be the result of a fault in
the exhaust system attached to the engine and/or a
siphoning of raw water through the raw water cooling
circuit into the exhaust, filling the engine. This problem
is often caused by the absence of an anti-siphon valve, its
poor location or lack of maintenance.
A WARNING: Used engine oil contains harmful
contaminants. Avoid prolonged skin contact. Clean skin
and nails thoroughly using soap and water. Launder or
discard clothing or rags containing used oil. Discard
used oil properly.
NOTE: Generic filters are not recommended, as the
material standards or diameters of important items on
generic parts might be entirely d{fferentfrom genuine
parts. Immediately after an oilfllter change and oil fill,
run the engine to make sure the oil pressure is normal
and that there are no oil leaks around the new oil filter.
2. Replacing the Oil Filter. When removing the used oil
filter, you may find it helpful and cleaner to punch a hole
in the upper and lower portion of the old filter to drain
the oil from it into a container before removing it. This
helps to lessen spillage. A small automotive filter wrench
should be helpful in removing the old oil filter.
NOTE: Do not punch this hole without first loosening the
filter to make certain it can be removed.
3. Filling the Oil Sump. Add new oil through the oil filler
cap on the top of the engine or through the side oil fill.
After refilling, lUn the engine for a fe\v moments while
checking the oil pressure. Make sure there is no leakage
around the new oil filter or from the oil drain system, and
stop the engine. Then check the quantity of oil with the
lube oil dipstick. Fill to, but not over the high mark on
the dipstick, should the engine require additional oil.
Place some paper towels and a plastic bag around the
filter when unscrewing it to catch any oil left in the filter.
(Oil or any other fluid on the engine reduces the engine's
cooling ability. Keep your engine clean.) Inspect the old
oil filter as it is removed to make sure that the rubber
sealing gasket comes off with the old oil filter. If this
rubber sealing gasket remains sealed against the filter
bracket, gently remove it.
LUBRICATION DIAGRAM
OIL PRESSURE ~~::tt;!llnr-~
SWITCH
OIL FILTER
OIL PRESSURE
RELIEF VALVE
FOR EXTENSION
114" NPT
OIL PUMP
'/.
'
~
I
"
OIL DRAIN --~.tt'
~REMOVE USING AN 8MM (11/16') SOCKET
OIL SCREEN
TO DRAIN THE OIL OR PUMP THE WARMED
OIL UP THRU THE HOSE.
Engines & Generators
19
REMOTE OIL FILTER (OPTIONAL)
INSTALLATION
This popular accessory is used to relocate the engine's oil filter [Tom the engine to a more convenient location such as an
room bulkhead.
NOTE: Westerbeke is not responsible for engine failure due to
incorrect installation of the Remote Oil Filter.
A CAUTION: It is vital to install the oi/lines cor~
NOTE: Refer to ENGINE OIL CHANGE in this manual for
instructions on removing the oil filter.
rectly. If the oil flows in the reverse direction, the by~
pass valve in the filter assembly will prevent the oil
from reaching the engine causing an internal engine
failure. If there is no oil pressure reading, shutdown
immediately and check the hose .connections.
To install, simply remove the engine oil filter and thread on
WESTERBEKE's remote oil filter kit as shown. Always
install this kit with the oil filter facing down as illustrated.
Contact your WESTERBEKE dealer for more information.
APPLY A THIN COAT OF CLEAN OIL TO THE O-RING WHEN
INSTALLING THIS KIT. THREAD THE KIT ON, THEN HAND
TIGHTEN AN ADDITIONAL 3/4 TURN AFTER THE O-RING
CONTACTS THE BASE.
FASTEN SECURELY TO A BULKHEAD
(SCREWS ARE OWNER SUPPLIED)
THE IN CONNECTION HOSE
MUST ATTACH TO THE OUT
CONNECTION AT THE
~-E~--REMOTE OIL FILTER.
THE OUT CONNECTION HOSE
MUST ATTACH TO THE IN
CONNECTION AT THE
REMOTE OIL FILTER.
APPLY A THIN COAT OF CLEAN OIL TO THE FILTER
GASKET WHEN INSTALLING. AFTER THE FILTER
CONTACTS THE BASE, TIGHTEN IT AN ADDITIONAL
Engines & Generators
20
STARTER MOTOR
SOLENOID
DESCRIPTION
(+) POSITIVE
TERMINAL
The starting system includes the battery, starter motor, solenoid,
and the start toggle switch.
When the start switch on the instrument panel is depressed,
CllITent flows and energizes the starter's solenoid coil. The
energized coil becomes an electromagnet, which pulls the plunger
into the coil, and closes a set of contacts, which allow high current
to reach the starter motor. At the same time, the plunger also serves
to push that starter pinion to mesh with the teeth on the flywheeL
To prevent damage to the starter motor when the engine starts, the
pinion gear incorporates an over-running (one-way) clutch which
is splined to the starter amlature shaft. The rotation of the running
engine may speed the rotation of the pinion but not the stalter
motor itself.
Once the start switch is released, the current flow ceases, stopping
the activation of the solenoid. The plunger is pulled out of
contact with the battery-to-start cables by a coil spring, and the
flow of electlicity is interrupted to the starter. This weakens the
magnetic fields and the starter ceases its rotation. As the solenoid
plunger is released, its movement also pulls the starter drive gear
from its engagement with the engine fly-wheel.
TERMINALS
~
/ /,
IGNITION
/'
TERMINAl/
t~(l;I~
. ?,?:~~)~\ ", .
TERMINAL
',-
/~~
((( (/(j
To test the ignition circuit, locate the ignition(s) terminal (it is one
ofthe small terminal studs and is wired to the ignition circuit).
Use a screwdriver, don't touch the blade, to jump from that
ignition terminal to the positive battery connection tennimil 011
the solenoid.
If the starter cranks, the fault lies with the ignition circuit.
If the solenoid clicks but nothing else happens, the starter
motor is probably faulty.
SOLENOID
SOLENOID
MOTOR
TYPICAL
STARTER MOTOR
REFER TO THE WIRING
DIAGRAM IN THIS MANUAL
IGNITION
/
TERMINAL/
TROUBLESHOOTING
Prior to testing, make certain the batteries are at a full charge
and that the starting system wiring connections (tenninals) are
clean and tight. Pay particular attention to the ground wire
connections on the engine block.
If nothing at all happens the solenoid isn't getting current.
Check the battery isolation switch and inspect the wiring
connections. It is also possible that the solenoid is defective.
To check the wiring, try cranking the starter for a few seconds,
never more than 10 seconds at a time, then run your hand along
The wires and terminals looking for warm spots that indicate
resistance. Repair or replace any trouble spots.
A
Using a l11ultimeter, test the voltage between the positive terminal
stud on the start solenoid and the engine block (ground).
If you read 12 volts, the starter' is faulty.
WARNING: There will be arching and sparks will
fly when jumping terminals. Be ceriain··the engine
space is free of potentially explosive fumes, especially
gasoline.
Engines & Generators
21
STARTER MOTOR
SERVICE
Westerbeke uses a standard marine starter motor which can be
serviced or rebuilt at any starter motor automotive service center.
(+) POSITIVE
,TERMINAL
If replacing the starter motor, make certain the new motor is
celtified for marine use. Automotive starters do not meet USCG
standards.lfin doubt, contact your WESTERBEKE dealer.
~~---(M)
TERMINAL
TO REMOVE FOR SERVICE
IGNITION
TERMINAL
1. Disconnect the negative battery cable.
2. If necessary, remove any cOlnponents to gain full access to the
stalier 111otor.
3. Label and discOJmect the wiring £i'om the starter. (Do not allow
wires to touch, tape over the terminals).
Test again by jumping the two large terminal studs. Hold the
screwdliver blade firmly between the studs. Do not allow the
screwdriver blade to touch the solenoid or starter
tIns
would cause a ShOli.
4. Remove the starter mounting bolts.
5. Remove the stalier £i'om the engine. In some cases the starter
will have to be tumed to a different angle to clear obstructions.
A WARNING: There will be arching as the full
starting current should be flowing thru the blade of the
screwdriver.
If the starter spins, the solenoid is faulty.
If the starter fails to spin, the motor is probably faulty.
If no arching occurred. There is no juice reaching the solenoid.
NOTE: Starter motors are either inertia type or pre-engaged. In
the pre-engaged model, the solenoid also moves an arm that
engages the starter motor to the flywheel of the engine. Using a
screlvdriver to bypass the solenoid on such a starter will run the
motor without engaging the flywheel. Turn the starter switch on to
provide the power to the solenoid. Hopeful~)) it will create enough
magneticfieldfor the arm to move even though the contacts inside
the solenoid are bad.
Engines &. Generators
22
ENGINE ADJUSTMENTS
NOTE: WES7ERBEKE recommends tho! tize./()lIowing engine (.ul;justments be perj(.mned by a compeleJl! engine mechanic. The ir(/ornwrio/l
below is provived to assist the mechanic.
DRIVE BELT ADJUSTMENT
TORQUING THE CYLINDER HEAD BOLTS
For your safety, WESTERBEKE generator models come
equipped with belt guards that cover over the belt(s) on the
front of the engine. ("Out or sight - out of mind." The belt
is NOT installed for that purpose.) Operators are
advised that proper inspection, service, and maintenance is
required.
After the initial break-in period (approximately 50 hours) and
every 500 hours thereafter, the cylinder head bolts should be
re-torqued.
Tighten the cylinder head bolts according to the sequence
shown. Make sure the engine is cold when this is done.
Before applying the specified torque to the bolt, loosen it
114 to 112 of a turn and then apply the torque. Follow this
procedure according to the numbered sequence shown in the
illustration to the right.
Excessive drive belt tension can calise rapid wear of the belt
and reduce the service life of the fresh water pump's bearing.
A slack belt or the presence of oil on the belt can cause belt
slipping, resulting in high ope,rating temperatures.
Bolts #1,2, and 3, (l2rnm socket) 14 - 22 ft-Ib
Bolts #4,5,6, 7, 8, (l4mm socket) (54 -- 61 ft-Ib)
Rockershaft Hold Down Bolts - 12mm socket (11 - 16 ft-Ib).
The drive belt is properly adjusted if the belt can be
deflected no less than 3/8 inch (IOmm) and no more than 112
inch (12111111) 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.
(!jJ4
Adjusting Belt Tension
e2
®J6
~1
1. Remove the belt guard.
CYLINDER HEAD BOLT PATTERN
2. Loosen the pivot belt that holds the idler sheave and
loosen the adjusting bolt.
3. With the belt loose, inspect for wear, cracks and frayed
FUEL INJECTORS
In case of severe vibrations and detonation noise, have the
injectors checked and overhauled by an authorized fuel
injection service center. Poor fuel quality, contaminant's and
loss of positive fuel pressure to the injection pump can result
in injector faults. Since fuel injectors must be serviced in a
clean room environment, it is best to cany at least one extra
injector as a spare should a problem occur.
4. Pivot the idler sheave to the left or right as required, to
loosen or tighten.
5. Tighten the pivot bolt and the adjusting bolt.
6. Replace the guard. Operate the generator for about 5
minutes and then shut the generator down.
7. Remove the guard and recheck the belt tension.
8. Replace the guard.
Before removing the old injector, clean the area around the
base of the injector to help prevent any rust or debris from
falling down into the injector hole. If the injector will not lift
out easily and is held in by carbon build-up or the like, work
the injector side-to-side with the aid of the socket wrench to
free it, and then lift it out.
The injector seats in the cylinder head on a copper sealing
washer. This washer should be removed with the injector and
replaced with a new washer when the new injector is
installed.
INJECTOR TO CYLINDER HEAD TIGHTENING TORQUE
40 ± 4 fHb (5.5 ± 0.5 kgf-m)
IDLER SHEAVE
Engines & Generators
23
ENGINE ADJUSTMENTS
GENERATOR FREQUENCY ADJUSTMENT (HERTZ)
FUEL RUN SOLENOID
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
tIns 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 normal break-in and maintenance.
The fuel run solenoid is mounted in a threaded hole on the
engine's block just aft of and below the engine's fuel injection 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 tI1e small square side
cover and gasket just below the fuel injection pump.
Frequency is a direct result of engine/generator speed, as
indicated by the following:
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 tile 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 114 - 112 of a turn and secure it in
position with the locknut.
\Vhen 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 fTequency, the engine
speed 11211St be changed. To accomplish the frequency change,
perfonn 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.
Locknut Torque Value
28,9 - 36.2 fHb (4.0 - 5.0 m-kg)
5. Properly connect the tlu'ee 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.
A WARNING: Before starting the engine make
certain that everyone is clear of moving paris! Keep
away from pulleys 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.
THROlTLE
CONTROL
LEVER
;i
STOP BOLT ADJUSTMENT
SPEED ADJUSTMENT
FACTORY SET
L-~~
~II
FUEL RUN SOLENOID
~Stroke~
0,3937:!: 0.019 in
(10:!: 0.5 mm)
Engines & Generators
24
ENGINE ADJUSTMENTS
ELECTRONIC GOVERNOR (OPTIONAL)·
·4. Back-offthe 1 7/16" jam nut and unscrew the actuator.
S. Apply a small amount of teflon sealant to the replacement
actuator and screw the actuator into the engine's
mounting boss. Maintain the same distance between the
actuator and the engine mounting surface as previously
measured Secure the actuator's position with the jam nut.
(The standard distance is 13116" to 7/8").
6. Reconnect the actuator wires and test the unit.
The Electronic Governor regulates the engine speed by
sensing the engine's RPM with a magnetic pick-up at the
flywheel. The governor's controller continuously monitors
the engines speed and if there is any discrepancy, the
controller signals the actuator and the actuator adjusts the
engine to the desired speed electronically.
,~~~
J~'
~) ~~ ~ ~ ~ ~OUNTING
~
SCREW IN TO
ORIGINAL MEASURE
t---oE---13n6" TO 7/8"
STANDARD
NOTE: For additional infOlmation and Electronic Governor
Troubleshooting, refer to your WESTERBEKE Service Manual.
Actuator
The following instructions are for adjusting or replacing
the actuator.
1. Shut-off the DC power to the generator.
2. DiscOImect the actuator wires from the Vviring harness.
3. Measure the distance between the actuator and the engine
mounting surface as shown.
ACTUATOR
MEASURE FOR
REFERENCE
Engines & Generators
24a
ENGINE ADJUSTMENTS
VALVE CLEARANCE ADJUSTMENT
Re-install the glow plugs (use anti-seize compound on the
threads) and assemble the rocker cover and rocker cover
bolts. See TIGHTENING TORQUE SCHEDULE in this
manual.
NOTE: Retorque the cylinder head bolts before adjusting the
engine's valves. See TORQUING THE CYLlNDER HEAD
BOLTS.
ENGINE COMPRESSION
A WARNING: Adjust the valve clearance when the
Check the compression pressure. To do this warm the engjne,
remove all fuel injectors, or glow plugs, disconnect the fuel
shut-off solenoid wire, and install a compression adapter in
the injector hole or glow plug hole. Connect a compression
tester on the adapter and crank the engine with the starter
motor until the pressure reaches a maximum value. Repeat
this process for each cylinder. Look for cylinders with dramatically (at least 20%) lower compression than the average
of the others. Compression pressure should not differ by
more than 35.5 psi (2.5 kg/cm2) at 280 rpm.
engine is cold. Valves are adjusted by cylinder in the fir·
ing order of the engine. Tighten the cylinder head bolts
to the specified torque before adjusting the valves.
Pull off the air breather pipe from the rocker cover and take
off the rocker cover bolts and the rocker cover to expose the
rocker shaft and valve assembly.
Remove the glow plugs from each of the cylinders to enable
the crankshaft to be easily rotated by hand to position each
cylinder for valve adjustment.
Valves,are adjusted with the cylinder in the piston being
adjusted at Top Dead Center (TDC) of its compression
stroke. Each cylinder is adjusted following the engine's firing
order 0-3-2 for \VESTERBEKE three cylinder engines).
Valve adjustment beginning with cylinder #1. Rotate the
crankshaft slowly and observe the operation of the valves for
cylinder #1. Watch for the intake valve to open indicating the
piston is on it's intake stroke (the piston is moving down in
the cylinder). Continue to rotate the crankshaft slowly and
look for the intake valve to close. This indicates the piston is
now starting it's compression stroke (the piston is moving up
in the cylinder towards IDC).
Align the TDC mark on the crankshaft front pulley with the
timing marker on the front gear case cover when positioning
the #1 Piston at IDC of it's compression stroke. Confirm tIus
by rotating the crankshaft approximately 20 degrees before
and after this point and the two valves for the #1 cylinder
should not move.
Standard compression pressure 398 Ib/in2 at 280 rpm (28.0 kg/cm2)
If a weak cylinder is flanked by healthy cylinder, the problem
is either valve or piston related. Check the valve clearances
for the weak cylinder, adjust as needed and test again. If the
cylinder is still low, apply a small amount of oil into the
cylinder to seal the rings and repeat the test. If compression
comes up - the rings are faulty.
AbnOlmaIly high readings on all cylinders indicates heavy
carbon accumulations, a condition that might be
accompanied by high pressures and noise.
NOTE: In case of severe vibrations and detonation noise, the
cause may be fuel injector problems, see FUEL INJECTORS. Poor fuel quality, contmninates and loss of positive
fuel pressure to the injection pump will result in injector
faults.
When re-installing the glow plugs use anti-seize compound.
COMPRESSION TESTER
Adjust the valves in #1 cylinder for both intake and exhaust.
Proceed to the next cylinder in the firing order.
Rotate the crankshaft 240 degrees in the normal direction of
rotation and adjust the next cylinder's valves in the firing
order. Rotate the crankshaft another 240 degrees and adjust
the valves of the next cylinder in the firing order.
Adjust each valve's clearance by inserting a O.OlOin
(0.25mm) feeler gauge between the rocker arm and the valve
stem. Make sure to adjust all valves while the engine is cold.
Engines & Generators
25
ENGINE ADJUSTMENTS
NOTE: WESTERBEKE recommends that the following engine adjustments be perfonned by a competent engine mechanic. The information
below is provided to assist the mechanic.
Injection Pump Timing Adjustment (Spill Timing)
INJECTION PUMP
mlIVERv'VALVE HOLDER
If your engine's fuel injection timing is not properly adjusted,
the engine will not operate properly, and may be difflcult to
start. Have the injection pump delivery rate checked by a
well-established fuel injection shop. Adjust the injection as
follows:
j
VALVE SPRING
O-RING
NOTE: The injection pump fuel rack needs to be in the full
fuel delivelY position when performing this spill timing. To
do this, unscrew the fuel shut off solenoid and remove the
side cover to expose the injection pump fuel rack. Manually
move the fuel rack to the full fuel delivery position (move
fully to the left) secure it in this position then proceed.
1. Remove the high pressure fuel line from between the
No. 1 injector and the No. 1 fuel delivery valve holder.
2. Remove the No.1 fuel delivery valve holder over
"0" ring and remove the delivery valve spring beneath
the holder.
HOUSING
DELIVERY
VALVE
STOP WIRE---+l
BRACKET
CONTROL RACK
3. Reinstall only the delivery valve holder and reattach the
high pressure fuel line to the delivery holder. Attach it so
that the end that would connect to the fuel injector is
pointing away from the engine fuel will flow from this
line during the timing check.
PLUNGER
TAPPET
ROLLER
Rotate the engine's crankshaft in its nOlmal direction of
rotation to position piston No.1 at the beginning of its
compression stroke.
PLUNGER
Move the throttle lever to its full open position and operate
the electric lift pump. Slowly rotate the crankshaft clockwise
(as viewed from the front), catching the fuel from the No.1
fuel line, until the instant the fuel completely stops flowing
(no drips). At this instant, the 16° BTDC tinTIng mark on the
crankshaft pulley should be directly aligned with the timing
indicator on the front of the gear case ± .5 degrees.
If the specified injection timing (16 BTDC) cannotbe
attained, adjust the timing by increasing or decreasing the
thickness of shim material under the injection pump's
mounting flange to change the injection timing point.
Changing the shim thickness by 0.004 inch (O.Olmm)
changes the injection timing by approximately one degree.
To advance the timing, decrease the shim thickness, as
required. To retard the tin1ing, increase the shim thickness, as
required. Refer to your Generator's Parts List for shim part
numbers.
0
TIMING MARKS
TIMING POINTER
Engines & Generators
26
ENGINE ADJUSTMENTS
GLOW PLUGS
OIL PRESSURE
The glow plugs are wired through the preheat solenoid.
When PREHEAT is pres?ed at the control panel this solenoid
should "click" on and the g]ow plug should begin to get hot.
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.
INSPECTION
Oil Pressure
To inspect the plug, remove the electrical terminal connections, then unscrew or unc1amp each plug from the cylinder
heLld. 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
burn erosion; if it has eroded too much, replace the plug.
35·55 Ib/in z (2.5 - 3.8 kg/em')
LOW Oil PRESSURE
A gradual loss of oil pressure usually indicates a worn bearings. A rapid loss of oil pressure indicates a specific bearing
failure. For additional information on low oil pressure readings, see the ENGINE TROUBLESHOOTING chart.
TESTING
An accurate way to test glow plugs is with an ohlwneter.
Touch 'one prod to {he glow plug's wire connection, and the
other to the body of the glow plug, as shown. A good glow
plug will have a 1.0 - 1.5 oIm) resistance. TIlls method can be
You can also use
used with the plug in or out of the
an multimeter to test fue power drain (8 - 9 amps per plug).
TESTING OIL PRESSURE
A WARNING: These glow plugs will became very hot
to the touch. Be careful not to bum your fingers when
testing the plugs.
GLOW PLUGS
OIL PRESSURE SWITCHES
Re-install the
in the engine and test them again. The
plugs should get very hot (at the terminal end) within 7 to 15
seconds. If the plugs don't heat up quickly, check for a short
circuit. When reinstalling the glow plugs, use anti-seize
compound on the threads.
A WARNING: Do not keep a glow plug on for more
than 30 seconds.
III
j
~ :~..;
GLOW PLUG TIGHTENING TORQUE
1.0 - 1.5 M-KG (7 ·11 FT-LB)
n,
TERMINAL END
,~
USING A
TEST LIGHT
There are two oil pressure switches. One is wired to the
automatic shutdown circuit (see safety shutdown switches)
to protect the engine from a sudden loss of oil or very low oil
pressure.
The other oil pressure switch is available for connecting to
an (optional) audible alarm that would souncl a low pressure
alarm (before the shutdown switch activates ancl shuts the
engine down).
Note that this audible alarr11 will sound momentarily when
the engine is started and sound again when the engine is shut
off. this occurs as the oil pressure drops below 10 psi.
W-"i
II
II
TESTING WITH
AN OHMMETER
•
~
PREHEAT ON
~,
;; TIP
Engines & Generators
27
ENGINE TROUBLESHOOTING
Note: The engine s electrical systenl is protected by a 20 amp
manual reset circuit breaker located on a bracket at the rear
of the engine.
The following troubleshooting table describes certain problems
relating to engine service, the probable causes of these problems. and the recommendations to overcome these problems.
Problem
PREHEAT switch depressed:
no panel indications;
fuel solenoid or electrical fuel pump
Probable Cause
Verification/Remedy
1. Battery Switch not on.
1. Check switch and/or battery connections.
2. Emergency stop switch oft
3. 20-Amp circuit breaker tripped.
2. Check emergency stop switch position.
3. Reset breaker; if breaker trips again, check preheat solenoid
circuit and check circuit for shorts to ground.
4. Check K2 relay.
5. Check (+) connection to starter solenoid and (-) connection to
engine ground stud. Check battery cable connections.
4. K2 relay
5. Loose battery connections.
START SWITCH DEPRESSED, no starter
engagement.
1. Connection to solenoid faulty.
1. Check connection.
2. Faulty switch.
3. Faulty solenoid.
4. Loose battery connections.
2. Check switch with ohmmeter.
3. Check that 12 volts are present at the solenoid connection.
4. Check battery connections.
5. Low battery.
5. Check battery charge state.
6. K1 relay.
6. Check K1 relay.
START switch is depressed; panel
indications OK; starter solenoid OK
fuel solenoid not functioning.
1. Poor connections to fuel solenoid.
1. Check connections.
2. Defective fuel solenoid.
2. Check that 12 volts are present at the (+) connection on the
fuel run solenoid.
Generator engine cranks, but does not
start, fuel solenoid energized.
1. Faulty fueling system.
1. Check that fuel valves are open.
2. Preheat solenoid faulty.
1a. Switch to combine vehicle and start batteries.
1b. Replace batteries.
1e. Check fuel lift pump.
1d. Change inlet fuel filter.
2. Check solenoid.
Engine can't be stopped.
1. Faulty DC alternator.
1. Remove Exc. connection at alternator, repair alternator.
Battery runs down.
1. Oil Pressure switch.
3. Low resistance leak.
1. Observe if gauges and panel lights are activated when engine
is not running. Test the oil pressure switch.
2. Check wiring. Insert sensitive (0 - .25 amp) meter in battery
lines. (Do not start engine.) Remove connections and replace
after short is located.
3. Check all wires for temperature rise to locate the fault.
4. Poor battery connections.
4. Check cable connections at battery for loose connections,
5. DC alternator not charging ..
5. Check connections, check belt tension, test alternator. See
DC ELECTRICAL SYSTEM/ALTERNATOR.
1. DC charge circuit faulty.
1. Perform D.C. voltage check of generator charging circuit. See
2. Alternator drive.
DC ELECTRICAL SYSTEM/ALTERNATOR in this manual.
2. Check drive belt tension. Alternator should turn freely. Check
for loose connections. Check output with voltmeter. Ensure 12
volts are present at the Exc. terminal.
2. High resistance leak to ground.
corrosion.
Battery not charging
Generator engine stops.
1. Fuel feed pump strainer is dirty.
2. Switches and/or wiring loose
or disconnected,
3. Fuel starvation.
4. 20 Amp circuit breaker tripping.
5. Exhaust system is restricted.
6. Water in fuel.
7. Air intake obstruction.
1. Clean strainer. (32 KW only)
2. Inspect wiring for short circuits and loose connections.
Inspect switches for proper operation.
3. Check fuel supply, fuel valves, fuel feed strainer..
4. Check for high DC amperage draw during operation.
Ensure breaker is not overly sensitive to heat which would
cause tripping.
5. Check for blockage, collapsed hose, carbon buildup at
exhaust elbow.
6. Pump water from fuel tank(s); change filters and
bleed fuel system.
7. Check air intake.
Engines & Generators
28
ENGINE TROUBLESHOOTING
Problem
Generator engine overheats/shuts down.
Probable Cause
Verification/Remedy
1. Thermostat - remove and test in hot water.
1. Coolant not circulating.
Replace thermostat.
2. Loss of coolant check hoses, hose clamps, drain plug, etc.
for leaks.
2c. Broken or loose belts tighten/replace.
Generator engine shuts down,
Low oil pressure.
Exhaust smoking problems
2d. Air leak in system; run engine and open the pressure cap to
bleed air. Add coolant as needed.
1. Check dipstick, look for oil leaks at oil filter and at
oil drain hose connection.
1. Loss of oil.
2. Oil pressure switch.
1. Blue smoke.
2. Replace oil pressure switch.
1. Incorrect grade of engine oil.
1a. Crankcase is overfilled with engine oil (oil is blowing out
through the exhaust).
2. Engine is running cold.
2a. Faulty injector or incorrect injector timing.
3. Improper grade of fuel.
3a. Fuel burn incomplete due to high back pressure in exhaust or
insufficient air for proper combustion (Check for restrictions in
exhaust system; check air intake.).
2. White smoke.
3. Black smoke.
Engine starts, runs and shuts down
1. Oil pressure switch.
3b. Improperly timed injectors or valves or poor compression.
30. Lack of air - check air intake. Check for proper ventilation.
3d. Overload.
1. Check oil pressure switch.
2. Faulty overspeed board.
2. Faulty overspeed board.
3. Water temperature switch
3. Check water temperature switch.
Engine starts, runs at idle.
Engines & Generators
29
ALTERNATOR TESTING
DESCRIPTION
Testing the Alternator
The charging system consists of an alternator with a voltage
regulator, an engine DC wiring harness, a mounted DC circuit breaker and a battery with connecting cables. Because of
the use of integrated circuits (IC's) the electronic voltage regulator is very compact and is mounted internally or on the
back of the alternator.
1. Start the Engine.
2. After a few minutes of running measure the statting battery voltage at the battery terminals using a multi-meter
set on DC volts.
The voltage should be increasing toward 14 volts. If it
the alternator is working. TUll1 to Step 4.
o
[ 14.01
TESTING THE STARTING
BATTERY - ALTERNATOR
(ENGINE RUNNING)
COM
#10 RED
MULTIMETER
#14 PURPLE:::!/:!:.===!$)-"---1~
#14 PURPLE
#10 REO
B+ OUTPUT
To starter motor
35 AMP
ALTERNATOR
TROUBLESHOOTING
A
3. If the starting battery voltage remains around 12 volts
after the engine is started and run for a few minutes, a
problem exists with the alternator or the charging circuit.
WARNING: A failed alternator can become very
hot. Do not touch until the alternator has cooled down.
a. Tum off the engine. Inspect all wiling and connections.
Ensure that the battery tenninals and the engine ground
connections are tight and clean.
This troubleshooting section is 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 bad, it is
best to have a qualified technician check it out.
A CAUTION: To avoid damage to the battery
charging circuit, never shut off the engine battery
switch when the engine is running!
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 service battery is not discharged
along with the service battery. If the alternator is charging the
starting battery but not the service battery, the problem is in the
service battery charging circuit and not with the alternator.
h. If a battery selector switch is in the charging circuit,
ensure that it is on the coneet setting.
c. Turn on the ignition switch, but do not start the engine.
d. Check the battery voltage. If your battery is in good
condition the reading should be 12 to 13 volts.
A
WARNING: Before starting the engine make certain
that everyone Is clear of moving parts! Keep away from
sheaves and belts during test procedures.
.·. ·.·.·.·.·1
c=g])
o
MULTIMETER
COM
TESTING THE
ALTERNATOR VOLTAGE
(IGNITION ON - ENGINE OFF)
A
WARNING: Multimeters and DC Circuits:
DC and AC circuits are often mixed together in marine
applications. Always disconnect shore power cords,
isolate DC and AC converlers and shut down generators
before per/orming DC testing. No AC tests should be
made without proper know/edge of AC circuits.
STARTING BATTERY
Engines & Generators
30
ALTERNATOR TESTING
Alternator is Working
e. Now check the voltage between the alternator output
terminal CB+) and ground. lfthe circujt is good, the
voltage at the alternator should be the same as the battery, or jf an isoJator is in the circuit the alternator voltage will be zero, If not, a problem exists in the circuit
between the alternator and the battery. Check all the
connections - look for an opening in the charging circuit.
4. Check the voltage of the service battery, TIlis baiLery
should have a voltage between 13 and J4 volts when the
engine is running, If not, there is a probJem 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.
MUll/METER
MULTIMETER
(14.0)
()
.STARTING BATIERY
COM
ALTERNATOR
TESTING THE STARTING
BATTERY - ALTERNATOR
(ENGINE RUNNING)
~::::;D-""';
EN GI NE
GROUND
SERVICE
BATTERY
f. Start the engine again. Check the voltage between the
alternator output and ground.
TESTING THE SERVICE
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 shop.
BATTERY (ENGINE RUNNING)
A
NOTE: Before renwving the alternator for repair, use
a voltmeter to en.sure that 12 volts DC excitation is
present at the EXe tenninal if the previous test
showed only batte7)' voltage at the B output terminal,
If 12 volts are not present at the EXC terminal, trace
the wiling looking for breaks and poor connections.
CAUTION: When performing tests on the alternator
charging circilit do not lJse a high voltage tester (i. e.
Megger). Yoll can damage the alternator diodes.
ALTERNATOR INSPECTION
When rebuilding the engine. TIle alternator should be cleaned
and inspected, The housing can be wiped off with a solvent
and the alternator terminal studs should be cleaned with a
wire brush. Make certain those studs are tight. Also clean the
wiring connections that connect to the wiring hamess.
Turn the rotor pulley by hand. It should tum smootll1y.
Depending on when the altemator 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
Engines & Generators
31
CONTROL PANEL TROUBLESHOOTING
MANUAL STARTER DISCONNECT (TOGGLE SWITCHES)
NOTE: The engine control system is protected by a 20 amp manual reset circuit breaker
located on the engine as close as possible to the power source.
Problem
Probable Cause
PREHEAT depressed, no panel indications
fuel solenoid, electric fuel pump and
preheat solenoid not energized.
Verification/Remedy
1. Oil Pressure switch.
1. Check switches and/or battery connections.
2. 20 amp circuit breaker tripped.
2. Reset breaker. If it opens again, check preheat solenoid
3. K2 relay faulty.
3. Check relay.
1. Connection to solenoid faulty.
1. Check connection.
2. Faulty switch.
2. Check switch with ohmmeter.
3.. Faulty solenoid.
3. Check that 12 yo Its are present at the solenoid connection.
4. Loose battery connections.
4. Check battery connections.
5 Low battery.
5. Check battery charge state.
6. K1 relay.
6. Check relay.
1. Faulty fueling system.
1. Check for fuel.
circuit and run circuit for shorts to ground.
START SWITCH DEPRESSED, no starter
engagement.
NO IGNITION, cranks, does not start.
NOT CHARGING BATIERY
2. Check for air in the fuel system.
2. Allow system to bleed.
3. Faulty fuel 11ft pump.
3. Replace fuel lift pump.
1. Faulty alternator drive.
1. Check the drive belt and its tension. Be sure the alternator
turns freely. Check for loose connections. Check the
output with a voltmeter. Ensure 12V are present at the
regulator terminal.
BATIERY RUNS DOWN
1. Oil pressure switch.
1. Observe if the gauges and panel lights are activated when the
engine is not running. Test the oil pressure switch.
2. High resistance leak to ground.
2. Check the wiring. Insert sensitive (0-.25 amp) meter in battery
lines (Do NOT start engine). Remove connections and replace
after short is located.
3. Low resistance leak to ground.
3. Check all wires for temperature rise to locate the fault.
4. Faulty alternator.
4. After a good battery charging, disconnect alternator at output.
If leakage stops. Remove alternator and bench test. Repair or
replace.
TROUBLESHOOTING WATER TEMPERATURE AND OIL PRESSURE GAUGES
If the gauge reading is other than what is normally indicated
by the gauge when the instrument panel is energized, the first
step is to check for 12 volts DC between the ignition (B+)
and the Negative (B-) tel1l1inals of the gauge.
If both of the above gauge tests are positive, the gauge is
undoubtedly OK and the problem lies either with the
conductor from the sender to the gauge or with the sender.
If either of the above gauge tests are negative, the gauge is
probably defective and should be replaced.
Assuming that there is 12 volts as required, leave the
instrument panel energized and perform the following steps:
Assuming the gauge is OK, check the conductor fTom the
sender to the sender tenninal at the gauge for continuity.
1. Discorulect the sender wire at the gauge and see if the
gauge reads zero, which is the nonnal reading for this
situation.
Check that the engine block is connected to the ground.
Some statters have isolated ground tenninals atld if the
battery is connected to the starter (both plus atld minus
terminals), the ground side will not necessarily be connected
to the block.
2. Remove the wire attached to the sender tenninal ~t the
gauge and connect it to ground. See if the gauge reads full
scale, which is the nonnru reading for this situation.
Engines & Generators
32
DC CIRCUIT/BATTERY
BATTERY CHARGING
TESTING THE CIRCUIT
The DC Circuit functions to start, operate and stop the
generator's engine. The circuit is best understood by
reviewing the DC Wiring Diagram and Wiring Schematic.
The engine's DC wiring is designed with three simple basic
circuits: start, run and stop.
If the battery is not charging, check the fuse. To test the
circuit, remove the fuse and test with a voltmeter between the
fuse holder connection and the ground. With the engine
running, it should indicate 13-14 volts. If only the battery
voltage is indicated, check the terminal connections at the
battery.
The engine has a 12 volt DC electrical control circuit that is
shown on the Wiring Diagrams. Refer to these diagrams
when troubleshooting or when servicing the DC electrical
system or the engine.
BATTERY MAINTENANCE
Review the manufacturer's recommendations and then
establish a systematic maintenance schedule for your
engine's starting batteries and house batteries.
A CAUTION: To avoid damage to the battery
• Check the electrolyte level and specific gravity with a
hydrometer.
charging circut, never shut off the engine battery
switch while the engine is running. Shut off the engine
battery switch, however, to avoid electrical shorts
when working on the engine's electrical circuit.
• Use only distilled water to bring electrolytes to a proper
level.
• Make certain that battery cable connections are clean and
tight to the battery posts (and to your engine).
SPECIFICATIONS
• Keep your batteries clean and free of cOlTosion.
The minimum recommended capacity of the battery used in
the engine's 12-volt DC control circuit is 600-900 (CCA).
BATTERY CHARGING CIRCUIT
The engine supplies up to 11 amp charge from the voltage
regulator to the engine's battery. This charge passes thru an
10 amp fuse (and the ships battery switch).
Engines & Generators
33
7.6KW GENERATOR
WIRING DIAGRAM 44734
fUSE 8A
I
R,MOVe JUMPEll WHEN l'ONNICTI~G A S[Cr)~D
STOP
SWITCH
PREf£AT
SWITCH
__ ~ _ _
#I.LR.EQiI!I:lL
lSi' I
1(, 1
HIK
I.,
Engines & Generators
34
OPTIONAL HOlJ'lMETER
10
7.SKW GENERATOR
WIRING SCHEMATIC 44734
It'
( !
f.-
SI
r"
I
I
KI
K2·RIIN
IIW02
I~ I
I YP I CAl
R[MOTE
NOT:
l[MOI [ CON[CTOR
Hour(~ll
Engines & Generators
35
\
7.6KW GENERATOR
WIRING DIAGRAM #039284
AI.
~
12 RED
~
1 ERI~ATOll
51 A
I 2 HE D
I..U..E.L SOI.ENOID
~12
HLlR£D
11 14 PlJR/WHT
II
~
R£D
~" TAN
1
i
PREHEAT
SWITCH
START
SWITCH
STOP
SWITCH
WESTERBEKE
Engines & Generators
36
7.6KW GENERATOR
WIRING SCHEMATIC #039284
12 VDC
I
I BATTERY
SWITCH
L..
STARTER
SOLENOID
I
r -
STARTER
--I
---+I~I ~~----------~--~
PREHEAT
SOLENOID
r
--I
GLOWPLUGS
AL TERNATOR
B
~
AMP
'CIRCUIT
! BREAKER
START
SWITCH
I 20
L..
KI
10 AMP
CIRCUIT
BREAKER
85
O.P. SENDER
5
8
T62-2
TB 1-5
r.
~
: PREHEAT
SW ITC.H
I
L..
3
!
TBl- '" TBl - 5
p
FUEL PUMP
CD
,--------
TBI-2
2
...
I
1
I
1-
7
--------------:1
T61-3
STOP
'SWITCH
I
TB 2 - I
5
8
7
~wWU
L
TB , - I 0
eo
3
1
I
1
,
1
J
_I
I
IpREHEAT
ISWITCH
!
1
1
L
_________ _
- --REMoTE PNe..- - - ---
Engines & Generators
37
_ _ _ _ _ _ _ _ _ _ _ _ --.J1
7.6 KW GENERATOR
WIRING DIAGRAM #044121
AlTERNATOR
II
~
51A
eRN
BATTERY SWI TCH
r~~------I
L
STOP
SWITCH
15 PIN REMOTE CONNECTOR
,--_ _ _ _ _ _-.-!.~IS,-R!!j,(CLO',-"W",-HI'---!a 162 I
l
. - + - - -_ _....J.J.L.JUll._ _""TB2·2
,--_ _ _ 2.JjI6LlJY('-',-'-"R'-'-£"-O- 0 16 1- 5
OPTIONAL HOURMEIER
J
_ _ _~.-'-"6'-'6L"WHT
Engines & Generators
38
--0 161 - 8
7.6 KW GENERATOR
WIRING SCHEMATIC #044121
+
~------------12
VDC------------. .
r...,I BATTERY
I
SWITCH
20 AMP
CIRCUIT
BREAKER
~
________r~~~______________~__-,~
r-~~------~
l _.J
L- _ _ J
AL TERNATOR
81
KI-START
~UEL
EXHAUST TEMP
SWITCH
WATER TEMP
SWITCH
OIL PRESS.
SWITCH
PUMP
AUX. OIL PRESS.
SWI Tel!
K2-RUN
I N~ 002
86
OIL PRESS. SENDER
WATER TEMP. SENI)ER
T61-2
T61-3
T61-~
T62 - 2
TBI-5
T82-1
r62-)
o
18Z-6
TB2-~
Engines & Generators
39
TB2-5
TB I 10
REMOTE STOP/START PANEL WIRING DIAGRAM
#44329
STOP SWITCH
..
2
5
_
CONTROL PANEL
(R[AR
,._REMOTE
.. _ .. _,._,._
.. ..-.......,_
.. ..VIEW)
- .. _ . \ - ..
_.. _
PREHEAT
SWI TCH
..
START SWITCH
o
STOP
SWITCH
·~16
~
R[DfVL
16 BlK
«I G RtDIWHi
~
o
10 RED
PREHeAT
sw ITCH
START
SWITCH
~16\\,IlT/RrD
MALE CABLE
CONNECTOR
REAR VitII'
III
~
RE D
~
P.N.
16 YELlR[O
44336
I l1~A
~:: ~G'i<RT
Current Models
w{[wo Relays
SURGE
1_ - - - - - - - - -- - -- -- - - - - -:
Models w/aut
Tenninal Blocks
Models wi
Terminal Blocks
--:r--
----- --------------- -.-------. -~-·-t ---- ~~- -- TO TB1-1"'--r-- - TB1-2 -to TB1-1---1-· to Stop Switch
L_
+
+ #14 BLACKcro ~-TB1-Ground--to TB1-Ground-to Panel Ground
STOP
~-
I
SWITCH
#22
I
BLACK I
I
I
I REDJWHITE
-- __ .1.._ -- ------ -----
-
I
r--
I 4A.PURPLE
#10 RED
1------1---A---~_---
I
:
:
:
I
PREHEAT
SWITCH
I
:
I
I
i
- --
-------- to TB2-2---J. to Preheat Switch
~5A
22A
SURGE
START
3A RUN
RED
-- ---.~ ---- - -- -- - - - - - ------ T81-3--- ----. to TB1-2 -- -~ to Preheat Switch
:
I
I
-- to TB2-1- -- -to Preheat Switch
#14 RED #14 RED
#14 RED
!
l ___________________ ,
I
WHITE
l~_~~ ________________________________________ - - - -
- - -
-- ---- --
i~~~¥lWTE
REMOTE PANEL REAR VIEW
WESTERBEKE
Engines & Generators
40
I
I
.
TB1-5 ----- - to TB1-4 --- - to Start SWitch
I
7.6 KW BT SHORE POWER TRANSFER SWITCH CONNECTIONS
230 Volt/50 Hertz Two Wire Configuration
If the installer connects shore power to the vessel's AC circuit, this must be done by means of the SHORE POWERJ
OFF/SHIPS GEN. Set the transfer switch shown in the diagrams to the OFF position. This switch prevents simultaneous connection of shore power to generator output.
Notice the repositioning of the white ground lead on the terminal block to the generator case.
230V 50Hz
A
CAUTION: Damage to the generator can result if
utility shore power and generator output are connected
at the same time. This type of generator damage is not
covered under the warranty; it is the installer's respon~
sibility to make sure all AC connections are correct.
o::=n
0
o
0
0
o
a:::::D
';"
N
Ship to Shore Switch
PN 32008
l1
PN 32009
PN 32010
PN 32133
~ GENERATOR/SHORE
~
SWITCH
...J
GENERATOR
GROUND
A
CAUTION: Heavy motor leads should be shut off
before switching shore power to generator power or
vice~versa because voltage surges induced by switch
iny with heavy AC loads on the vessel being operated
may cause damage to the exciter circuit components in
the generator.
u
r:c
zw
0::
t::I
,..-,
"
1-....._-.'-11
w
I
...----...-;:I------.>r...(;s
"-
~,l1
2.
I
I
, '_.-' "
SHIP'S
LOAD
GENERATOR
~
"I
I
I
I
/'''--',
L------,HD
....I
<
0::
I::I
U-1
Z
r-----\{3)....
II
®~_
I2)J
-_ .... I
I
I
I
---,
SHORE
I
111
I
SHORE POWER
110V 50Hz
I
I
I
I
I
I
/--',
....I~I
<
~
t
iB
Z,
NEUT~~~21'
:r-'+-,- + - - -..... N
,~-.-'
/
~ GROUND
.
SHIP'S LOAD
-\1 1,
~
SHORE POWER
NOTE: Diagram shows connections
for a /1llo-wire, J20 volt system. For a
three-wire system, use the dotted lines
for the other hot leg.
Engines & Generators
41
NJ
-= GROUND
SHIP'S
GROUND
SPECIFICATIONS 7.6KW BTD GENERATOR
BE
,
, ENGINE SPECIFICATIONS
Engine Type
ELECTRICAL SYSTEM',' , ",';',"; ,',
Diesel, four-cycle, three-cylinder, fresh
water-cooled, vertical in-line overhead valve
mechanism (11 Hp at 1800 rpm maximum)
Aspiration
Naturally aspirated
Governor
Centrifugal type
Combustion Chamber
Swirl type
Bore & Stroke
2.99 x 2.76 inches (76 x 70 mm)
Piston Displacement
59.09 cubic inches (0.952 liters)
Firing Order
1 3-2
Direction of Rotation
Starting Battery
12-Volt, (-) negative ground
Battery Capacity
600 900 Cold Cranking Amps (eCA)
DC Charging Alternator
51 Amp rated, belt driven
Starter
12-Volt, reduction gear, 1.2 KW
Starting Aid
Glow plugs, sheathed type
DC No-Load Current
± 2% of rated amps
DC Cranking Current
195 - 200 Amps (engine cold)
Clockwise, when viewed from the front
General
Fresh water-cooled block, thermostaticallycontrolled with heat exchanger
Compression Ratio
21:1
Operating Temperature
170 -190° F (77 88° C)
Dimensions
Height: 20.7 inches (525.8 mm)
Width: 19.0 inches (482.6 mm)
Length: 27.6 inches (518.6 mm)
Fresh Water Pump
Centrifugal type, metal impeller, belt-driven
Raw Water Pump
Positive displacement, rubber impeller,
gear-driven
Weight
395 Ibs (1797 kgs)
Fuel Consumption
0.53 gph (2 Iph) at full rated speed
Raw Water Flow,
at 1800 rpm
6.5 US gpm (25.8 Ipm) (measured
before discharging into exhaust elbow).
InClination
Continuous 15°
Temporary 25° (not to exceed 30 min.)
System Capacity
(fresh water)
4.0 qts (3.79 liters)
Generator Power Take Off
11 hp (maximum)
Pressure fed system with external relief valve
47.2 psi (3.0 kg/cm')
Sump Capacity
(not including filter)
3.2 U.S. qts (3.03 liters)
plus filter/cooler assembly
Intake Opens 1r BTDC
Intake Closes 4r ABDC
Operating Oil Pressure
(engine hot)
35 • 55 psi (2.5 3.8 kg/cm2)
Oil Grade
API Specification CF or CG-4,
SAE 30, 10W-30, 15W-40
Spill timing (Static)
19° ± 1.5
Valve Seat Angle
Intake 45°
Exhaust 45°
Engine Speed
1800 rpm 60 Hertz
1500 rpm 50 Hertz
Valve Clearance
(engine cold)
Intake and Exhaust 0.010 inches (0.25 mm)
Injector Pressure
1920 + 71 - 0 psi (135 + 5 - 0 kg/cm2)
Ae GENERATOR (Single Phase) , .
General - Single Phase
Brushless, four-pole, revolving field sealed
lubricated single bearing design.
Reconnectable single phase for 120/240 volts
with solid state voltage regulator.
Voltage - Single Phase
120 or 120/240 Volts - 60 Hertz
230 Volts - 50 Hertz.
Voltage regulation:
±5% no load to full load.
Frequency regulation:
±0.05 Hertz (5%) no load to full load.
Rating (Volts AC)
General
Open flow, self bleeding - self priming
7.6 KW - 60 Hertz (1800 rpm)
120 Volts - 31.6 Amps
120/240 Volts - 63.1/31.6 Amps
Fuel
No.2 diesel oil (cetane rating of 45 or higher)
5.7 KW - 50 Hertz (1500 rpm)
230 Volts - 24.7 Amps
i
,
Full flow, paper element, spin-on type
Exhaust Opens 51° BBDC
Exhaust Closes 13° ATDC
,
"
Oil Filter
"
398 psi (28 kg/cm') at 280 rpm limit
Valve Timing
i
General
JUNE-UP SPECIFICATIONS
Compression Pressure
(Limit of Difference
Between cylinders)
LUBRICATION SYSTEM , '
FUEL SYSTEM
Fuel Injection Pump
In-line plunger (Bosch type)
Fuel Injection Timing
(spill timing)
0° BTDC (Top Dead Center)
Nozzle
Throttle type
Fuel Filter
Spin-on type
Air cleaner
Plastic intake silencer
Air Flow
(engine combustion)
30.2 cfm (0,85 cmm)
. ,
,.
,~
AC GENERATOR (Single Phase) " ',:,"'
Air Requirements
(60 Hertz) at 1800 rpm
200 cfm (5.66 cmm)
NOTE: Increase air supply 15% for 50 Hertz operation @ 1500 rpm
Engine Combustion
30.2 cfm (0.85 cmm)
Generator Compartment
Temperature
120°F (50°G) maximum
Ambient Temperature
Engines & Generators
42
GENERATOR INFORMATION
USE OF ELECTRIC MOTORS
Generator Frequency Adjustment
The power required to start an electric motor is considerably
more than is required to keep it running after it is started.
Some motors require much more current to start them than
others. Split-phase (AC) motors require more CUlTent to start,
under similar circumstances, than other types. They are commonly used on easy-starting loads, such as washing
machines, or where loads arc applied aftcr the motor is
started, such as small power tools. Because they require 5 to
7 times as much current to start as to run, their use should be
avoided, whenever possible, if the electric motor is to be driven by a small generator. Capacitor and repulsion-induction
motors require from 2 to 4 times as much CUtTent to start as
to run. The current required to start any motor varies with the
load connected to it. An electric motor connected to an air
compressor, for example, will require more current than a
motor to which no load is connected.
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 generator's drive engine's speed must be changed. A reconfiguration
of the AC output connections at the generator is also necessary.
Generator Maintenance
•
Maintaining reasonable cleanliness is important.
Connections of terminal boards and rectifiers may
become corroded, and insulation surfaces may start conducting if salts, dust, engine exhaust, carbon, etc. arc
allowed to build up. Clogged ventilation openings may
cause excessive heating and reduced life of windings.
•
For unusually severe conditions, thin rust-inhibiting petroleum-base coatings, should he sprayed or brushed over all
surfaces to reduce rusting and corrosion. Typical materials
suggested are Daubert Chemical Co. "Non-Rust AC410" and Ashland "Tectyle 506" or equivalent.
•
In addition to periodic cleaning, the generator should be
inspected for (a) tightness of all connections, (b) evidence
of overheated terminals and (c) loose or damaged wires.
•
The drive discs on single bearing generators should be
checked periodically if possible for tightness of screws
and for any evidence of incipient cracking failure. Discs
should not be allowed to become rusty because rust may
accelerate cracking. The bolts which fasten the drive disc
to the generator shaft must be hardened steel SAE grade
8, identified by 6 radial marks, one at each of the 6 corners of the head.
•
The rear armature bearing is lubricated and sealed; no
maintenance is required. However, if the bearing becomes
noisy or rough-sounding, have it replaced.
•
Examine bearing at periodic intervals. No side movement
of shaft should be detected when force is applied. if side
motion is detectable, bearings are wearing or wear on
shaft of bearing socket outside bearing has occurred.
Repair JDust be made quickly or major components will
rub and cause m~or damage to generator.
In general, the current required to stm111S-Volt motors connected
to medium starting loads will be approximately as follows:
MOTOR SIZE
(HP)
1/6
1/4
AMPS FOR
RUNNING
(AMPERES)
4.6
5.2
AMPS FOR
STARTING
(AMPERES)
6.4 to 22.4 *
10.4 to 72.8*
1/2
3/4
13
26 to 52
*NOTE: In the above table the nzaximum Amps for Starting is
more for some small motors than for larger ones. The reason
for this is that the hardest starting types (,<,plit-phase) are not
made in larger sizes.
Because the heavy surge of cutTent needed for starting
motors is required for only an instant, the generator will not
be damaged if it can bring the motor up to speed in a few
seconds. If difficulty is experienced in starting motors, turn
off all other electrical loads and, if possible, reduce the load
on the electric motor.
Required Operating Speed
Run the generator first with no load applied, then at half the
generator's capacity, and finally loaded to its full.capacity as
indicted on the generator's data plate. The output voltage
should be checked periodically to ensure proper operation of
the generating plant and the appliances it supplies. If an AC
voltmeter or ampere meter is not installed to monitor voltage
and load, check it with a portable meter and amp probe.
NOTE: When the vessel in which the generator is installed
contains AC equipment of 120 volts only, it is recommended
that the generator's AC terminal block be configured to provide one 120 volt AC hot leg for the vessel~' distribution
panel. This will ensure good motor starting response frorn the
generator.
Engines & Generators
43
7.6KW BT GENERATOR SINGLE PHASE
DESCRIPTION
Circuit Breaker
This generator is a four-pole, bmshless, self-excited generator
A circuit breaker is installed on all WESTERBEKE generawhich requires only the driving force of the engine to protors. This circuit breaker wi]] automatically disconnect generduce AC output. The copper and laminated iron in the exciter
ator power in case of an electrical overload. The circuit
stator are responsible for the self-exciting feature of this genbreaker can be manually shut off when servicing the generaerator. The magnetic field produced causes an AC voltage to
tor to ensure no AC power is coming from the generator to
be induced into the related exciter rotor windings during rotathe vessel.
tion.Diodes located in the exciter rotor rectify this voltage to
NOTE: This circuit breaker is available as a WESTERBEKE
DC and supply it to the windings of the rotating field. This
add-on
kit for earlier model generations; contact your
creates an electromagnetic field which rotates through the
WESTERBEKE dealer.
windings of the main stator, inducing an AC voltage which is
supplied to a load. A step down transformer is connected in
paranel to the AC output of the main stator. An AC voltage is
CIRCUIT BREAKER
produced in the auxiliary windings of the transfonner and the
main stator and is, in turn, supplied to a full-wave bridge rectifier. The rectifier produces a DC voltage to further excite
WHITE N
the exciter stator windings, enabling the generator to produce
a rated p:C output.
BREAKER PART NO. 42707
INTERNAL WIRING FOR
12 STUD BT GENERATOR
r-----:
iI
I
1
r--------,
------,
A8IJB
:~
I I
I
+
3
GREEN
I
I
______ J
I
w
(!l
G
AC
9
~ ~.+i-.-+--
L
DC
6
5
10
2
i
IL __ ....., _ _ _ _ _ _ _ _ _ JI
ORANGE
AC
I
i i~i:
4 3:
2
C
I
:z
~
o
BLACK
L
3
3
2
7
8
!
===7',.-t!:=
I
,WHT/BLK
.!14-3~--1-~ J
I
WHT/GREEN
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0
C
K
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-K1-
AC
"
•
T
It)
YEllOW
D. COl\1POUND TRANSFORMER
A. EXCITER STATOR WINDING
A-I Exciter Stator Windings
1. Compound Transfonner Windings
2. Compound Transfonner Windings
3. Compound Transformer Auxiliary Windings
Resistance readings and voltage checks can be accessed
easily for the components in the exciter circuit A, G, C-3 and
D-3 by locating the color coded wires at the connection
points shown on the above schematic. When checking
winding resistance values be sure to lift both of the
component's electrical connections.
G. BRIDGE RECTIFIER
B. EXCITER ROTOR and FIELD
1. Auxiliary Windings (A - B - C)
2. Diodes (6)
3. Rotating Field Windings
4. Pozi Resistor
C. MAIN STATOR
1. Main Stator Windings
2. Main Stator Windings
3. Main Stator Auxiliary Windings
Engines & Generators
44
7.6KW BT GENERATOR TROUBLESHOOTING
The following troubleshooting chart is designed to give
insight into problems which may be encountered with the BT
brushless generators operating on compound transformer 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 guide; however should an
omission or an error be found, we would greatly appreciate
'your notifying us of it.
Only a few basic tools are necessary for diagnosis and repair.
These are hand tools: an amp probe and a quality volt-ohmmeter capable of reading less than one ohm due to the precision required in reading component winding resistances.
Before attempting any repairs, get a clear an explanation of
the problem as possible, preferably [Tom 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 remedied early and efficiently.
Keep in mind that a basic fundamental knowledge of electricity is required for tlllS troubleshooting, and always remember
that lethal voltages are present in the circuitry~ therefore,
extreme caution is essential when troubleshooting a generator.
Problem
Probable Cause
Verification/Remedy
High voltage (125 -135 volts) at NIL with
correct voltage when loaded
(115 120 volts).
1. Generator's engine speed (rpm) high at NIL. 1. Check NIL speed and adjust NIL voltage.
High voltage at NIL and F/L.
1. Generator's engine speed (rpm) high.
1. Check NIL rpm and adjust NIL voltage.
2. Short in compound transformer auxiliary
windings 0-3.
2. Check continuity and connections of 0-3 windings.
Low voltage (0 - 5 volts) at NIL with
growling noise from generator and loss of
engine speed when load is applied.
1. Main stator windings shorted C-1, C-2.
1. Check continuity and resistance values of C-1, C-2 windings
and connections.
2. Check continuity and resistance values of 0-1, 0-2 windings.
Generator does not excite; voltage is
is 0 volts at NIL.
1. Generator's engine speed is slow.
1. Adjust the engine's speed and adjust NIL voltage.
2. Short in the main stator windings or
transformer.
3. Shorted Posi-resistor.
2. Check the diodes as shown in this manual.
Low voltage (10 - 20 volts) at NIL, when
load is applied, voltage drops.
2. Compound transformer windings shorted
D·1,0·2.
3. Test Posi-resistor.
1. Diodes(s) in rotating exciter (8-2) shorted.
1. Check 8-1 and B-2 in the rotating exciter as explained in
this section.
2. Bridge rectifier defective.
2. Follow test procedure for the bridge rectifier.
3. Auxiliary windings B·1 shorted.
3. Check the continuity and resistance values.
4. Auxiliary windings 0-3 andlor C-3 open.
4. Check the continuity and resistance values of windings and
connections.
1. Generator overload.
1. Monitor the load.
2. Rotating diode failing.
2. Check the diode.
3. Generator's engine speed is low.
3. Check the electronic governor operation.
4. Low power load factor.
4. Check the type of load applied. Consider use of optional
regulator board.
Unstable voltage.
1. Engine's rpm fluctuating.
1. Check the engine operation and the fuel system.
See ENGINE ADJUSTMENTS.
Low voltage at NIL and FIL (50 - 70 volts).
1. Exciter stator windings (A) are open.
1: Check the continuity and resistance values of the windings.
2. Generator's engine speed (rpm) is too low.
2. Check the NIL rpm and adjust the NIL voltage. Check and adjust
the engine's rpm.
Voltage correct at NIL, but not at FIL with
loss of engine rpm (hertz).
Engines & Generators
45
BT GENERATOR TROUBLESHOOTING
Only a few basic tools are necessary for diagnosis and repair.
These are hand tools: an amp probe and a quality volt-ohmmeter capable of reading less than one ohm due to precision
required in reading component winding resistances.
Before attempting any repairs, get a clear explanation of the
problem as possible, preferably from an individual witnessing
the problem. On 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 t
he 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
remedied early and efficiently.
The following troubleshooting chart is designed to give
insight into problems which may be encountered with the
BT brush1ess generators operating on compound transformer
regulation. Owing to the simplicity of the equipment and
controls, troubleshooting is relatively easy, once the
relationship between cause and effect is understood. Most
potential problems are covered in the text of this guide;
however should an omission or an error be found, we would
greatly appreciate your notifying us of it.
Keep in mind that a basic fundamental know ledge 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.
Problem
Probable Cause
Verification/Remedy
High voltage (125 - 135 volts) at NIL with
correct voltage when loaded
(115 120 volts).
1. Generator's engine speed (rpm) high at NIL. 1. Check NIL speed and adjust NIL voltage.
High voltage at NIL and F/L.
1. Generator's engine speed (rpm) high.
1. Check NIL rpm and adjust NIL voltage.
2. Short in compound transformer auxiliary
windings 0-3.
2. Check continuity and connections of 0-3 windings.
Low voltage (0 - 5 volts) at NIL with
growling noise from generator and loss of
engine speed when load is applied.
1. Main stator windings shorted C-1, C-2.
1. Check continuity and resistance values of C-1, C-2 windings
and connections.
2. Check continuity and resistance values of 0-1, 0-2 windings.
Generator does not excite; voltage is
is 0 volts at NIL.
1. Generator's engine speed is slow.
1. Adjust the engine's speed and adjust NIL voltage.
2. Short in the main stator windings or
transformer.
2. Check the diodes as shown in this manual.
3. Shorted Posi-resistor.
3. Test posi-resistor.
1. Oiodes(s) in rotating exciter (B-2) shorted.
1. Check B-1 and B-2 in the rotating exciter as explained in
this manual.
2. Bridge rectifier defective.
2. Follow test procedure for the bridge rectifier.
3. Auxiliary windings B-1 shorted.
3. Check the continuity and resistance values.
4. Auxiliary windings 0-3 andlor C-3 open.
4. Check the continuity and resistance values of windings and
connections.
1. Generator overload.
1. Monitor the load.
2. Rotating diode failing.
2. Check the diode.
3. Generator's engine speed is low.
3. Check the electronic governor operation.
4. Low power load factor.
4. Check the type of load applied. Consider use of optional
regulator board.
Unstable voltage.
1. Engine's rpm fluctuating.
1. Check the engine operation and the fuel system.
See ENGINE ADJUSTMENTS.
Low voltage at NIL and voltage
(50 -70 volts)
1. Exciter stator windings (A) are open.
1. Check the continuity and resistance values of the windings.
2. Generator's engine speed (rpm) is too low.
2. Check the NIL rpm and adjust the NIL voltage. Check and adjust
the engines rpm.
Low voltage (60 - 100 volts) at NIL, when
load is applied, voltage drops.
Voltage correct at NIL, but not at F/L with
loss of engine rpm (hertz).
2. Compound transformer windings shorted
0-1, 0-2.
Engines & Generators
45
7.6KW BT GENERATOR SINGLE PHASE
NO .. LOAD VOLTAGE ADJUSTMENT
c. After the no-load hertz adjustment is made, the no-load
voltage may need to be readjusted. In most cases, jf tlle
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 thickness under the laminated steel bar of the transf01111er.
60 hertz:
no-load voltage, 121 - 124 volts.
50 hertz:
no-load voltage, 234 - 238 volts.
d. Load the generator to the rated amperage output 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
Maximum voltage drop acceptable at full rated output
(amps)
60 hertz:
108 - 110 volts
50 hertz:
215- 220 volts
Should the voltage drop below the proper rate, loaded
excitation can be increased to raise this voltage by
repositioning the connection on the Voltage Connection
Tenninal.
TERMINAL BLOCK WIRING CONNECTIONS
1. Voltage adjustment is made with the generator regulation
being governed by the compound transformer.
2. Operate the generator, apply a moderate load momentarily and remove it. Note the voltage output from the generator's 120 volt legeS) (230 volt 50 hertz). The no-load
voltage should be between 121 - 124 volts at 61.5 62
hertz (234 238 volts at 51.5 - 52 hertz).
NOTE: The no-load voltage should be adjusted to the voltage produced by the generator once started and a
momentary load should be applied to excite the transformer and then removed. The voltage produced by the
generator after this momentary load is removed is noload voltage.
3. To raise or lower the voltage, shims of varying thickness
(non-conductive material) are placed or removed fTom
under the steel laminated bar on top of the compound
transfonner. TIle material used for shimming should not
soften at temperatures in the 1760 F (80 0 C) range. A
small reduction in no-load voltage (1 to 3 volts) can
sometimes be accomplished by gently tapping the top of
the laminated steel bar to reduce the gap between the
existing shims and the transformer core.
Winding Connections Needed To Obtain The Proper Voltage and Frequency
Generator Frequency
l1 110V 50 Hz
N
1. Frequency is a direct result of engine!generator speed:
1800 rpm == 60 hertz; 1500 rpm == 50 hertz.
2.
6.
To change generator frequency follow the steps below.
5
4 4
9
~NL1
l2
a. Configure the AC terminal block for the desired voltage frequency as shown below. Ensure that the case
ground wire is connected to the COlTect tenninaI block
neutral ground stud.
. -_ _ _ _ _ _ _ _ _----1
44
5
6
9
NOTE: The white/green ground wire nzay be renwved in
those installations where the AC circuit has a separate
neutral and ground circuit. This will prevent the unit
from being a ground source in the vessel.
115V 50Hz
230V 50Hz
a::::::::D
a::::::::D
0
230V 50 Hz
.
10
l1
120V 60 Hz
1lUL
6
h. Start the engine, monitor voltage and adjust engine no··
load
Adjust the throttle ann or the throttle stop
screw to produce engine speed desired.
60 hertz:
no-load speed,
61.5 - 62.0 hertz.
50 hertz:
no-load speed,
51.5 - 52.0 hertz.
The frame ground wire must
be moved when changing
from 115 volts and 110/220
volts 50 hertz to 230 volts
50 hertz. From making connections to the AC terminal
block, use. terminal ends for
1/4 inch studs that will
accept mUlti-strand copper
wire sized for the amperage
rating from the hot lead con·
nection. The frame ground
wire is white or white with a
green strip. It connects
between the neutral stud
and the generator frame.
10
.
5
10
8
N 5
115/230V 50Hz
a:::D
9
~::::::~.
~D
6
0
4 4
24DV60Hz
4 4
120/240V/60Hz
120V 60 Hz
0
666
2
o
3
l1
NJ
o
10
0
N L1
~CIRCUIT ~
Ib±Jj
~
BREAKER
L1
CIRCUIT
BREAKER
I -=- I-: : -~I
•
•
CIRCUIT
1I"....._._ _
BREAKER
~~~
WESTERBEKE
Engines & Generators
46
j CIRCUIT
BREAKER
CIRCUIT
• --. BREAKER
7.6KW BY GENERATOR SINGLE PHASE
INTERNAL WIRING FOR
12 STUD BT GENERATOR
AC
r--- - ---' - - --- ---,
:
1
A
I
:
B
I
c
:
L
B
I
6
5
9
10
3
2
1
8
:
I
h4 3:I
-t>I-
L
~
_____________ J
2
ORANGE
+
DC
GREEN
-
•
G
•
AC BLACK
-K1-AC
T
E
R
M
I
N
A
L
B
l
0
C
K
®
S
T
U
D
YELLOW
RESIDUAL VOLTAGE CHECK
1. . Residual Voltage 18 - 22 volts AC.
NOTE: The amount oj no-load voltage produced by the
generator can be an indicator ojwhere in the generator
the problem/fault may lie.
This voltage is the AC voltage produced by the generator
from magnetism in the exciter stator field. Tills voltage is
measured between the AC neutral and hot leges) with noload on the generator running at its hertz.
The presence of residual voltage is an indication that the
following generator components are OK:
1. Exciter Rotor (B-1 a, b, & c) & (B-2)
2. Rotating Field (B-3)
3. Main Stator (C-I& C-2)
4. Compound Transformer (D-l & D-2)
The fault lies in one or more of the following components in tile exciter circuit:
A. Exciter Stator (A-I)
B. Bridge Rectifier (G)
C. Main Stator Auxiliary Windings (C-3)
D, Compound Transformer Auxiliary Winding (D-3)
2. Twelve (12) volts DC excitation of the exciter stator
windings should cause the generator to produce between
125 - 135 volts AC between each hot lead and the neutra1. (Twelve volts DC is applied between the lifted (+)
and (-) leads of the blidge 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
125 - 135 volts AC, then include A and C.
3. The absence of any voltage from the generator indicates a
fault with the main stator windings C-l and C-2 and/or
the compound transfOlmer windings D-l and D-2. Other
failed components that can produce this same no-voltage
output are the posi-resistor in the exciter rotor and four or
more failed diodes in the exciter rotor.
a. 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 the
rated output indicates a fault in the exciter rotor/field B-1,
B-2, B-3. Excitation of the generator as explained in
paragraph 2 should produce a partial rise in voltage output and, when removed, the voltage will return to the
original low output.
JUMPER
/
/
/, . J'
/
/
"'I"~'
' BRIDGE
-""",,",,",--,,,......
POSITIVE (+,
ORANGE
+ .
/
RECTIFIER
EXCITING THE GENERATOR
WITH 12 VOLTS
KEEP THE EXCITER CIRCUIT
POLARITY CORRECT:
DC+ to Battery at Starter .
DC- to Case Ground
Engines & Generators
47
FROM DC (-)
BLACK
!
Ol! (-)
BLACK
NOTE: Current model bridge
rectifiers are configured
differently, but + and - are
still located at the corne rs.
7.6KW BT GENERATOR SINGLE PHASE
BRIDGE RECTIFIER
Testing The Bridge Rectifier
For Faults With An Ohmmeter
The bridge rectifier is supplied AC voltage fTom the auxiliary
windings in the generator stator (C-3) and the compound
transfonner (D-3). The AC voltage measured across the AC
terminals of the rectifier during engine operation is as follows:
120 Volts
NIL FIL
(Meter used: Simpson 260)
1. Set the ohmmeter scale on RXl (+ DC) and set the
needle to zero.
2. Connect the positive (+) lead from the ohmmeter to point
#4. Taking the ohmmeter's negative (-) lead, I110menlru"ily contact points #1, #2, #3, and #5. The ohmmeter
should register no deflection for any of the points
touched.
120/240 Volts
NIL FIL
17 - 44 VoltsAC
17 - 44 Volts AC
Diodes in the rectifier convert tIllS AC voltage to DC and
supply it to the windings of the exciter stator to induce a field
through which the exciter rotor revolves. TIle DC voltage
measured across ti1e ( +) and (--) terminals of the bridge rectifler during engine operation is as follows:
120 Volts
NIL FIL
120/240 Volts
NIL F/L
8 - 17 Volts DC
8 - 17 Volts DC
3. Remove the positive (+) lead from point #4 and connect
the negative (-) lead to point #4 and, with the positive (+)
lead, momentarily touch points #], #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.
4. Leaving the negative (-) ohmmeter lead on point #4,
touch point #5 with the positive (+) lead. No deflection of
the needle should occur.
Failure of the bridge rectifier will result in a weak field being
produced by the exciter stator windings. A weak field is present, due to the magnetism in the exciter stator, which will
cause the generator to produce residual voltage.
S. Place the positive (+) lead of the ohnuncter 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 rectifier fails any of the previous tests (l -4) it is
defective and should be replaced.
BRIDGE RECTIFIER
NOTE: Different style/model meters may produce opposite
results from the above tests.
Engines & Generators
48
7.6KW BT GENERATOR SINGLE PHASE
EXCITER ROTOR/FIELD
The diodes can be easily checked in place with the use of a
common automotive 12-volt high beam headUght bulb, some
jumper leads and the generator's 12 volt starting battery.
Auxiliary windings group a, 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.
Auxiliary Windings
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 olunmeter.
NOTE: Attempting to check diodes in place with an ohmmeter
will give erroneous readings on the diodes due to the auxiliary winding's connections.
When leads are put across the diode, as illustrated, voltage
passes through the diode allowing the headlight to glow brightly.
1.0 " 1.2 Ohms
HIGH BEAM
12 VOLT BULB
RED & WHITE
GLOWS BRIGHT
Reverse the leads across the diode. The diode should block
voltage passing through it, and the headlight should not glow,
or it may glow faintly.
EXCITER ROTOR
HIGH BEAM 12 VOLT BULB
DOES NOT GLOW/IS VERY FAINT
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.
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 shOlied 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.
Rotating Field Windings 7.0-8.0 ohm. (Reading taken
between the two red & white wires connected to the (+) and
(-) telminals of the exciter rotor as shown in the illustration.)
Posi-resistor. (Infinite readings between both yellow leads
lifted from the (+) and (-) terminals on the exciter rotor.) A
shorted posi-resistor will destroy the rotating field and cause
the AC output voltage to drop to zero.
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.
RESISTANCE VALUE
11 OHMS THROUGH THE DIODE
-----------11 OHMS
INFINITE
BLOCKING
---If I-f::l-__
1
INFINITE-----
Engines & Generators
49
7.6KW B1 GENERATOR SINGLE PHASE
MEASURING RESISTANCE
A three connection voltage connection terminal was added to
this circuit located just below the AC terminal block at the
lower left. Isolate the three numbered #1, #2, and #3 red and
white-striped wires coming onto each of the three terminals.
Lift the black and white-striped leads and the green and
white-striped leads off of their connections on the AC tenninal block. Measure the resistance value between the #1 red
lead lifted from the tetminal strip and the black and white
striped lead lifted from the AC terminal block.
Main Stator Windings
1. Group #1. The resistance value is measured between the
lifted lead #4 from the insulated telminal below the transfonner and lead #6 lifted from the AC terminal block. In
order to totally isolate the stator windings of group #1,
lead #5 should be lifted from the tetminal block.
2. Group #2. The resistance value is measured between the
Transformer Auxiliary Windings 4.0· 4.5 Ohms
lifted lead #1 from the insulated terminal below the transformer 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.
Main Stator Windings
VOLTAGE CONNECTION TERMINAL
The addition of the three connection telminal is for the
increase or decrease of full~load voltage output. Should fu11load voltage fall below 108 volts, selecting a higher number
temlinal strip lead to connect the lead (red or red and white)
will supply a higher AC voltage to the exciter circuit during
full-load conditions, bringing the output voltage of the generator up.
20 • 22 Ohms
3. Main Stator Auxiliary Windings are measured between
the double leads on the AC terminal of the bridge rectifier, unplugged from the rectifier and the double lead central prong connection of the regulator plug.
Main Stator Auxiliary Windings 1.5· 1.8 Ohms
No-load voltage should be properly adjusted by shimming
the compound transformer: 121 - 124 volts at 61.5 - 62.0
hertz. The above should not be used as a means of compensating for incorrectly adjusting the generator's no-load voltage.
NOTE: No continuity should be found between either of
these winding groups or to the generator case.
Compound Transformer
NOTE: For engine speed/hertz adjustment, see ENGINE
ADJUSTMENTS in this manual.
Group 1 measured between Lead #10 at the AC tenninal
block and Lead #4 at the junction box. Lift both leads along
with lead #9 at the tetminal block.
VOLTAGE CONNECTION TERMINAL
Group 2 measured between Lead #8 at the AC temlinal
block and Lead #4 at the junction block. Lift both leads
along with lead #7 at the terminal block.
REPOSITION
LEADS
Compound Transformer Windings 0.019 • 0.021 Ohms
HIGH
12 STUD
TERMINAL BLOCK
, CIRCUIT
BREAKER
BT SINGLE PHASE (12 STUD)
120/60 VOLT CONFIGURATION
Engines & Generators
50
LAY-UP &RECOMMISSIONING
GENERAL
Fuel System [Gasoline]
Many owners rely on their boatyards to prepare their craft,
including engines and generators, for lay-up during the
off-season or for long periods of inactivity. Others prefer
to accomplish lay-up preparation themselves.
Top off your fuel tanks with unleaded gasoline of 89 octane
or higher. A fuel conditioner such as Sta-Bil gasoline
stabilizer should be added. Change the element in your
gasoline/water separator and clean the metal bowl. Re-install
and make certain there are no leaks. Clean up any spilled
fuel.
The procedures which follow will allow you to perform your
own lay-up and recommissioning, or you may use them as a
check list if others do the procedures.
These procedures should afford your engine protection
during a lay-up and also help familiarize you with the
maintenance needs of your engine.
If you have any questions regarding lay-up procedures, call
your local servicing dealer; he will be more than willing to
provide assistance.
Propeller Shaft Coupling [Propulsion Engine]
The transmission and propeller half couplings should always
be opened up and the bolts removed when the boat is hauled
out of the water or moved from land to water, and during
storage in the cradle. The flexibility of the boat often puts a
severe strain on the propeller shaft or coupling or both, while
the boat is taken out or put in the water. In some cases, the
shaft has actually been bent by these strains. This does not
apply to small boats that are hauled out of the water when
not in use, unless they have been dry for a considerable
period of time.
Fuel System [Diesel]
Top off your fuel tanks with No.2 diesel fuel. Fuel additives
such as BioBor and Sta-Bil should be added at this time to
control algae and condition the fuel. Care should be taken
that the additives used are compatible with the primary fuel
filter/water separator used in the system. Change the element
in your primary fuel filter/water separator, if the fuel system
has one, and clean the separator sediment bowl.
Change the fuel filter elements on the engine and bleed the
fuel system, as needed. Start the engine and allow it to run
for 5 - 10 minutes to'make sure no air is left in the fuel
system. Check for any leaks that may have been created in
the fuel system during this servicing, correcting them as
needed. Operating the engine for 5 - 10 minutes will help
allow movement of the treated fuel through the injection
equipment on the engine.
Raw Water Cooling Circuit
Close the through-hull seacock. Remove the raw water intake
hose from the seacock. Place the end of this hose into a five
gallon bucket of clean fresh water. Before statting the engine,
check the zinc anode found in the primary heat exchanger on
the engine and clean or replace it as required, and also clean
any zinc debris from inside the heat exchanger where the
zinc anode is located. Clean the raw water strainer.
Start the engine and allow the raw water pump to draw the
fresh water through the system. When the bucket is empty,
stop the engine and refill the bucket with an antifreeze
solution slightly stronger than needed for winter freeze
protection in your area.
Start the engine and allow all of this mixture to be drawn
through the raw water system. Once the bucket is empty, stop
the engine. This antifreeze mixture should protect the raw
water circuit from freezing during the winter lay-up, as well
.
as providing corrosion protection.
Fresh Water Cooling Circuit [Propulsion Engine]
A 50-50 solution of antifreeze and distilled water is
recommended for use in the coolant system at all times.
This solution may require a higher concentration of
antifreeze, depending on the area's winter climate. Check the
solution to make sure the antifreeze protection is adequate.
Should more antifreeze be needed, drain an appropriate
amount from the engine block and add a more concentrated
mixture. Operate the engine to ensure a complete circulation
and mixture of the antifreeze concentration throughout the
cooling system. Now recheck the antifreeze solution's strength.
Lubrication System
With the engine warm, drain all the engine oil from the oil
sump. Remove and replace the oil filter and fill the sump
with new oil. Use the correct grade of oil. Refer to the
ENGINE LUBRICATING OIL pages in this manual for the
oil changing procedure. Run the engine and check for proper
oil pressure and make sure there are no leaks.
Remove the impeller from your raw water pump (some
antifreeze mixture will accompany it, so catch it in a bucket).
Examine the impeller. Acquire a replacement, if needed, and
a cover gasket. Do not replace the impeller (into the pump)
until recommissioning, but replace the cover and gasket.
A CAUTION: Do not leave the engine's old engine oil
Intake Manifold and Thru-Hull Exhaust
in the sump over the lay-up period. Lubricating oil and
combustion depOSits combine to produce harmful
chemicals which can reduce the life of your engine's
internal parts.
Place a clean cloth, lightly soaked in lubricating oil, in the
opening of the intake manifold to block the opening. Do not
shove the cloth out of sight. (If it is not visible at
recommissioning, and an attempt is made to start the engine,
you may need assistance of the servicing dealer. Make a
note to remove the cloth prior to start-up. The thm-hull
exhaust port can be blocked in the same manner.
Engines & Generators
51
LAY-UP & RECOMMISSIONING
Starter Motor
Spare Parts
Lubrication and cleaning of the starter drive pinion is advisable,
if access to the starter permits its easy removal. Make sure the
battery connections are shut off before attempting to remove
the starter. Take care in properly replacing any electrical
connections removed from the starter.
Lay-up time provides a good opportunity to inspect your
Westerbeke engine to see if external items such as drive belts
or coolant hoses need replacement. Check your basic spares
kit and order items not on hand, or replace those items used
during the lay-up, such as filters and zinc anodes. Refer to the
SPARE PARTS section of this manual.
Cylinder Lubrication [Diesel}
Recommissioning
If you anticipate a long lay-up period (12 months or more)
WESTERBEKE recommends removing the fuel injectors for
access to the cylinders. Squirt light lubricating oil into the
cylinders to prevent the piston rings from sticking to the
cylinder walls.
The recommissioning of your Westerbeke engine after a
seasonal lay-up generally follows the same procedures as
those described in the PREPARATIONS FOR STARTING section regarding preparation for starting and normal starts.
However, some of the lay-up procedures will need to be
counteracted before starting the engine.
Make sure you have a replacements for the injector and retum
line sealing washers.
1. Remove the oil-soaked cloths from the intake manifold.
Intake Manifold [Gasoline}
2. Remove the raw water pump cover and gasket and
discard the old
Install the raw water pump impeller
removed during lay-up (or a replacement, if required).
Install the raw water pump cover with a new cover gasket.
3. Reinstall the batteries that were removed during the
lay-up, and reconnect the battery cables, making sure the
terminals are clean and that the connections are tight.
Check to make sure that the batteries are fully charged.
Clean the filter screen in the flame arrester, and place a clean
cloth lightly soaked in lube oil around the flame arrester to
block any opening. Also place an oil-soaked cloth in the
through-hull exhaust port, Make a note to remove cloths prior
to start-up!
Cylinder Lubrication [Gasoline}
Spray fogging oil into the open air intake, with the flame
,mester removed, while the engine is running. The fogging oil
will stall out the engine and coat the valves, cylinders and spark
plugs for winter protection.
NOTE:
spark plugs will need to be removed for cleaning
and re-gapping at spring commissioning.
171C
Batteries
If batteries are to be left on board dming the lay-up period,
make sure that they are fully charged, and will remain that way,
to prevent them from freezing. If there is any doubt that the
batteries will not remain fully charged, or that they will be
subjected to severe environmental conditions, remove the
batteries and store them in a warmer, more compatible
environment.
A WARNING: Lead acid batteries emit hydrogen, a
highly-explosive gas, which can be ignited by electrical
arcing or a lighted cigarette, cigar, or pipe. 00 not
smoke or allow an open flame near the battery being
serviced. Shut off all electrical equipment in the vicinity
to prevent electrical arcing during servicing.
Transmission [Propulsion Engine}
Check or change the fluid in the transmission as required Wipe
off grime and grease and touch up any unpainted areas. Protect
the coupling and the output flange with an anti-corrosion
coating. Check that the transmission vent is open. For
additional information, refer to the TRANSMISSION SECTION.
A CAUTION: Wear rubber gloves, a rubber apron,
and eye protection when servicing batteries. Lead acid
batteries emit hydrogen, a highly explosive gas, which
can be ignited by electrical arcing or a lighted
cigarette, cigar, or pipe. Do not smoke or allow an open
flame near the battery being serviced. Shut off all
electrical equipment in the vicinity to prevent electrical
arcing during servicing.
4. Remove the spark plugs, wipe clean, re-gap, and install to
proper tightness [gasoline J.
5. Check the condition of the zinc anode in the raw water
circuit and clean or replace the anode as needed. Note
that it is not necessary to flush the antifreeze/fresh water
solution from the raw water coolant
When the
engine is put into operation, the system will self-flush in a
short period of time with no adverse affects. It is
advisable, as either an end of season or recommissioning
service, to inspect the area where the zinc is located in the
heat exchanger and clear any and all zinc debris from that
area.
6. Stmt the engine in accordance with procedures described
in the PREPARATIONS FOR STARTING section of this
manual.
Engines & Generators
52
POWER TAKE OFF SYSTEMS
GENERATOR
" BACK END
POWER TAKE OFF ADAPTER
A power take off adapter can be attached to the generator
backend. This adapter allows access to the full Rower of the
engine for a variety of hydraulic and ,electrical accessories.
Contact your WESTERBEKE COMMERCIAL GENERATOR
SUPPLIER for additional infonnation.
"~
POWER TAKE OFF ADAPTER
XRT POWER SYSTEM
The XRT power system combined with a Westerbeke
generator provides electrical and hydraulic power for
fll'e/emergency apparatus The system generates electrical
power for auxilIary lighting and provides continuous
operation of up to three extrication tools at the same time.
HYDRAULIC PUMP
(OWNER SUPPLIED),
SRECIPIGATUJNS
4J;
Components
Dual stage continuous duty pump, stainless
high pressure fittings, three galion reservoir
with filter, pump enclosure with integral control
block assemblies.
System Availability
5,000 psi phosphate ester fluid and mineral
fluid systems up to 10,500psi.
Dimensions
COMBI pump in shroud.
L:10" x W:15" x H:14" x 42 Ibs
Reservoir: H: 12" x W: 12" x D: 6.5"
Open Center Valves:
L: 3.75" x W: 2.75" x H" 4.0."
For additional injonnation, contact XRT POWER
SYSTEMS at www.xrtcombi.com or call (800) 343-0480.
XRT POWER SYSTEMS
32 Tioga Way
Marblehead, MA 01945
, Ali'l
XRT COMBI POWER SYSTEM
*MODEL SHOWN: XRT 3 TOOL WITH
WESTERBEKE 7,6kW.
SIZE: L 44,0" X W 18.4" X H 24.1"
TOTAL WEIGHT: 492 LBS,
Engines & Generators
53
STANDARD AND METRIC CONVERSION DATA
LENGTH-DISTANCE
Inches (in) x 25.4 == Millimeters (mm) x .0394 == Inches
Feet (ft) x .305 = Meters (m) x 3.281 Feet
Miles x 1.609 Kilometers (km) x ,0621 = Miles
DISTANCE EQUIVALENTS
1 Degree of Latitude::: 60 Nm = 111.120 km
1 Minute of Latitude = 1 Nm = 1.852 km
VOLUME
3
Cubic Inches (in3) 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.8S IMP qt
Imperial Gallons (IMP gal) x 4.546 == Liters (L) x .22 =IMP gal
Imperial Quarts (IMP qt) x 1.201 ::: US Quarts (US qt) x .833 == IMP qt
Imperial Gallons (IMP gal) x 1.201 ::: US Gallons (US gal) x .833 = IMP gal
Fluid Ounces x 29.573 = Milliliters x .034 == Ounces
US Pints (US pt) x .473 Liters(L) x 2.113 ::: Pints
US Quarts (US qt) x .946 = Liters (L) x 1.057 =Quarts
US Gallons (US gal) x 3.785 = Liters (L) x .264 ::: Gallons
MASS·WEIGHT
Ounces (oz) x 28.35 =Grams (g) x .035::: Ounces
Pounds (lb) x .454 Kilograms (kg) x 2.205::: Pounds
PRESSURE
Pounds Per Sq In (psi) x 6.895 Kilopascals (kPa) x .145 psi
Inches of Mercury (Hg) x .4912 =psi x 2.036 ;:: Hg
Inches of Mercury (Hg) x 3.377 = Kilopascals (kPa) x .2961 Hg
Inches of Water (H20) x .07355 ::: Inches of Mercury x 13.783 H20
Inches of Water (H20) x .03613 psi x 27.684 =H20
Inches of Water (H20) x .248 == Kilopascals (kPa) x 4.026::: H20
TORQUE
Pounds-Force Inches (in-Ib) x .113 Newton Meters (Nm) x 8.85 :::in-Ib
Pounds-Force Feet (ft-Ib) x 1.356 ::: Newton Meters (Nm) x .738 ::: ft-Ib
VELOCITY
Miles Per Hour (MPH) x 1.609 ::: Kilometers Per Hour (KPH) x .621 ::: MPH
POWER
Horsepower (Hp) x .745::: Kilowatts (Kw) x 1.34::: MPH
FUEL CONSUMPTION
Miles Per Hour IMP (MPG) x .354 =Kilometers Per Liter (Km/L)
Kilometers Per Liter (Km/L) x 2.352 IMP MPG
Miles Per Gallons US (MPG) x .425 ;::: Kilometers Per Liter (Km/L)
Kilometers Per Liter (Km/L) x 2.352 US MPG
TEMPERATURE
.
Degree Fahrenheit (OF) = (OC X 1.8) + 32
Degree Celsius (DC) ::: (DF - 32) x .56
LIQUID WEIGHTS
Diesel Oil ::: 1 US gallon =7.13 Ibs
Fresh Water::: 1 US gallon::: 8.33 Ibs
Gasoline 1 US gallon::: 6.1 Ibs
Salt Water 1 US gallon 8.56 Ibs
Engines. & Generators
54
SUGGESTED SPARE PARTS
WESTERBEKE RECOMMENDS CARRYING ENOUGH
ENGINE OIL (YOUR BRAND) FOR AN OIL CHANGE
AND A GALLON OF PREMIXED COOLANT
SPARE DRIVE
BELTS
FUEL SYSTEM
HARDWARE KIT~~~~~
MOLDED
, HOSE KIT
IN A CANVAS
CARRYING BAG
IN-LINE
FUEL/WATER
FILTER CARTRIDGE
INJECTOR
SPARE PARTS KITS
WESTERBEKE also offers two Spare Parts Kits,
each packaged in a rugged hinged toolbox.
Kit "A" includes the basic spares.
Kit "B" is for more extensive off-shore cruising.
KIT B
ZINC ANODES
DRIVE BELTS
OIL FILTER
FUEL FILTER
HEAT EXCHANGER GASKET
IMPELLER KIT
KIT A
ZINC ANODES
DRIVE BELTS
OIL FILTER
FUEL FILTER
HEAT EXCHANGER GASKET
IMPELLER KIT
FUEL SYSTEM HARDWARE KIT
FUEL PUMP INLET FILTER
INJECTOR
OVERHAUL GASKET KIT
GLOW PLUG
FUEL SYSTEM HARDWARE KIT
FUEL PUMP INLET FILTER
Engines & Generators
55
Engines & Generators
WM2;1J6DWI098